Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way, 53604-53662 [2023-16149]
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ARCHITECTURAL AND
TRANSPORTATION BARRIERS
COMPLIANCE BOARD
36 CFR Part 1190
[Docket No. ATBCB 2011–0004]
RIN 3014–AA26
Accessibility Guidelines for Pedestrian
Facilities in the Public Right-of-Way
Architectural and
Transportation Barriers Compliance
Board.
ACTION: Final rule.
AGENCY:
The Architectural and
Transportation Barriers Compliance
Board (Access Board or Board) issues its
final rule that provides minimum
guidelines for the accessibility of
pedestrian facilities in the public rightof-way. These guidelines, once adopted,
would ensure that facilities used by
pedestrians, such as sidewalks and
crosswalks, constructed or altered in the
public right-of-way by Federal, state,
and local Governments are readily
accessible to and usable by pedestrians
with disabilities. When the guidelines
are adopted, with or without
modifications, as accessibility standards
in regulations issued by other Federal
agencies implementing the Americans
with Disabilities Act, Section 504 of the
Rehabilitation Act, and the
Architectural Barriers Act, compliance
with those enforceable accessibility
standards is mandatory.
DATES: The final rule is effective
September 7, 2023.
FOR FURTHER INFORMATION CONTACT:
Scott Windley, Office of Technical and
Information Services, Architectural and
Transportation Barriers Compliance
Board, 1331 F Street NW, Suite 1000,
Washington, DC 20004–1111.
Telephone (202) 272–0025 (voice) or
(202) 272–0028 (TTY). Email address
row@access-board.gov.
SUPPLEMENTARY INFORMATION:
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SUMMARY:
I. Executive Summary
The U.S. Access Board issues its final
rule for accessibility guidelines for
pedestrian facilities in public rights-ofway (PROWAG or guidelines). These
guidelines are issued under Title II of
the Americans with Disabilities Act of
1990 (ADA) and the Architectural
Barriers Act of 1968 (ABA). Title II of
the ADA applies to State and local
government facilities, among others.
The ABA applies to facilities
constructed or altered by or on behalf of
the Federal Government, facilities
leased by Federal agencies, and some
facilities built with Federal funds.
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The purpose of these guidelines is to
ensure that pedestrian facilities located
in the public right-of-way are readily
accessible to and usable by pedestrians
with disabilities. Despite on-going
efforts to improve access, pedestrians
with disabilities throughout the United
States continue to face major challenges
in public rights-of-way because many
sidewalks, crosswalks, and other
pedestrian facilities are inaccessible.
Equal access to pedestrian facilities is of
particular importance because
pedestrian travel is the principal means
of independent transportation for many
persons with disabilities.
Key accessible features of pedestrian
facilities specified in these guidelines
include:
Pedestrian Access Routes: Sidewalks,
shared use paths and other pedestrian
circulation paths must contain a
‘‘pedestrian access route,’’ which is
required to be accessible to and
traversable by individuals with
disabilities. The portions of these
sidewalks and paths that comprise the
pedestrian access route must be wide
enough to minimize the possibility of a
pedestrian using a mobility device
falling into a roadway when passed by
another pedestrian. Pedestrian access
routes have specified cross slopes and
running slopes so that they are
traversable by pedestrians using manual
wheelchairs or other mobility aids
without exhaustive effort. Surfaces of
paths in the pedestrian access route
must be firm, stable, and slip resistant,
without large openings or abrupt
changes in level. Objects may not
hazardously protrude onto sidewalks,
shared use paths, or other pedestrian
circulation paths.
• Alternate Pedestrian Access Routes:
When an entity closes a pedestrian
access route for construction, it must
provide a temporary alternate
pedestrian access route with basic
accessible features. Alternate pedestrian
access routes ensure that construction in
the public right-of-way does not prevent
pedestrians with disabilities from
reaching their destinations.
• Accessible Pedestrian Signals: All
new and altered pedestrian signal heads
installed at crosswalks must include
‘‘accessible pedestrian signals’’ (APS),
which have audible and vibrotactile
features indicating the walk interval so
that a pedestrian who is blind or has
low vision will know when to cross the
street. Pedestrian push buttons must be
located within a reach range such that
a person seated in a wheelchair can
reach them. The walk speed used to
calculate the crossing time allows
pedestrians with disabilities sufficient
time to cross.
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• Crosswalks: Curb ramps and
detectable warning surfaces are required
where a pedestrian circulation path
meets a vehicular way. Crosswalks at
multilane roundabouts and channelized
turn lanes must have additional
treatments that alert motorists to the
presence of pedestrians or slow or stop
traffic at those crosswalks.
• Transit Stops: Boarding and
alighting areas at sidewalk or street
level, as well as elevated boarding
platforms, must be sized and situated
such that a person with a disability can
board and alight buses and rail cars.
Pedestrian access routes must connect
boarding and alighting areas and
boarding platforms to other pedestrian
facilities. Transit shelters must have
clear space for use by a person in a
wheelchair.
• On-Street Parking: On-street nonresidential parking must have
designated accessible parking spaces
sized so that a person with a disability
may exit a parked vehicle and maneuver
to the sidewalk without entering a
vehicular way. Standard size designated
accessible on-street parking spaces must
be situated near an existing crosswalk
with curb ramps.
These minimum guidelines will
become enforceable once they are
adopted, with or without modifications,
as mandatory standards under the ADA
by the U.S. Department of Justice (DOJ)
and the U.S. Department of
Transportation (USDOT), or the four
Federal agencies that set standards for
the Federal Government under the
Architectural Barriers Act—the U.S.
Postal Service (USPS), General Services
Administration (GSA), U.S. Department
of Defense (DOD), and U.S. Department
of Housing and Urban Development
(HUD)).
II. Legal Authority and Need for
Rulemaking
These guidelines are issued pursuant
to the ADA and the Rehabilitation Act,
which provide statutory authority for
the Access Board to issue minimum
accessibility guidelines to ensure that
transportation facilities are usable by
persons with disabilities. See 29 U.S.C.
792(b)(3)(B), 42 U.S.C. 12204. These
guidelines serve as the minimum
requirements for enforceable standards
issued by other agencies pursuant to
their responsibilities under the ADA
and the ABA. 29 U.S.C. 792(b)(3)(B); 42
U.S.C. 4151 et seq., 12134(c), 12149(b).
As described in the Rulemaking
History section below, these final
guidelines have been long awaited,
particularly by state and local
governments subject to Title II of the
ADA. Both the Access Board’s 2004
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Americans with Disabilities Act and
Architectural Barriers Act Accessibility
Guidelines (2004 ADAAG/ABAAG), and
the Board’s initial 1991 Americans with
Disabilities Act Accessibility
Guidelines, were developed primarily
for buildings and facilities on sites. 36
CFR part 1191; 56 FR 35408 (July 26,
1991). While some of the requirements
can be readily applied to pedestrian
facilities in the public right-of-way,
others need substantial modification,
and many issues specific to public
rights-of-way were simply not
addressed. Further, the magnitude of
existing physical constraints in public
rights-of-way poses unique
considerations that are not present in
the context of buildings and sites.
In the absence of final technical
requirements for accessibility of
pedestrian facilities, state and local
governments have been left to determine
on their own how to comply with the
ADA’s existing mandate to make public
pedestrian transportation facilities
accessible. The lack of final Federal
standards has contributed to uncertainty
about the relevant standards, which has
resulted in courts determining technical
requirements for accessibility, in some
cases applying requirements for
buildings and sites to public rights-ofway, although public rights-of-way are,
for the most part, not specifically
addressed by these standards (see e.g.,
Kirola v. City & Cty. of S.F., 860 F.3d
1164 (9th Cir. 2017) (finding that
ADAAG applies to public rights-ofway); Fortyune v. City of Lomita, 766
F.3d 1098 (9th Cir. 2014) (applying the
2010 ADA Standards to diagonal
parking in public rights-of-way in the
absence of enforceable accessibility
standards for public rights-of-way); see
also Sarfaty v. City of L.A., No. 2:17–cv–
03594–SVW–KS, 2020 U.S. Dist. LEXIS
40893 (C.D. Cal. Feb. 7, 2020)
(concluding that neither PROWAG draft
guidelines nor the 2010 ADA Standards
are applicable to on-street parking).
In addition, the Federal Government
similarly lacks accessibility criteria for
public rights-of-way, although there are
numerous Federal sites that contain
public rights-of-way, such as national
parks, medical and educational
campuses, and military installations.
Consequently, the Federal Government,
which seeks to be a leader in
accessibility, has been without clear,
specific, enforceable technical standards
for accessibility in public rights-of-way.
These final accessibility guidelines for
pedestrian facilities in public rights-ofway will serve as the technical basis of
enforceable standards issued under the
ABA by GSA, USPS, DoD, and HUD.
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See 29 U.S.C. 792(b)(3)(B); 42 U.S.C.
4151 et seq.
III. Rulemaking History
The Access Board began developing
accessibility guidelines for pedestrian
facilities in public rights-of-way shortly
after the ADA was enacted in 1990. In
1992, the Board issued proposed
guidelines for state and local
government facilities, including
pedestrian facilities in public rights-ofway, followed by interim guidelines in
1994 that also contained provisions for
public rights-of-way. 57 FR 60612
(December 21, 1992); 59 FR 31676 (June
20, 1994).
In response to the proposed and
interim guidelines, the Board received
numerous public comments that
indicated a need for further outreach,
education, and research on accessible
pedestrian facilities in public rights-ofway. Consequently, when the Board
issued its first final guidelines for state
and local government facilities in 1998,
the requirements for pedestrian facilities
in the public right-of-way were not
included. 63 FR 2000 (January 13,
1998).
In 1999, the Access Board established
a Federal advisory committee to
recommend accessibility guidelines for
pedestrian facilities in public rights-ofway. The committee included a wide
range of stakeholders, including
representatives of state and local
governments, the transportation
industry, disability rights advocacy
organizations, and other interested
groups.1
In 2001, the advisory committee
presented its consensus
1 The following organizations were members of
the advisory committee: AARP, America Walks,
American Association of State Highway and
Transportation Officials, American Council of the
Blind, American Institute of Architects, American
Public Transit Association, American Public Works
Association, Association for Education and
Rehabilitation of the Blind and Visually Impaired,
Bicycle Federation of America, Californians for
Disability Rights, Canadian Standards Association
(Technical Committee on Barrier-Free Design), City
of Birmingham (Department of Planning,
Engineering and Permits), Council of Citizens with
Low Vision International, Disability and Business
Technical Assistance Centers, Disability Rights
Education and Defense Fund, Federal Highway
Administration, Hawaii Commission on Persons
with Disabilities, Hawaii Department of
Transportation, Institute of Traffic Engineers (now
called Institute of Transportation Engineers), Los
Angeles Department of Public Works (Bureau of
Street Services), Massachusetts Architectural
Access Board, Municipality of Anchorage, National
Center for Bicycling and Walking, National Council
on Independent Living, National Federation of the
Blind, New York State Department of
Transportation, Paralyzed Veterans of America,
Portland Office of Transportation, San Francisco
Mayor’s Office on Disability, State of Alaska, TASH,
Texas Department of Transportation, and The
Seeing Eye.
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recommendations to the Board. See U.S.
Access Board, Building a True
Community: Final Report of the Public
Rights-of-Way Access Advisory
Committee. (Jan. 10, 2001). Based on the
advisory committee’s recommendations,
the Access Board developed draft
accessibility guidelines for pedestrian
facilities in the public right-of-way,
which it made available for public
review and comment in 2002. 67 FR
41206 (June 17, 2002). In 2005, the
Board published revised draft
guidelines, also seeking to gather data
for a regulatory assessment of the
guidelines’ potential costs and benefits.
70 FR 70734 (November 23, 2005).
Following the 2005 release, the
Access Board continued to further
improve the draft guidelines, engaging
numerous stakeholders and sponsoring
research on various key provisions. The
Access Board also engaged in
substantial education and outreach
efforts, conducting training programs
around the country, and answering
questions on its technical assistance
hotline. In July 2007, the Public Rightsof-Way Access Advisory Committee
released a 108-page planning and design
guide for alterations based on the 2005
draft guidelines.
In July 2011, the Access Board
initiated the instant rulemaking, issuing
a Notice of Proposed Rulemaking for
Accessibility Guidelines for Public
Rights-of-Way (NPRM). See 76 FR 44664
(July 26, 2011); Notice of Proposed
Rulemaking—Correction, 76 FR 45481
(July 29, 2011). The NPRM was
supported by a regulatory analysis based
in part on cost estimates provided
through a 2010 interagency agreement
with the Volpe National Transportation
Systems Center (Volpe Center). See
Regulatory Assessment of Proposed
Guidelines for Pedestrian Facilities in
the Public Right-of-Way & Appendix
(June 2011); Volpe Center, ‘‘Cost
Analysis of Public Rights-of-Way
Accessibility Guidelines’’ (November
29, 2010), both available at https://
www.regulations.gov in rulemaking
docket (ATBCB–2011–0004).
The NPRM requested public
comments on all provisions of the
proposed Accessibility Guidelines for
Public Rights-of-Way (proposed rule or
proposed guidelines). In particular, the
Access Board sought comments from
regulated entities, including state and
local governments, on the costs and
impacts of certain portions of the
proposed rule. The comment period
ended on November 23, 2011, and was
subsequently reopened until February 2,
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2012.2 During the two comment periods,
460 commenters submitted
approximately 600 comments. The
Board also held public hearings in
Dallas, Texas and Washington, DC in
fall 2011.
On February 13, 2013, the Board
issued a supplemental notice of
proposed rulemaking (SNPRM)
announcing its intent to add
requirements for shared use paths
(SUPs) to the proposed guidelines for
pedestrian facilities in the public rightof-way.3 78 FR 10110 (Feb. 13, 2013).
The SNPRM specified which provisions
of the proposed rule would be changed
to include requirements for SUPs.
During the 90-day comment period that
followed, 55 commenters provided
feedback on the provisions outlined in
the SNPRM.
The Board carefully reviewed the
public comments received in response
to the NPRM and SNPRM, consulted
with DOJ and USDOT, and revised the
rule text for final publication. In 2015,
the Board entered into a second
interagency agreement with the Volpe
Center to assess costs of the final
provisions. However, in January 2017,
in response to Executive Order 13771
(January 30, 2017), which required that
agencies identify two regulations for
elimination for every new regulation
proposed and that the total incremental
cost of any new regulations and
deregulatory actions be zero, the Board
ceased work on the PROWAG final rule.
Staff shifted efforts to education,
outreach, and technical assistance. From
2017 through 2022, Board staff
addressed hundreds of technical
2 Before the NPRM’s initial comment period
ended on November 23, 2011, three national
associations of local elected officials requested that
the Access Board extend the comment period to
allow local governments additional time to respond
to the proposed rule. A national association of
engineering companies also requested an extension
of the comment period. The Access Board thus
reopened the comment period through February 2,
2012. See Notice of Proposed Rulemaking—
Reopening of Comment Period, 76 FR 75844 (Dec.
5, 2011).
3 In March 2011, the Board issued an advance
notice of proposed rulemaking announcing its
intent to develop accessibility guidelines for SUPs
and noted that it was considering including the
SUP requirements in the guidelines for pedestrian
facilities in the public right-of-way. 76 FR 17064,
17070 (March 28, 2011). The Board initially
determined that SUPs would be addressed in a
separate rulemaking, and thus did not include SUPs
in the proposed public right-of-way guidelines.
However, upon further consideration, the Board
determined that SUPs were sufficiently similar to
other pedestrian circulation paths such that they
should be included in the final rule for pedestrian
facilities in the public right-of-way. The Board then
issued the SNPRM informing the public of its
decision to include SUPs in the proposed
guidelines and soliciting comments regarding the
specific provisions that would apply to SUPs. 78 FR
10110 (Feb. 13, 2013).
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assistance inquiries related to
PROWAG.
In 2021, following issuance of E.O.
13992 (January 20, 2021), which
rescinded E.O. 13771, the Board
resumed work on the PROWAG
rulemaking and entered into a final
interagency agreement with the Volpe
Center to prepare the final regulatory
impact analysis (FRIA). The FRIA is
available in the docket for this
rulemaking on regulations.gov and on
the Access Board’s website,
www.access-board.gov.
In consideration of the FRIA, public
comments and testimony, feedback from
other Federal agencies, and many years
of close collaboration with stakeholders,
the Access Board now issues these final
guidelines on accessible pedestrian
facilities in the public right-of-way.
IV. Summary of Significant Changes
The significant changes to the final
rule text from the versions proposed in
the NPRM and SNPRM are as follows:
• Alterations. There are three major
changes with the way alterations are
treated in the final rule. First, any
portion of a pedestrian facility that is
altered must be altered to comply with
these guidelines regardless of the
intended ‘‘scope of the project’’ by the
entity undertaking the alteration
(R201.1). This approach is consistent
with the way accessibility guidelines for
buildings and sites are applied. The
change is described in the Major Issues
section below.
Second, in the final rule, facilities and
portions of facilities that are ‘‘added’’ to
an existing, developed public right-ofway are ‘‘alterations,’’ and are subject to
the requirements for altered facilities
(see R104.3; R201.1; R202). This
includes that compliance with the
requirements is required to the
maximum extent feasible where existing
physical constraints make compliance
with the applicable requirements
technically infeasible (R202.3). In the
proposed rule, added elements were
treated as new construction and subject
to full compliance with all applicable
requirements regardless of existing
physical constraints (NPRM R202.2).
This change is addressed in the Major
Issues section below.
Third, altered facilities must be
connected to an existing pedestrian
circulation path by a pedestrian access
route (R202.2). In the proposed rule,
only select alterations required a
connection; however, to ensure that
pedestrians with disabilities can realize
the benefits of an altered pedestrian
facility that is made accessible
consistent with these guidelines, the
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final rule requires all altered facilities to
connect to a pedestrian circulation path.
• Manual on Uniform Traffic Control
Devices for Streets and Highways
(MUTCD). In the final rule, MUTCD
provisions are not incorporated by
reference. The Board proposed to
incorporate by reference various
sections of the MUTCD in the NPRM. As
explained in the major issues section
below, this created confusion as to the
application of those provisions in the
context of PROWAG. Consequently, the
Board has stated all required technical
provisions directly in the rule text,
many of which were taken from the
MUTCD, as explained in the Section-bySection discussion below.
• Alterations that Trigger Installation
of Accessible Pedestrian Signals. In the
NPRM, the Board indicated that the
alteration of a signal controller and
software, or the replacement of a signal
head, would trigger the requirement to
install an accessible pedestrian signal
(NPRM R209.2). Upon consideration of
public comments, the Access Board
acknowledges the diverse nature of
alterations that affect pedestrian signals,
and declines in the final guidelines to
list specific actions that trigger the
requirement to install accessible
pedestrian signals. Rather, pedestrian
signals are subject to the same alteration
requirements as other pedestrian
facilities. The entity making the
alteration will assess, according to
requirements in the guidelines as
adopted by USDOT and DOJ, whether
installation of an accessible pedestrian
signal is required. The Board notes that
USDOT and DOJ may provide further
specifics as to alterations triggering
installation of APS in their rulemakings
adopting these guidelines.
• Crosswalk Treatments at
Roundabouts. The final rule expands
the crosswalk treatment options among
which jurisdictions must select for
installation at multilane pedestrian
crossings at roundabouts to include: a
traffic control signal with a pedestrian
signal head, a pedestrian hybrid beacon,
a pedestrian actuated rectangular rapid
flashing beacon, and a raised crossing.
This change is discussed in the Major
Issues section below.
V. Summary of Comments and Major
Issues Raised by Commenters
A. Overview of Commenters
In response to the NPRM, 460
commenters submitted approximately
600 comments on the provisions of the
proposed rule, including 25 state
departments of transportation and
highway administrations, 2 state utility
organizations, and 1 state transit
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authority. Eighty-seven local
government organizations commented,
including city and county departments
of transportation, engineering, public
works, and planning; city councils and
mayor’s offices; and highway districts
and transit authorities.
The Access Board received comments
from approximately 255 individuals
commenting on their own behalf,
including persons with a range of
disabilities who will directly benefit
from these guidelines, and mobility
specialists with experience teaching
persons with disabilities how to
navigate public rights-of-way.
Individual commenters also included
numerous civil engineers and planners
with expertise in the design and
construction of pedestrian facilities.
In addition, the Access Board
received comments from representatives
of approximately 90 organizations
including national and local disability
rights advocacy organizations,
engineering companies, law firms
involved in ADA litigation, professional
associations, and pedestrian and citizen
advocacy organizations.
In addition to soliciting written
comments, the Board also held two
public hearings on the proposed rule.
NPRM, 76 FR at 44664. In Dallas, Texas,
on September 12, 2011, twelve
witnesses testified regarding the
proposed guidelines. See PROW NPRM
Public Hearing, Dallas, Sept. 2011,
Docket ID ATBCB–2011–0346.
Witnesses included engineers and
architects, local government officials,
and disability rights advocates, among
others. Id. Fifteen individuals testified
at a public hearing in Washington, DC
on November 9, 2011, including
representatives from organizations
working with people with disabilities,
private industry, and professional
associations. See Transcript from PROW
NPRM, Docket ID ATBCB–2011–0607.
In response to the SNPRM to add
shared use paths to the proposed rule,
the Access Board received comments
from 55 commenters. Eighteen state and
local government entities commented,
as well as seven disability rights
organizations, three engineering
companies, four citizens’ organizations,
and two industry associations. In
addition, over 20 individuals, including
industry professionals and persons with
disabilities, responded to the SNPRM.
The Access Board appreciates the
robust and thoughtful public response
to the PROWAG rulemaking, and
carefully considered all testimony and
comments received in response to both
the NPRM and the SNPRM. Commenters
provided feedback on many specific
provisions of the proposed rule. The
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majority of these comments are
addressed in the Section-by-Section
Analysis in Section VI of this preamble.
However, numerous commenters raised
concerns regarding four issues: the
application of the guidelines to new
construction and alterations; the
requirements regarding accessible
pedestrian signals; the requirement for
pedestrian signals or pedestrian hybrid
beacons at roundabouts; and the
extension of the leveling out of
intersections to pedestrian crossings.
The Board addresses these major issues
below.
B. Major Issues
1. Application of the Guidelines to New
Construction and Existing Facilities
Treatment of New Construction, Added
Facilities, and Alterations
In the proposed rule, the Board
identified three types of pedestrian
facilities subject to PROWAG: newly
constructed facilities, added facilities,
and altered facilities. The NPRM
specified that newly constructed and
added facilities were subject to full
compliance with PROWAG (NPRM
R201.1; NPRM R202.2), while
alterations were expected to comply to
the maximum extent practicable where
existing physical constraints make it
impracticable to fully comply (NPRM
R202.3.1).
These three classifications of facilities
were carried over from the accessibility
guidelines for buildings and sites, where
they have been used successfully for
many years. 69 FR 44083, 36 CFR part
1191 (July 23, 2004) and 56 FR 35408
(July 26, 1991). However, in response to
the PROWAG NPRM, the Board
received comments from state DOTs and
others indicating confusion as to how to
distinguish between new, added, and
altered facilities in the public right-ofway. In addition, since publication of
the NPRM, the Board has regularly
received technical assistance inquiries
from individuals seeking to determine
whether a particular public right-of-way
construction project must fully comply
with requirements for new construction
or is subject to considerations for
existing physical constraints for
alterations.
The Board concurs that the
distinctions between new construction,
added facilities, and alterations, which
are readily apparent in construction of
a building, are not as clear in the public
right-of-way. For example, under the
language of the NPRM, a jurisdiction
might consider the extension of a
sidewalk an alteration of an existing
pedestrian facility or alternatively an
addition of a new pedestrian facility.
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The level of compliance with
accessibility requirements might hinge
on that characterization.
In determining how to resolve this
confusion in the final rule, the Board
considered comments from state DOTs,
local government entities, an association
of engineering companies, and the
American Association of State Highway
and Transportation Officials (AASHTO)
indicating that any construction in
existing public rights-of-way should be
subject to considerations for existing
physical constraints, highlighting that
existing storm and sanitary sewer
infrastructure, utilities, and adjacent
developed facilities may make full
compliance with the guidelines
impossible.
In the final rule, the Board has
defined ‘‘alteration’’ as ‘‘a change to or
an addition of a pedestrian facility in an
existing developed public right-of-way
that affects or could affect pedestrian
access, circulation, or usability’’
(R104.3). In so defining ‘‘alteration,’’ the
Board has revised the requirements for
added facilities, now allowing them to
comply to the maximum extent feasible
where existing physical constraints
make compliance with applicable
requirements technically infeasible
(R202.3). The Board has also provided a
definition for ‘‘developed’’ as
‘‘[c]ontaining buildings, pedestrian
facilities, roadways, utilities, or
elements’’ (R104.3). Taken together, the
Board expects full compliance with the
requirements for new construction on
undeveloped land (i.e., greenfield),
while any construction undertaken in
an existing developed right-of-way is
expected to comply to the maximum
extent feasible where existing physical
constraints make compliance with
applicable requirements technically
infeasible. The Board has concluded
that these expectations for compliance
are reasonable in light of existing
infrastructure in developed rights-ofway, and the opportunity for full
compliance in a new public right-of-way
built on undeveloped land.
Alterations vs. Maintenance
In response to the NPRM, the Board
received several comments seeking
clarity on what types of roadwork
would constitute an ‘‘alteration’’ within
the meaning of the rule. The proposed
guidelines defined ‘‘alteration’’ as ‘‘[A]
change to a facility in the public rightof-way that affects or could affect
pedestrian access, circulation, or use.
Alterations include, but are not limited
to, resurfacing, rehabilitation,
reconstruction, historic restoration, or
changes or rearrangement of structural
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parts or elements of a facility’’ (NPRM
R105.5).
One state department of
transportation, four local government
entities, a national parks and recreation
organization, and an individual
engineer commenter requested further
clarification on the definition of
‘‘alteration,’’ or additional examples.
Much of the concern centered on the
Board’s inclusion of the example of
‘‘resurfacing.’’ Five states and AASHTO,
seven local government entities, various
organizations associated with the
construction industry, an independent
Federal agency, and an engineering
company expressed concern that
‘‘resurfacing’’ was included in the
definition of alteration and sought
additional information on the definition
of ‘‘resurfacing.’’ These commenters
were concerned that ‘‘maintenance’’
operations and ‘‘pavement
preservation’’ would trigger an
obligation to comply with these
guidelines.
Since the publication of the NPRM,
this issue has largely been resolved. In
2013, DOJ and USDOT issued joint
guidance clarifying when resurfacing is
considered an ‘‘alteration’’ for purposes
of ADA Title II compliance and
specifying the types of treatments that
are considered maintenance. See DOJ
and USDOT, Department of Justice/
Department of Transportation Joint
Technical Assistance on Title II of the
Americans with Disabilities Act
Requirements to Provide Curb Ramps
when Streets, Roads, or Highways are
Altered through Resurfacing (July 8,
2013), available at https://www.ada.gov/
doj-fhwa-ta.htm; see also Q & A
Supplement to the 2013 DOJ/DOT Joint
Technical Assistance on the Title II of
the ADA Requirements To Provide Curb
Ramps when Streets, Roads, or
Highways are Altered through
Resurfacing, available at https://
ada.gov/doj-fhwa-ta-supplement2015.html.
The Board’s revised definition of
‘‘alteration’’ in the final rule omits the
examples of specific roadway
treatments, deferring to USDOT’s and
DOJ’s joint technical assistance as to
which treatments and types of
construction are considered alterations
for purposes of enforcement of their
standards. However, the Board here
clarifies that where a roadway treatment
is determined to be an alteration,
compliance with PROWAG is triggered
and the technical requirements apply,
regardless of the ‘‘scope of the
[alteration] project.’’ The elimination of
the ‘‘scope of the project’’ language from
the final rule is discussed below.
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Scope of the Project
The proposed guidelines indicated
that where existing elements are altered,
each altered facility ‘‘within the scope
of the project’’ must be made to comply
with the guidelines (NPRM R202.3).
One state and several local government
entities requested clarification on the
intended meaning of ‘‘scope of the
project,’’ and disability rights advocacy
organizations expressed concern that
regulated entities may define the scope
of the project to avoid compliance. The
Board has thus removed this language
from the final rule.
Under the final rule, altered portions
of existing pedestrian facilities are
expected to comply with the
requirements (R201.1). This means that
the portion of a pedestrian facility that
is altered is expected to comply with all
applicable technical requirements.
Where existing physical constraints
make compliance with applicable
requirements technically infeasible,
compliance with these requirements is
required to the maximum extent feasible
(R202.3). This is the same approach that
is employed in the 2004 ADA and ABA
Accessibility Guidelines for buildings
and sites.
Existing Physical Constraints
Section R202.3.1 of the NPRM stated
that where existing physical constraints
make full compliance with these
guidelines ‘‘impracticable,’’ alterations
must comply with the technical
specifications of these guidelines to the
‘‘extent practicable.’’ The proposed
section R202.3.1 provided examples of
existing physical constraints, including
‘‘underlying terrain, right-of-way
availability, underground structures,
adjacent developed facilities, drainage,
or the presence of a notable natural or
historic feature.’’
Numerous commenters expressed
varying concerns about section R202.3.1
of the proposed rule. One state public
utility commission, four local
government entities, and an engineering
firm requested that the Access Board
provide further explanation of the
meaning of ‘‘extent practicable’’ and one
state DOT recommended replacing the
term with ‘‘maximum extent
practicable.’’ A disability rights
advocacy organization requested a
requirement for full compliance with
the guidelines unless ‘‘technically
infeasible.’’ Three disability rights
advocacy organizations and two
individuals expressed concern that the
language describing existing physical
constraints was too broad or might be
used as an excuse to deviate from the
technical requirements. Three state
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DOTs and one local government entity
requested clarification on ‘‘right-of-way
availability’’ as an existing physical
constraint and wondered whether they
would be expected to obtain additional
right-of-way.
In the final rule, the Board has
replaced the term ‘‘impracticable’’ with
‘‘technically infeasible’’ and ‘‘extent
practicable’’ with ‘‘maximum extent
feasible,’’ which are the terms used in
the 2004 ADA and ABA Accessibility
Guidelines. See e.g., 36 CFR part 1191,
App. B, 202.3 Exception 2. The Board
acknowledges that ‘‘impracticable’’ and
‘‘extent practicable’’ were intended to be
interpreted in the same way as
‘‘technically infeasible’’ and ‘‘maximum
extent feasible,’’ and the use of different
terms was creating confusion. The
expectation is that in the context of
alterations, entities are responsible for
compliance with applicable technical
requirements to the maximum extent
feasible where existing physical
constraints make compliance with those
requirements technically infeasible.
The Board also eliminated ‘‘right-ofway availability’’ as an example of an
existing physical constraint. The Board
acknowledges that in many cases
regulated entities have authority to
acquire additional right-of-way, which
made it a confusing example of an
existing physical constraint. DOJ and
USDOT may provide further
information as to any expectations that
entities acquire additional right-of-way
to meet accessibility requirements.
A disability rights advocacy
organization requested that the Board
apply the ‘‘primary function’’ and ‘‘path
of travel’’ requirements from the 2004
ADA and ABA Accessibility Guidelines.
36 CFR part 1191, App. B 202.4. In
addition, a local chapter of a national
public works association, seven local
government entities, and a disability
rights advocacy organization would like
the final rule to contain a 20% threshold
for determining whether the cost of
providing accessibility features is
disproportionate to the overall cost of
the alteration.4 The Board points
4 Section 202.4 of the 2004 ADA and ABA
Guidelines states that an alteration that affects or
could affect the usability of or access to an area
containing a primary function shall be made so as
to ensure that, to the maximum extent feasible, the
path of travel to the altered area, including the rest
rooms, telephones, and drinking fountains serving
the altered area, are readily accessible to and usable
by individuals with disabilities, unless such
alterations are disproportionate to the overall
alterations in terms of cost and scope as determined
under criteria established by the Attorney General.
In existing transportation facilities, an area of
primary function shall be as defined under
regulations published by the Secretary of the
Department of Transportation or the Attorney
General. 36 CFR part 1191, App. B, § 202.4.
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commenters to the detailed explanation
in the preamble to the NPRM as to why
the primary function area and path of
travel concepts are not appropriate for
pedestrian rights-of-way. 76 FR 44664,
44672 (July 26, 2011).
Existing Facilities
Several commenters expressed
concern about their obligations under
Title II of the ADA and Section 504 of
the Rehabilitation Act for existing
facilities that are not altered. See 28 CFR
35.150 (containing DOJ accessibility
requirements for state and local
governments’ existing facilities); see
also 49 CFR 27.11(c) (requiring
recipients of USDOT Federal financial
assistance to undertake accessibility
compliance planning). When DOJ and
USDOT conduct rulemaking to include
accessibility standards for pedestrian
facilities in the public right-of-way in
regulations implementing Title II of the
ADA and Section 504 of the
Rehabilitation Act, they will address the
application of their accessibility
standards to existing facilities that are
not altered. Comments concerning
existing facilities that are not altered
should be directed to DOJ and USDOT
at that time. These guidelines address
only new construction and alterations of
existing facilities, and are voluntary
until adopted by other agencies, with or
without modifications, as enforceable
standards.
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2. Accessible Pedestrian Signals
Scoping for Accessible Pedestrian
Signals
Accessible Pedestrian Signals are
devices that communicate information
about pedestrian signal timing in nonvisual formats such as audible tones,
speech messages, and/or vibrating
surfaces (R104.3). In the NPRM, the
Board proposed that all new and altered
pedestrian signals conform to the
requirements for accessible pedestrian
signals in sections 4E.08 through 4E.13
of the MUTCD (NPRM R209.1).
Several entities submitted comments
opposing universal installation of
accessible pedestrian signals. Eight state
and three local government entities
advocated for their jurisdictions’ more
limited practices with respect to
determining where accessible
pedestrian signals should be installed:
six states and one local government
installed accessible signals upon citizen
request or as part of planned upgrades;
DOJ’s 2010 ADA Standards state in part that
alterations made to provide an accessible path of
travel to the altered area will be deemed
disproportionate to the overall alteration when the
cost exceeds 20% of the cost of the alteration to the
primary function area. 28 CFR 35.151(b)(4)(iii)(A).
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one state and one local government
consulted with mobility specialists or
disability advocacy groups before
installing an accessible pedestrian
signal in a given location; one state only
installed accessible pedestrian signals
where a substantial population of blind
individuals is known to travel, such as
near a school for students who are
blind; one city installed accessible
pedestrian signals within a quarter mile
of light rail stations, and elsewhere
upon request.
Two local governments, while not
stating a current practice, indicated that
they would like to work with
organizations representing the ‘‘low
vision community’’ to determine where
accessible signals should be installed.
Fifteen other local government
commenters and six individual
commenters from the engineering
industry, and an association of city
transportation engineers preferred that
the guidelines leave the decision as to
whether to install accessible pedestrian
signals to ‘‘engineering judgment,’’ as
specified in the MUTCD. A national
organization of transportation officials
expressed that the guidelines should
require accessible pedestrian signals
only where there is a demonstrated
need. Three states and two cities
indicated that they already provide
accessible pedestrian signals whenever
possible when new pedestrian signals
are installed, or existing signals are
altered.
This requirement for the installation
of accessible pedestrian signals was also
one of the proposed provisions of
PROWAG that generated the most
public support. More than 115
commenters, including disability rights
organizations, individuals with
disabilities, and mobility specialists,
supported the proposed requirement.
Upon careful consideration of the
comments, as well as the costs and
benefits of this requirement, the Board
has decided to retain in the final rule
scoping specifying that accessible
pedestrian signals be installed wherever
new pedestrian signals are provided,
and whenever pedestrian signals are
altered. Accessible pedestrian signals
are crucial to the independent
movement of individuals who are blind
or have low vision throughout public
rights-of-way.5 Over time this
5 The Access Board acknowledges a historical
difference of opinion between advocacy
organizations for people who are blind as to the
need for accessible pedestrian signals. The Board
further notes that this difference of opinion has
diminished over time. In the NPRM, the Access
Board observed that in response to the 2002 draft
guidelines, two thirds of commenters identifying
themselves as being blind or having low vision
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requirement will make accessible
pedestrian signals ubiquitous
throughout the United States, allowing
people who are blind or have low vision
to undertake independent pedestrian
travel to any destination where
pedestrian facilities exist. Anything less
than a universal requirement is unlikely
to achieve a uniform nationwide result.
The Board has assessed the
incremental costs associated with the
installation of accessible pedestrian
signals. FRIA at 46. The Board
acknowledges that the requirement for
universal installation of APS is the
single most costly provision of
PROWAG. Id. However, it is the
provision expected to provide the
greatest advance in equity for persons
who are blind or have low vision, as the
use of accessible pedestrian signals is
one of the accessibility features of
public rights-of-way that has not been
uniformly adopted across the United
States. The Board has assessed the costs
and benefits of this requirement and is
confident that the combination of the
monetizable and unmonetizable benefits
greatly outweigh the costs. See FRIA at
129.
Specific changes to language of the
provision are addressed in the sectionby-section analysis below.
Alterations of Accessible Pedestrian
Signals
In the NPRM, the Board specified
alteration of the signal controller and
software, and replacement of a signal
head as alterations that would trigger
supported installation of accessible pedestrian
signals. 76 FR at 44676. In response to the NPRM,
commenters indicating a vision disability
overwhelmingly expressed support for accessible
pedestrian signals. In 2001, the National Federation
of the Blind (NFB) opposed universal installation of
accessible pedestrian signals on the grounds that
they were unnecessary in most circumstances, and
that the sounds emitted by accessible signals
interfered with detection of vehicles through
audible cues. See Public Rights of Way Advisory
Committee, Building a True Community, Minority
Report. 153 (January 10, 2001). However, even at
that time, the NFB noted changing features of
public rights-of-way that complicated the
traditional reliance on traffic noises for navigation,
including quieter cars, complex signal intersections,
wide streets, and the use of pedestrian actuated
signals. Id. In response to the NPRM, the NFB
advised that it now supports the use of accessible
pedestrian signals when installed in consultation
with the blind community. See NFB, Public
Comment, ATBCB–2011–0004–0251, available at
www.regulations.gov. The Access Board notes that
accessible pedestrian signals must be equally
available to all individuals, whether or not they are
affiliated with or known to any particular advocacy
organization or civic group. The Board observes that
the American Council of the Blind strongly
supports the installation of accessible pedestrian
signals wherever pedestrian signals exist. See
American Council of the Blind, Public Comment,
ATBCB–2011–0004–0341, available at
www.regulations.gov.
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installation of an accessible pedestrian
signal consistent with the technical
requirements (NPRM R209.2). The
Access Board received numerous
comments disagreeing with the
proposed provision. Ten state
departments of transportation and 28
local government entities responded, in
addition to five professional
organizations. These commenters
indicated that neither altering a signal
controller and software, nor replacing a
signal head offers an opportunity to
convert an existing pedestrian signal to
an accessible pedestrian signal. Some of
these commenters were concerned that
under the proposed language, a minor
modification or repair could result in an
extensive project to upgrade an entire
intersection. Others worried that they
would have to forgo regular software
upgrades provided by signal
manufactures unless they intended to
convert existing equipment to accessible
pedestrian signals.
Four disability rights advocacy
organizations, one pedestrian advocacy
organization, and four individuals
supported the proposed specifications
regarding specific actions that should
trigger installation of accessible
pedestrian signals, and requested that
the Access Board add other triggering
actions in the final rule. The National
Committee on Uniform Traffic Control
Devices (NCUTCD) recommended
requiring installation of accessible
pedestrian signals when traffic signal
equipment modification or timing
changes affect the ability of a pedestrian
with a disability to be aware of the
change. See NCUTCD, Public Comment,
ATBCB–2011–0004–0477, available at
www.regulations.gov. NCUTCD cited
reduction of walk time or pedestrian
clearance, and installation of modified
turn phasing as examples of such
changes that should warrant conversion
to an accessible pedestrian signal. Id.
The Access Board proposed the
requirements of section R209.2 to
ensure that accessible pedestrian signals
would be installed during alteration
projects. Upon consideration of public
comments, the Access Board
acknowledges the diverse nature of
alterations that affect pedestrian signals,
and declines in the final guidelines to
specify specific actions that trigger the
requirement to install accessible
pedestrian signals. Rather, pedestrian
signals are subject to the same alteration
requirements as other pedestrian
facilities. The entity making the
alteration will assess, according to
requirements in the guidelines as
adopted by USDOT and DOJ, whether
installation of an accessible pedestrian
signal is required. The Board notes that
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USDOT and DOJ may provide further
specifics as to alterations triggering
installation of APS in their rulemakings
adopting these guidelines.
3. Pedestrian Crossing Treatments at
Roundabouts
In the NPRM, the Board proposed a
requirement for installation of an
accessible pedestrian actuated signal at
multilane pedestrian street crossings 6 at
roundabouts (NPRM Section R306.3.2).
In an advisory issued with the proposed
rule, the Board indicated that a
Pedestrian Hybrid Beacon (PHB) could
be used in lieu of a standard pedestrian
signal.7
Roundabouts present unique
challenges for pedestrians who are
blind. At roundabouts, entering and
exiting vehicles yield, but do not stop.
The continuous traffic flow removes
many of the audible cues that
pedestrians who are blind use to
navigate pedestrian street crossings.
Without signals that periodically stop
vehicles, pedestrians must assess when
there is a sufficient gap in traffic to
cross. Sighted pedestrians visually
assess the distance and speed of oncoming cars to decide when they should
cross. However, pedestrians who are
blind or have low vision are not able to
identify breaks in on-coming traffic by
sight and lack the audible cues that
might otherwise substitute for visible
information.
The Board included the requirement
for an accessible pedestrian signal or an
accessible PHB at multilane pedestrian
street crossings at roundabouts to make
those complex pedestrian street
crossings accessible to people who are
blind or have low vision. At multilane
roundabouts, pedestrians who are blind
or have low vision face additional
challenges. While a vehicle in the lane
nearest the curb might stop for a
pedestrian who is blind, the stopped
vehicle may mask the audible cues of a
car in the next lane that does not yield.
See Transportation Research Board,
NCHRP Report 674: Crossing Solutions
at Roundabouts and Channelized Turn
Lanes for Pedestrians with Vision
Disabilities, 6 (2011), available at
https://onlinepubs.trb.org/onlinepubs/
nchrp/nchrp_rpt_674.pdf. https://
onlinepubs.trb.org/onlinepubs/nchrp/
nchrp_rpt_674.pdf. https://
onlinepubs.trb.org/onlinepubs/nchrp/
6 In the final rule, the term ‘‘crosswalk’’ has been
substituted for ‘‘pedestrian street crossing’’ to use
terminology consistent with the MUTCD.
7 Pedestrian Hybrid Beacons (PHBs) are a special
type of hybrid beacon used to war and control
traffic at an unsignalized location to assist
pedestrians in crossing a street at a marked
crosswalk (R104.3).
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nchrp_rpt_674.pdf. As a result,
pedestrians who are blind take
substantially more time to locate a
crossing opportunity and make more
errors in assessing such opportunities
than sighted pedestrians. Id. To address
these challenges, the proposed rule
specified a requirement for a pedestrian
actuated signal to be provided at all
multilane pedestrian street crossings at
roundabouts.
The Access Board received numerous
comments on this proposed provision.
Five state departments of transportation,
eleven local government entities, two
professional associations for engineers,
three engineering companies, and two
individuals opposed a universal
requirement for the proposed pedestrian
treatments at multilane roundabouts.
These commenters opined that
engineering judgement and/or warrant
criteria should be used on a case-by-case
basis to determine whether a pedestrian
treatment is appropriate at a given
roundabout crossing. Two states, seven
local government entities, a local public
works association, and AASHTO
opposed the requirement on the grounds
that pedestrian signals and PHBs will
create a false sense of safety for
pedestrians as drivers who would not be
expecting signals at roundabouts would
fail to yield to pedestrians.
One state, five local government
entities, and a professional association
related to the construction industry
expressed concern that the addition of
pedestrian signals or PHBs would defeat
the purpose of using roundabouts
instead of traditional intersections.
Specifically, these commenters noted
that roundabouts keep traffic
continuously flowing, reduce air
pollution from idling vehicles, reduce
accidents, and may cost less to build as
compared to fully signalized
intersections. Three local government
entities expressed concern that PHBs
would be confusing to motorists in parts
of the country where, at the time the
comments were submitted, they were
not frequently used. Three state
departments of transportation, eight
local government entities, a
transportation engineering firm, and a
public works professional association
found the proposed provision too
restrictive as written and urged the
Access Board to consider other
pedestrian crossing treatments such as
raised crosswalks and rapid rectangular
flashing beacons (RRFBs).
Many other commenters supported
the proposed requirement for signals or
PHBs at multilane pedestrian street
crossings at roundabouts. Two
municipalities, seven disability rights
advocacy organizations, two pedestrian
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advocacy organizations, one engineering
firm, and 99 individuals, including
persons with disabilities, mobility
specialists, and others, supported the
proposed provision. Three disability
rights organizations requested that the
final rule require signals or PHBs at all
roundabouts, including single lane
pedestrian crossings. Two researchers
who generally supported the proposed
rule also encouraged further study on
other acceptable treatments, such as
raised crosswalks and RRFBs.
The Access Board considered all of
the comments submitted regarding
pedestrian treatments at roundabouts. In
addition to the comments, the Board
considered relevant research on
alternate pedestrian treatments such as
raised crosswalks and RRFBs. Raised
crosswalks are marked pedestrian
crossings on elevated speed tables that
require a driver to slow down to cross
the speed table. Because drivers must
slow their vehicles to traverse the raised
crossing, they are more likely to yield to
pedestrians waiting to cross. RRFBs are
flashing yellow rectangular lights that
are activated by the pedestrian and
supplement a pedestrian warning sign.
The flashing beacons draw a driver’s
attention to the pedestrian in the
crosswalk, increasing the likelihood that
the driver will yield to the pedestrian.
Unlike the PHB, neither the raised
crosswalk nor the RRFB provide the
driver with a ‘‘stop’’ signal. Rather, they
bring increased awareness to the
presence of a pedestrian.
National Cooperative Highway
Research Program Project 674 assessed
the use of PHBs and raised crosswalks
at a multilane roundabout by blind
pedestrians in Golden, Colorado. See
Transportation Research Board, NCHRP
Report 674: Crossing Solutions at
Roundabouts and Channelized Turn
Lanes for Pedestrians with Vision
Disabilities 6 (2011), available at
https://onlinepubs.trb.org/onlinepubs/
nchrp/nchrp_rpt_674.pdf. Researchers
found positive effects on decision
making regarding crossings by blind
pedestrians using both types of
treatments. Id.
A study undertaken by Western
Michigan University confirmed the
effectiveness of PHBs at multilane
roundabouts and showed that RRFBs
could be effective in some instances.
See Dept. of Blindness and Low Vision
Studies, Western Michigan University et
al., Road Commission for Oakland
County PHB and RRFB Study: Final
Report, 5–7 (October 5, 2011) available
at https://www.rcocweb.org/
DocumentCenter/Home/View/99
(indicating that RRFBs installed at twolane roundabout entries had a positive
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impact on decision making by blind
pedestrians as to assessing when to
cross; however, RRFBs were less
effective at two-lane roundabout exits
and three-lane roundabouts).
A Federal Highway Administration
(FHWA) study found further support for
the conclusion that under certain
circumstances, RRFBs can be effective at
providing accessibility for pedestrian
crossings at multilane roundabouts.
FHWA, Pub. No. FHWA–SA–15–69,
Evaluation of Rectangular RapidFlashing Beacons (RRFB) at Multilane
Roundabouts, 34 (2015, Updated 2020)
available at https://safety.fhwa.dot.gov/
intersection/roundabouts/
fhwasa15069.pdf.
The Board also reviewed
Transportation Research Boardsponsored research on crossing
solutions at roundabouts and
channelized turn lanes for pedestrians
who are blind or have low vision. See
Transportation Research Board, NCHRP
3–78b: Guidelines for the Application of
Crossing Solutions at Roundabouts and
Channelized Turn Lanes for Pedestrians
with Vision Disabilities, Final Project
Report (2016) available at https://
itre.ncsu.edu/wp-content/uploads/sites/
2/2017/04/NCHRP-03-78b_FinalGuidelines.pdf; see also Transportation
Research Board, NCHRP 834: Crossing
Solutions at Roundabouts and
Channelized Turn Lanes for Pedestrians
with Vision Disabilities, A Guidebook
(2017) available at https://www.trb.org/
Main/Blurbs/175586.aspx.
Multilane roundabouts remain highly
complex crossings for pedestrians who
are blind or have low vision. In light of
the lack of clear audible cues at these
crossings and the additional challenges
posed by the geometry of multilane
crossings in these locations, in the final
rule the Board has retained the
requirement for an enhanced crosswalk
treatment at each multilane pedestrian
crossing at roundabouts. However,
based on commenter feedback and the
Board’s review of available research, the
final rule includes three treatment
options for crosswalks at roundabouts,
in addition to standard accessible
pedestrian signals: PHBs, raised
crosswalks, and RRFBs. All three
treatments demonstrated positive effects
over untreated crossings in the research
studies described above. While the three
treatments did not perform identically
in each research study, the Board finds
that each treatment was effective in
certain scenarios. The final rule requires
that, like other accessible pedestrian
signals, all new and altered PHBs
provide audible and vibrotactile
information in addition to visible cues,
and all new and altered RRFBs provide
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53611
audible information communicating that
the warning lights are flashing.
The Board notes that research on
single lane roundabouts indicates that
certain single lane roundabouts pose
challenges to pedestrians with
disabilities attempting to cross. See
David A. Guth et. al., Blind and Sighted
Pedestrians’ Road Crossing Judgments
at a Single-Lane Roundabout, 55 Human
Factors, 632 (June 2013). However, it is
not clear from the limited available
research, whether all single lane
roundabouts, or only those with certain
characteristics, pose barriers to safe
crossing for pedestrians who are blind
such that enhanced crossing treatments
are required. USDOT plans to undertake
additional research to study the
conditions under which single lane
crossings at roundabouts present
challenges for pedestrians who are
blind.
4. Leveling Out of Intersections
Extended Through Pedestrian Crossings
In the NPRM, the Board proposed to
require that the grade of pedestrian
access routes in crosswalks not exceed
5% (NPRM R302.5.1). The proposed
rule also limited the cross slope of
pedestrian access routes to 2% (NPRM
R302.6), and the cross slope of
pedestrian access routes contained
within crosswalks at approaches
without yield or stop control to 5%
(NPRM R302.6.1). The effect of these
provisions was to require that in new
construction, the leveling out of streets
at intersections be extended to
crosswalks. It is common practice to
level out streets at intersections so that
the slope of a street does not present a
significant cross slope to the
intersecting roadway. AASHTO
recommends that at intersections,
grades in excess of three percent should
be avoided. See AASHTO, Policy on
Geometric Design of Highways and
Streets at 9–34.
The cross slope of a crosswalk is the
same as the grade of the roadway that
runs through it. Where traffic is required
to slow down at a crosswalk because
there is a device such as a stop or yield
sign, the grade of the road (and the cross
slope of the crosswalk) can be flatter
because vehicles move more slowly
through the crosswalk. However, where
traffic will flow across a crosswalk
without slowing or stopping, such as
during a green light or at an intersection
without any traffic control device,
abrupt changes in the grade of the road
should be minimized to prevent a
vehicle from jolting or bottoming out on
the grade change in hilly areas.
The proposed rule specified cross
slope of pedestrian street crossing in
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new construction and alterations
according to the type of traffic control
provided at the intersection. At NPRM
section R302.6.1, the proposed
guidelines called for a maximum 5%
cross slope for pedestrian street
crossings ‘‘without yield or stop
control.’’ In an advisory at R302.6.1, the
Board explained that crossings ‘‘without
yield or stop control’’ refer to those
crossings that do not have a stop or
yield sign, or alternately have a traffic
signal that is ‘‘designed for the green
phase.’’ The Board further clarified that
crossings ‘‘without yield or stop
control’’ are those intersections where
‘‘vehicles can proceed through the
intersection without slowing or
stopping.’’ Proposed provision R302.6
provided for a 1:48 maximum cross
slope for other pedestrian street
crossings at intersections, which would
include those with a stop or yield sign,
or other type of traffic control device
requiring a full stop or yield.
In response to the NPRM, ten state
entities, six local government entities,
eight individuals from the engineering
and planning industry, and one
engineering firm indicated that the
Board should use clearer language to
distinguish between the types of
crossings. Thus, in the final rule, the
Board has separated the requirements
according to the type of traffic control
at the crosswalk: crosswalk with yield
or stop control devices (R302.5.2.1);
crosswalk at an uncontrolled approach
(R302.5.2.2); crosswalk with traffic
control signal or PHB (R302.5.2.3); and
midblock and roundabout crosswalks
(R302.5.2.4).
Many commenters expressed concern
about the application of the cross slope
provisions in alterations. Three state
departments of transportation and one
local government entity were concerned
that changes in signalization alone,
without any construction to the
roadway itself, would trigger a
requirement to comply with the cross
slope requirements at pedestrian
crossings. Two states, one association
representing state departments of
transportation, one local government,
and one engineer pointed out that
signalization of intersections change
over time and questioned whether the
requirement should be tied to a fluid
marker. The local government and
engineer commenters noted that while
5% maximum cross slope might be
acceptable at the time of new
construction, once more houses and
facilities are built around an
intersection warranting a stop sign, the
requirement would shift to 2%.
Commenters noted that a 2% maximum
cross slope is less easily achieved in an
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alteration than in new construction. The
Board notes that an alteration to a traffic
control device would not necessarily
trigger a requirement to comply with
cross slope requirements at that
crosswalk if the crosswalk is not being
altered.
One state expressed concern that
resurfacing roadways would trigger a
requirement to regrade intersections. A
local government indicated that
retrofitting cross slopes of existing
crossings would have more than
minimal impacts, and another local
government requested that existing
crossings be entirely exempted from the
requirement. Four organizations
associated with the construction and
public works industries expressed
concern about the cost of compliance for
existing intersections. One state was not
sure that it could meet the cross slope
requirements given existing
infrastructure. Seven local government
entities expressed that altering
intersections to comply with cross slope
requirements would be ‘‘unreasonable,’’
‘‘burdensome,’’ ‘‘impractical,’’
‘‘difficult,’’ or ‘‘not feasible without
major reconstruction.’’
The Board acknowledges that full
compliance with the cross slope
requirements for crosswalks, which is
expected in new construction, may be
challenging in some alterations due to
existing physical constraints. In
alterations, compliance with R302.5.2 is
required to the maximum extent feasible
where existing physical constraints, as
discussed in R202.3, make compliance
technically infeasible. If existing curbs,
gutters, sidewalks, and utilities are not
part of the facility being altered, they are
generally considered ‘‘adjacent
developed facilities’’ which are a type of
existing physical constraint under
R202.3 that could constrain the
technical feasibility of compliance with
R302.5.2. Thus, if a public entity is not
otherwise altering the adjacent
developed facilities as part of its
crosswalk alteration and those existing
physical constraints would make
compliance with R302.5.2 technically
infeasible, then compliance is required
to the maximum extent feasible without
needing to alter the adjacent developed
facilities.
The Board notes, however, that when
alterations are made to crosswalks,
R203.6.2 requires curb ramps or blended
transitions to be provided on both ends
of the crosswalk where a pedestrian
access route crosses a curb, thus making
such curb ramps or blended transitions
part of the crosswalk being altered.
Accordingly, existing curb ramps and
blended transitions are not considered
existing physical constraints under
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R202.3. Similarly, existing curbs within
the crosswalk where there is no curb
ramp or blended transition, are not
considered existing physical constraints
under R202.3.
The Board has assessed the costs of
compliance with the crosswalk cross
slope requirements in the FRIA. See
FRIA at 114. In light of the existing
physical constraints provision at
R202.3, the application of which to
R302.5.2 is described above, as well as
the large number of jurisdictions whose
design guidance for crosswalk cross
slope already meets the PROWAG
technical requirements, the Board
believes commenters’ concerns that this
requirement is ‘‘unreasonable,’’
‘‘burdensome,’’ or ‘‘not feasible without
major reconstruction’’ to be based on a
misunderstanding of the requirements.
Further, the Board regards the
accessibility of crosswalks, where
individuals with disabilities are present
in vehicular ways, to be critical in
ensuring equitable use of pedestrian
facilities.
Several state and local jurisdictions
objected to the technical requirements
themselves. One state department of
transportation indicated that a 3%
maximum cross slope is appropriate for
pedestrian crossings with stop and yield
control, and 6% maximum is
appropriate for other crossings. Two
local government entities recommended
5% maximum cross slope for all
crossings. Another state agreed with a
grade limitation on side streets, but not
through streets, which would eliminate
restrictions on cross slope of pedestrian
crossings spanning through streets.
Another state DOT commented that
regrading pedestrian crossings is costly
and problematic for vehicles, and
preferred that tabling not be required.
Three local government entities, a
public works association, and an
association of engineering professionals
expressed concern that the cross slope
requirements will create a ‘‘roller
coaster’’ street profile or ‘‘jolt’’ vehicles
as they pass over pedestrian crossings.
The Board disagrees that the technical
requirements, when properly
implemented, will result in the
engineering concerns expressed by some
commenters. Further, the Board
observes that if an entity can
demonstrate that the unique
characteristics of the underlying terrain
of a specific newly designed
intersection preclude full compliance
with the cross slope requirements,
under DOJ’s Title II regulations under
the ADA, full compliance with the cross
slope requirements may not be required.
See 28 CFR 35.151. In alterations, where
compliance is technically infeasible,
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alterations must comply with
requirements to the maximum extent
feasible (R202.3). In addition, the Board
has provided an exception for the grade
of crosswalks where superelevation
exceeds 5% (R302.4.3).
Other commenters supported the
proposed requirements. A professional
organization of mobility specialists for
people who are blind requested that the
Board encourage tabling wherever
feasible. A pedestrian advocacy
organization asserted that 2% should be
the maximum cross slope for all
pedestrian crossings. A non-profit
accessible design organization also
indicated that 2% maximum cross slope
should be the standard for all pedestrian
crossings, noting that a 5% cross slope
is too steep for many manual wheelchair
users.
After careful review of the comments,
the Board has retained the substantive
cross slope requirements for crosswalks
as proposed. A cross slope of 1:48
(2.1%) is well established in
accessibility guidelines as the
appropriate maneuverable cross slope
for most individuals in manual
wheelchairs and persons with balance
impairments. See, e.g., Uniform Federal
Accessibility Standards (UFAS), 49 FR
31528 (Aug. 7, 1984) and the 2004 ABA
and ADA Accessibility Guidelines, 36
CFR part 1191.
The Board notes that if the 1:48 cross
slope ratio were expressed as a
percentage to the nearest hundredth, the
relevant percentage would be 2.08%.
This percentage has been expressed as
2.1% in the regulatory text due to the
limitations of current digital measuring
tools commonly used in sidewalk
construction, which would round
2.08% to 2.1%.
In these guidelines, the Board
balances accessibility with engineering
considerations. The Board has assessed
the costs of compliance with the
crosswalk cross slope requirements in
the FRIA. See FRIA at 114.
5. MUTCD
The proposed guidelines incorporated
by reference portions of the 2009 edition
of the USDOT Federal Highway
Administration’s (FHWA’s) Manual on
Uniform Traffic Control Devices
(MUTCD), which is the standard for
traffic control devices used throughout
the United States. The incorporated
sections included several definitions
and technical requirements for alternate
pedestrian access routes and accessible
pedestrian signals and push buttons
(NPRM R105.2; R205; R209.1).
Several disability rights advocacy
organizations objected to this approach.
Two organizations objected to the
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Access Board’s use of the MUTCD in
lieu of creating its own technical
specifications for these regulated
features, while others did not oppose
the use of the MUTCD standard but felt
that the relevant text of the MUTCD
should be reproduced within the
guidelines or in an appendix. A variety
of commenters urged the Access Board
to include the full text of MUTCD
definitions for specified terms
incorporated by reference.
The National Technology Transfer
and Advancement Act requires Federal
agencies to use technical standards
developed by voluntary consensus
standards organizations to carry out
policy objectives. 15 U.S.C. 3701 et seq.
Wherever practical and appropriate,
government adoption of voluntary
standards reduces the burden of
compliance with Federal regulations on
regulated entities, and also reduces
costs to the government. See generally,
Office of Management and Budget
(OMB), Circular A–119. The MUTCD
was developed as a voluntary consensus
standard for traffic control devices and
was subsequently adopted by the FHWA
as a national standard. See FHWA,
Evolution of MUTCD, available at
https://mutcd.fhwa.dot.gov/knohistory.htm. States must adopt the
content of the MUTCD within two years
of issuance. 23 CFR part 655, subpart F.
Consistent with its statutory
obligations and OMB guidance to
reduce the burden on regulated entities,
the Access Board uses existing technical
standards where possible to meet its
policy objectives. Accordingly, the
Board proposed incorporation by
reference of the MUTCD sections.
However, upon review of the comments,
and after over a decade of providing
technical assistance on the application
of those provisions, the Board concurs
with commenters that incorporating
MUTCD provisions by reference does
not provide sufficient clarity for a
mandatory standard.
Specifically, the Board notes that the
MUTCD contains several types of
provisions, some of which are
mandatory standards and some of which
are guidance, options, and supporting
explanations. The Board proposed to
incorporate by reference the standards,
but further indicated that the guidance,
options, and support statements must be
used to interpret the standards. The
NPRM further stated that if there were
any differences between the MUTCD
and the proposed rule, the proposed
rule applied. Upon review, and in light
of the comments, it is clear that this
approach does not provide sufficient
specificity to achieve uniform
nationwide accessibility. In addition,
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application of the MUTCD relies heavily
on engineering judgement, which
further invites the possibility of
subjective determinations of the need
for specific accessibility features.
In the final rule, the Board has
addressed this confusion by eliminating
all references to the MUTCD and
including the specific definitions and
requirements directly in the rule text.
The technical provisions and the
definitions included in the rule text
adhere closely to substantive
requirements of the MUTCD. The origin
of the substantive requirements, and any
deviations from the MUTCD, are
explained in the Section-by-Section
discussion below.
The Board notes that four state DOTs
and three local government commenters
expressed concern that these guidelines
‘‘conflict’’ with the MUTCD. One state
DOT and two local governments
indicated that where MUTCD and these
guidelines differ, the MUTCD should
apply. Two state DOTs commented that
if certain treatments are required for
accessibility purposes, they should be
contained in the MUTCD. Another state
department of transportation observed
that the MUTCD and the guidelines
should not be interpreted as conflicting.
In the development of this final rule,
the Access Board consulted
representatives from USDOT’s Federal
Highways Administration, which issues
the MUTCD. In addition, the Access
Board reviewed USDOT’s proposed rule
to update the MUTCD. National
Standards for Traffic Control Devices;
the Manual on Uniform Traffic Control
Devices for Streets and Highways;
Revision, 85 FR 80898 (proposed Dec.
14, 2020)(to be codified at 23 CFR parts
470, 635, and 655). When USDOT
undertakes its own rulemaking to adopt
these guidelines as enforceable
standards, USDOT will determine how
to ensure that there is no ‘‘conflict’’
within its own regulations.
VI. Section-by-Section Analysis
A. Structural Changes to the Rule Text
To improve clarity of the rule text, the
Board made some non-substantive
structural changes. First, while not a
change to the rule text itself, the
advisories that appeared with the
proposed rule text have been removed.
The Access Board no longer publishes
advisories in the Code of Federal
Regulations (CFR) as the information
contained in those advisories is
guidance, not mandatory requirements.
The Access Board will provide guidance
on its website to assist regulated parties
understand and properly implement the
final enforceable standards that are
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issued by the standard-setting agencies.
In some areas, information that
previously appeared in an advisory has
been moved to the rule text. Those
instances are discussed in the sectionby-section discussion below.
Second, as previously noted, the
Board eliminated incorporation by
reference of portions of the MUTCD,
opting instead to state the requirements
directly in the PROWAG rule text. The
Board agreed with numerous
commenters who indicated that stating
the requirements in the rule text would
provide greater clarity. Substantive
changes relating to the specific MUTCD
sections referenced in the proposed rule
are discussed in their respective
sections below.
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B. Chapter 1: Application and
Administration
R101 Purpose and Application
The final rule contains scoping and
technical requirements that ensure that
pedestrian facilities located in public
rights-of-way are readily accessible to
and usable by pedestrians with
disabilities. This includes both
pedestrian facilities in a street or
highway right-of-way and pedestrian
facilities located in an independent
right-of-way or easement, such as a
shared use path. These scoping and
technical requirements apply to
facilities covered by both the ADA and
the ABA and become mandatory once
adopted for enforcement by another
Federal agency issuing regulations
implementing the ADA, Section 504 of
the Rehabilitation Act, or the ABA.
The intent of this section has not
changed from what was proposed in the
NPRM; however, the text has been
edited for clarity. Specifically, R101.1
states that the guidelines apply to public
rights-of-way, including a public rightof-way that forms the boundary of a site
or that lies within a site. This
clarification is provided so that
jurisdictions understand that these
guidelines apply to public rights-of-way
that may also be part of a ‘‘site,’’ and
thus subject to 36 CFR 1191. See CFR
part 1191, App. B, 106.5 & App. C
F106.5 (defining ‘‘site’’ as a ‘‘parcel of
land bounded by a property line or a
designated portion of a public right-ofway’’). Where a public right-of-way is
part of a site covered by the ABA or
Title II of the ADA, these guidelines
apply to the public right-of-way portion
of that site.
As stated in the Major Issues section
above, these guidelines do not address
existing facilities unless they are altered
at the discretion of a covered entity.
DOJ’s and USDOT’s regulations
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implementing these guidelines under
the ADA, will address requirements for
existing pedestrian facilities in the
public right-of-way.
R102 Deviations From These
Guidelines
This section, titled ‘‘Equivalent
Facilitation’’ in the proposed rule, states
that under the ADA, the use of
alternative designs, products, or
technologies that result in substantially
equivalent or greater accessibility and
usability than the proposed guidelines
is permitted. The Access Board has
added language clarifying that the use of
alternative designs, products, or
technologies is not permitted for
facilities subject to the ABA. The Board
has also added a provision at R102.2
explaining that under the ABA,
deviations from an enforceable standard
issued by GSA, HUD, DoD, or USPS
require an approved waiver or
modification, which is issued by the
standard-setting agency upon a
determination that the waiver or
modification is ‘‘clearly necessary.’’ See
42 U.S.C. 4156.
R103
Conventions
R103.1 Conventional Industry
Tolerances
Conventional industry tolerances
apply where dimensions are not stated
as a range. The final rule clarifies that
dimensions that are stated as having a
specific minimum or maximum
endpoint are considered a range. For
example, a cross slope specified as
‘‘1:48 (2.1%) maximum’’ is considered a
range from zero to 1:48 (2.1%).
Designing to a dimension below the
maximum allows for construction
inaccuracies without the need for a
tolerance.
Several engineers and state DOTs
requested that we provide a list of
specific tolerances. Tolerances are
determined by the industry for the
material used. It would not be beneficial
to codify specific tolerances in these
guidelines that cannot be easily updated
when revised by industry. The Board
also received comments requesting
guidance on how measurements should
be taken to assess compliance and
others expressing concern about how
construction variations would be treated
in enforcement scenarios. These
concerns should be directed to the
enforcing agencies when they issue their
proposed rules.
R103.2 Calculation of Percentages
Where the required number of
elements or facilities to be provided
based on the specified ratio or
percentage is not a whole number, the
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result is rounded up to the next whole
number. For example, if a group of five
benches is provided at a location that is
not a transit stop or shelter, R209.6.2
requires 50% of the benches to provide
clear space complying with R404. Since
50% of five is 2.5, the result is rounded
up and three benches would be required
to provide the clear space.
In the final rule, the Board has
omitted the proposed sentence
indicating that rounding down for
values less than one half is permitted
where the determination of the required
size or dimension of an element or
facility involves ratios or percentages.
The Board notes the potential for
misinterpretation of this sentence as
allowing a regulated entity to round
down the measurement of a slope, for
example a cross slope of 2.44%, to a
whole number. The Board further notes
that while this provision is included in
the 2004 ABA and ADA Accessibility
Guidelines, it has long been a source of
confusion. Notably, the Board received
a comment from a local government
entity erroneously applying this
provision to the walking speed used to
determine pedestrian signal timing.
R103.3 Units of Measurement
Linear measurements in these
guidelines are stated in both U.S.
customary units and metric units.
Slopes are expressed in both ratios and
percentages. Each system should be
used independently and consistently, as
they may not be exact equivalents.
In the proposed rule, slope
measurements were stated only in
percentages, which in most cases had
been rounded to whole numbers. For
consistency with the 2004 ADA and
ABA Accessibility Guidelines, which
expresses slope only in ratios, in the
final rule slopes are expressed in both
ratios and percentages. The practical
effect of this change is that slopes stated
as 2 percent in the proposed rule are
1:48 (2.1%) in the final rule, which is
the ratio used in the 2004 ADA and
ABA Accessibility Guidelines. The
Board has elected to state percentages to
one decimal place for ease of
implementation, as current digital
measuring tools commonly used in
sidewalk construction typically provide
measurements to one decimal place.
R104 Definitions
This was section 105 in the NPRM but
was redesignated as section 104 when
the Board deleted proposed section 104
as the result of the decision to eliminate
the reference to the MUTCD in favor of
providing the actual language from the
MUTCD (sometimes as modified)
throughout the rule.
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R104.1
Undefined Terms
The proposed rule indicated that
undefined terms are defined using a
collegiate dictionary in the sense that
the context implies. The final rule
implements the Board’s current
standard approach to undefined terms,
stating that undefined terms shall be
given their ordinary meaning in the
sense that the context implies.
R104.2
Interchangeability
This provision states that the plural
and singular forms of a word are used
interchangeably in these guidelines.
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R104.3
Defined Terms
The Board’s decision to include all
substantive requirements in the final
rule text in lieu of incorporating
MUTCD provisions by reference has
resulted in significant expansion of the
number of defined terms in these
guidelines. The proposed rule text, as
modified by the SNPRM, included 17
definitions and nine MUTCD definitions
that were incorporated by reference.
In addition, the proposed rule
specified that terms appearing in the
sections of the MUTCD that were
incorporated by reference would have
the meanings as stated in the definition
section of the MUTCD. In moving
MUTCD requirements and definitions
that had been previously incorporated
by reference directly into the rule text,
the Board also added to the rule text the
relevant defined terms from MUTCD
that appeared in these sections.
The Board also added several terms to
provide clarity to the rule text and
removed a few defined terms that were
no longer needed in light of revisions to
the proposed rule. In total, the final rule
has 52 defined terms, which are
identified throughout the rule text in
italic font.
The following terms were added from
the MUTCD, either verbatim, or with
minimal edits made for clarity:
Accessible Pedestrian Signal,
Crosswalk, Highway, Median,
Pedestrian, Pedestrian Interval Change,
Pedestrian Hybrid Beacon, Pedestrian
Signal Head, Push Button, Push Button
Locator Tone, Roadway, Roundabout,
Sidewalk, Splitter Island, Traveled Way,
and Walk Interval. The following
additional terms, which have
definitions that are not taken from
MUTCD, have been added to provide
further clarity to the rule text: Block
Perimeter, Boarding Platform, Building,
Curb, Detectable Warning Surface,
Developed, Grade, Parallel Curb Ramp,
Passenger Loading Zone, Pedestrian
Activated Warning Devices, Pedestrian
Refuge Island, Perpendicular Curb
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Ramp, Ramp, Stair, Standard Curb
Height, Street,8 Transit Shelter, Transit
Stop, Transitional Segment, and
Vibrotactile.
A few proposed defined terms have
been removed from the final rule:
• ‘‘Facility,’’ a term and definition
that came from ADAAG, has been
replaced by ‘‘pedestrian facility’’ and a
corresponding definition that more
accurately reflects how the term is used
in PROWAG. In addition, the reference
to ‘‘elements’’ was removed from the
definition of pedestrian facility, since
elements are components of a
pedestrian facility.
• ‘‘Island,’’ which was proposed to be
incorporated by reference from MUTCD,
has been replaced by ‘‘Pedestrian Refuge
Island’’ with a corresponding definition
that clarifies the characteristics that
make an island suitable for pedestrian
refuge (specifically, that the traversable
path of the island be at least 72 inches
long in the direction of travel to allow
sufficient space for two detectable
warning surfaces, separation of those
surfaces, and space for a pedestrian to
wait).
• ‘‘Intersection,’’ which was proposed
to be incorporated by reference from
MUTCD, has been eliminated from the
defined terms. The Board concluded
that future regulated entities,
specifically state and local departments
of transportation, can readily identify an
intersection, and that reproducing the
highly technical MUTCD definition of
intersection in the rule text would not
provide additional clarity.
• ‘‘Vertical Surface Discontinuities’’
was eliminated entirely from the rule
text. In the final rule, this concept is
expressed in the relevant provisions as
‘‘changes in level,’’ which is a widely
understood requirement of ADAAG.
In the final PROWAG rule text, most
of the original definitions that were
proposed have been edited for clarity as
follows:
• Accessible: The word ‘‘facility,’’
which is no longer a defined term, has
been replaced with ‘‘pedestrian facility’’
and ‘‘element.’’
• Alteration: The defined term now
also includes ‘‘altered.’’ As explained in
the Major Issues section above, the
definition has been edited to clarify that
an addition of a pedestrian facility to an
existing, developed right-of-way is
considered an alteration within the
requirements of PROWAG. Several
8 In the NPRM, the Board proposed to incorporate
the definition of ‘‘street’’ from MUTCD, which is
used in the MUTCD as a synonym of ‘‘highway.’’
However, the definition of ‘‘street’’ in the final rule
reflects the use of the term in PROWAG as a
synonym of the defined term ‘‘roadway,’’ not
‘‘highway.’’
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commenters requested edits to or
clarifications regarding the examples
that were included in the proposed
definition. The Board has removed the
examples from the definitions.
Providing examples, if necessary, is
better left to the enforcing agencies.
• Blended Transition: This definition
has been revised to more accurately
describe the portion of a pedestrian
access route that is a blended transition,
and to differentiate blended transitions
from curb ramps.
• Cross Slope: The word ‘‘grade’’ has
been changed to slope, which reflects
more typical usage.
• Curb Line: The word ‘‘highway’’
was removed for clarity, as ‘‘street’’
sufficiently conveys the concept.
• Curb Ramp: The edited definition
clarifies that the words ‘‘parallel’’ and
‘‘perpendicular’’ are stated relative to
the curb or street that curb ramps serve.
• Element: The word ‘‘pedestrian
facility’’ has been substituted for
‘‘facility,’’ reflecting the substitution of
defined terms, as described above.
• Grade Break: The term ‘‘running
slope’’ has been substituted for ‘‘grade’’
for consistency in the way these terms
are used throughout the rule text.
• Operable Part: The phrase ‘‘interact
with the element’’ has been added to as
a use of an operable part. This addition
is designed to cover QR codes and any
other markings that are intended to be
scanned with a mobile device.
• Pedestrian Access Route: The term
‘‘accessible’’ has been added to clarify
that the pedestrian access route is the
portion of a pedestrian circulation path
that complies with the pedestrian access
route accessibility requirements in these
guidelines. The phrase ‘‘coinciding
with’’ has been removed as redundant.
• Pedestrian Circulation Path: The
word ‘‘travel’’ was removed in favor of
the word ‘‘use’’ for clarity.
• Qualified Historic Building or
Facility: The term ‘‘qualified historic
facility’’ was updated to ‘‘qualified
historic building or facility’’ for clarity
to match the term that is used in the
2004 ABA and ADA Accessibility
Guidelines.
• Running Slope: The word ‘‘slope’’
has been substituted for ‘‘grade’’ for
consistency. In response to comments,
the Board has clarified that grade and
running slope are synonymous.
• Shared Use Path: In response to
comments from state and local
government entities, the Board has
edited the definition to emphasize the
transportation purpose of shared use
paths. While many shared use paths are
also used for recreation, a path that is
used primarily for recreation is not
subject to the shared use path
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requirements in this rule. Regulated
entities should carefully consider the
purpose and use of paths when
determining whether to treat them as
shared use paths under these guidelines.
A wooded cut-through in a suburban
area regularly used by residents on foot
and on bicycles to reach a transit stop
is likely a shared use path. A hiking trail
through a mountainous area used
primarily for recreational hiking and
biking is probably not a shared use path
under these guidelines.
C. Chapter 2: Scoping Requirements
R201
General
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Scope (R201.1)
All newly constructed pedestrian
facilities and elements, and all altered
portions of existing pedestrian facilities
must comply with these guidelines.
There is no substantive change in the
general scope of the final rule from what
was proposed. However, as described in
the major issues section above, the
Board clarified that newly constructed
pedestrian facilities are those that are
constructed on greenfield. Any
pedestrian facilities or elements that are
constructed on or added to developed
land, as defined in section R104 are
subject to the requirements for
alterations, described in section R202.
R201.1 excepts from compliance
pedestrian facilities within areas used
only by service personnel for
maintenance, repair, or monitoring of
equipment. This exception was
included in the proposed rule as a
separate provision entitled ‘‘R203
Machinery Spaces.’’
Temporary and Permanent Pedestrian
Facilities (R201.2)
This provision specifies that both
temporary and permanent pedestrian
facilities in the public right-of-way must
comply with these guidelines.
Temporary facilities might include
outdoor festival structures or pop-up
service counters. In the final rule, the
provision clarifies that when a
pedestrian circulation path or transit
stop is temporarily closed, an alternate
pedestrian access route or transit stop
must be provided in accordance with
R204. As stated in R204, temporary
alternate pedestrian access routes are
subject to the technical requirements of
R303 and R402 in lieu of the full
requirements for permanent pedestrian
access routes described at R203.
Buildings, Structures, and Elements
(R201.3)
This provision explains that
buildings, structures, and elements that
are in the public right-of-way and are
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not specifically covered by these
guidelines are subject to the applicable
requirements for buildings and sites at
36 CFR part 1191. In response to
commenters’ requests for clarity as to
what is intended here, the Board added
examples of buildings, structures and
elements at safety rest areas or park and
ride lots, and temporary performance
stages and reviewing stands. As stated
in R201.2, all permanent and temporary
pedestrian facilities in the public rightof-way must comply with accessibility
standards. However, PROWAG does not
provide technical requirements for
every type of structure that is provided
for pedestrian use in the public right-ofway. For example, technical
accessibility requirements for
performance stages are not included in
PROWAG, but this provision directs a
jurisdiction constructing a performance
stage in the public right-of-way to the
buildings and sites guidelines for
technical accessibility requirements of
that structure.
R202 Alterations
The main purpose of this section is to
describe the additional flexibilities
provided for compliance when
construction of pedestrian facilities and
elements occurs on developed land as
compared to the expected full
compliance of new construction on
undeveloped land. These flexibilities
are as follows.
• R202.2: Altered elements are
connected by a pedestrian access route
to an existing pedestrian circulation
path. This allows altered elements to tie
into an existing pedestrian circulation
path (which may not necessarily have a
pedestrian access route) instead of
requiring a full network of pedestrian
access routes as specified in R203.2,
which for new construction requires all
accessible elements, spaces, and
pedestrian facilities to be connected by
a pedestrian access route. A transitional
segment, as defined in R104.3, may be
used in the connection of an altered
pedestrian access route to an existing
pedestrian circulation path.
• R202.3: Alterations must comply
with a requirement to the maximum
extent feasible where existing physical
constraints make full compliance with
that requirement technically infeasible.
Examples of physical constraints
include underlying terrain,
underground structures, adjacent
developed facilities, drainage, or the
presence of a significant natural or
historic feature. The language of this
section has been revised for clarity.
Numerous commenters indicated that
the proposed language, which stated
that compliance was required to the
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‘‘extent practicable’’ where physical
constraints made full compliance
‘‘impracticable,’’ was confusing, and
requested that the Board use the phrase
‘‘maximum extent feasible’’ the term
that is used in the 2004 ABA and ADA
Accessibility Guidelines. The Board
concurred with commenters and
modified the language of the provision
for consistency.
• R202.5: Alterations to qualified
historic buildings or facilities must
comply with a requirement to the
maximum extent feasible where full
compliance with the requirement would
threaten the historic significance of the
qualified historic building or facility.
The wording of this provision was
changed slightly from the proposed
language to clarify that this exception is
not intended to protect every element of
a historic property, for example every
historic cobblestone, present in a public
right-of-way. Rather, the intent is to
protect the historic significance of the
facility generally. The revised language
clarifies, for example, that the removal
of a portion of cobblestones to install a
curb ramp that provides access to
individuals with disabilities does not
necessarily threaten the historic
significance of the entire facility.
In addition, in section R202.4, the
final rule states that alterations may not
decrease the accessibility of existing
pedestrian facilities below the
requirements of the guidelines. This
provision has been edited for clarity.
The Board uses the term ‘‘accessible’’ in
the rule text to refer to pedestrian
facilities that are compliant with the
guidelines (R104.3). This baseline is
useful for jurisdictions implementing
PROWAG in certain alteration scenarios
where they must make choices amongst
various accessible features to achieve
compliance. For example, to add a
missing landing, the slope of an existing
curb ramp may need to be increased to
the maximum allowable slope. This is
an acceptable choice under these
guidelines.
In addition to the above-described
changes, the Board has made two other
important modifications to the
Alterations section of these guidelines.
First, as described in the Major Issues
section, the Board has included
pedestrian facilities and elements that
are ‘‘added’’ to developed areas within
the definition of alteration. This is a
change from the proposed rule where
added elements and facilities were
subject to the requirements for new
construction. The Board agreed with
numerous commenters who expressed
the view that existing physical
constraints present on developed
property might affect the extent to
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which some added elements and
facilities in the public right-of-way
could comply strictly with new
construction standards.
Second, also as discussed in the Major
Issues section, the Board stated at
proposed R202.3 that each altered
element, space, or facility ‘‘within the
scope of the [alteration] project’’ was
required to comply with these
guidelines. Some state and local
government commenters indicated
confusion over the meaning of ‘‘scope of
the project,’’ and some disability rights
advocacy organizations expressed
concern that the phrase did not clearly
convey expectations for compliance
with these guidelines. The Board
concurs that this provision was an
unnecessary source of confusion and
has eliminated the proposed R202.3
(which would have appeared at 202.1 in
the final rule) as duplicative with the
general scoping provision at R201.1.
The term ‘‘scope of the project’’ no
longer appears in the guidelines. As in
the 2004 ABA & ADA Accessibility
Guidelines, whatever is altered must be
made compliant.
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R203 Pedestrian Access Routes
This section contains scoping
requirements that explain where
pedestrian access routes are required,
and scoping requirements that point to
the technical requirements in Chapters
3 and 4 applicable to each component
of pedestrian access routes.
Pedestrian access routes are a portion
of the traversable pedestrian facilities in
a public right-of-way that must comply
with the accessibility requirements in
these guidelines. In new construction,
there will be a continuous network of
pedestrian access routes that connect all
accessible elements, spaces, and
pedestrian facilities (R203.2). In
alterations, a continuous network of
pedestrian access routes will be
established piece-by-piece as pedestrian
facilities are altered and brought into
compliance with PROWAG.9
A pedestrian access route exists
within or is connected by each newly
9 Consistent with the incremental method of
application of this rule, the Board has included an
exception for existing pedestrian circulation paths.
This exception allows a jurisdiction to alter an
element in the public right-of-way that is on or
adjacent to an existing pedestrian circulation path
without altering the pedestrian circulation path to
provide a fully compliant pedestrian access route.
For example, if a jurisdiction installs a bench on an
existing sidewalk, the bench must comply with
PROWAG requirements (R209.6), but the
jurisdiction is not also required by PROWAG to
replace the sidewalk. However, if the jurisdiction
were to install a bench where no pedestrian
circulation path existed, it would be required to
connect the bench with a compliant pedestrian
access route to an existing pedestrian circulation
path (R202.2).
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constructed or altered traversable
pedestrian facility: pedestrian
circulation paths (including shared use
paths) (R203.3); crosswalks (R203.4);
pedestrian at-grade rail crossings
(R203.5); curb ramps and blended
transitions (R203.6); pedestrian
overpasses and underpasses (R203.7);
ramps (R203.8); elevators and limited
use/limited application elevators
(R203.9); platform lifts (R203.10); and
doors and gates (R203.11).10 Again, the
goal, over time, is a continuous
accessible pathway through all
traversable facilities in the public rightof-way.
The structure of section R203
Pedestrian Access Routes in the final
rule has been revised from the proposed
section R204 of the NPRM (as modified
by the SNPRM). First, with edits to
R203.1 General, the Board has clarified
that the facilities listed in R203 either
‘‘contain’’ or ‘‘connect’’ a pedestrian
access route. In the years since the
NPRM was published, Access Board
technical staff have received inquiries
related to whether each piece of
sidewalk or pedestrian facility is
expected to be part of a pedestrian
access route, or whether, for example, a
pedestrian access route could be
provided on one side of the street and
not the other. This confusion stems from
a requirement in the 2004 ABA and
ADA Accessibility Guidelines that at
least one accessible route connect
buildings, sites, elements, and spaces,
but does not require that each route
between these locations be accessible.
See 36 CFR part 1191, App. A, Ch. 2,
206.2.2.
The public right-of-way in this aspect
is not analogous to buildings and sites.
Every new or altered pedestrian facility
must be made accessible. Thus, the
Access Board clarifies that the
requirements for pedestrian access
routes are applicable to every newly
constructed or altered pedestrian
circulation path, crosswalk, pedestrian
at-grade rail crossing, and pedestrian
overpass and underpass, and the curb
ramps, ramps, elevators, platform lifts,
and doors and gates that connect
pedestrian facilities with pedestrian
access routes must also comply with the
accessibility requirements of PROWAG.
Second, the Board has moved the
scoping for crosswalks (referred to as
pedestrian street crossings in the
proposed rule at NPRM R206) and the
10 Stairs are not part of a pedestrian access route
and are not acceptable as a sole connector of
pedestrian facilities. However, stairs may be
provided in addition to ramps or other pedestrian
access route components. Where stairs are provided
in the public right-of-way, they must meet technical
requirements (R213).
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scoping for curb ramps and blended
transitions (NPRM R207) into the final
rule’s scoping section for pedestrian
access routes at R203. The Board made
this change to further clarify that
crosswalks, curb ramps, and blended
transitions are pedestrian facilities that
comprise part of the continuous
network of pedestrian access routes
present in the public right-of-way.
Third, in response to numerous
technical assistance inquiries over the
years since the NPRM was published, in
the final rule the Board has added
detailed scoping as to the required
placement of curb ramps. The scoping
clarifies when curb ramps are required
at intersection crosswalks, midblock
and roundabout crosswalks, on-street
parking, and passenger loading zones. It
further clarifies that when alterations
are made to crosswalks, missing curb
ramps must be added as part of the
alteration. This added scoping is
discussed in greater detail below.
Pedestrian Circulation Paths (R203.3)
In response to the proposed rule
(NPRM 204.2), some commenters
requested that the Access Board
explicitly require that jurisdictions
provide sidewalks, while others
requested that the Board clarify that the
PROWAG rule does not require
sidewalks. The final rule requires that
pedestrian access routes connect
accessible elements, spaces, and
pedestrian facilities (R203.2). A
pedestrian access route is comprised
primarily of conforming portions of a
pedestrian circulation path, which are
defined as ‘‘a prepared exterior or
interior surface provided for pedestrian
use in the public right-of-way’’ (R104.3).
It does not matter under the rule
whether the pedestrian access route
runs through a sidewalk, shared use
path, shoulder intended for pedestrian
use, or other type of prepared surface,
as long as it meets the technical
requirements for pedestrian access
routes. Jurisdictions may meet the
requirements of PROWAG using any of
the available options.
In the final rule the Board has revised
this provision to indicate that
transitional segments, as defined in
R104.3, may be used to connect new or
altered pedestrian access routes to
existing pedestrian circulation paths.
Transitional segments appeared in the
proposed rule at NPRM R202.3.2.
Crosswalks (R203.4)
As noted above, in the final rule, the
Board has relocated the scoping for
crosswalks to the scoping section for
pedestrian access routes to reinforce
that crosswalks have a pedestrian access
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route within them and are part of the
continuous network of accessible
pedestrian facilities required through
public rights-of-way. In addition, the
Board has substituted the MUTCDdefined term ‘‘crosswalk,’’ with minor
revisions to the MUTCD definition, for
the term ‘‘pedestrian street crossing’’
that was used in the proposed rule
(NPRM R204.3). In doing so the Board
clarifies that there is no distinction
between the places the Access Board
expects pedestrian crossings to occur
and the industry understanding of the
places where crosswalks are located.
The main impact of the use of the
MUTCD-defined term ‘‘crosswalk’’ in
place of ‘‘pedestrian street crossing’’ is
to further clarify the places where curb
ramps are required. This is detailed
below in the discussion of R203.6.
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Pedestrian At-Grade Rail Crossings
(R203.5)
The Board has added scoping for
pedestrian at-grade rail crossings to
clarify that wherever pedestrian at-grade
rail crossings are provided they contain
a pedestrian access route. The technical
requirements are referenced.
Curb Ramps and Blended Transitions
(R203.6)
The 2011 NPRM specified that a curb
ramp (or blended transition) must be
provided for each pedestrian crossing
(NPRM R207.1). The proposed rule
indicated that a diagonal curb ramp
would continue to be permitted in an
alteration scenario where physical
constraints prevented the installation of
a curb ramp for each crossing (NPRM
R207.2). In response to these proposed
provisions, a few state and local
government commenters requested
flexibility to install a single curb ramp
based on engineering judgement, while
others either agreed with the changes or
requested that the Board more clearly
state the requirements. Two local
government commenters lamented the
costs of having installed non-compliant
curb ramps over a number of years.
Other individuals and disability rights
advocacy organizations agreed with
limiting the use of diagonal curb ramps.
The final rule maintains the
requirement that one curb ramp or
blended transition be provided for each
crosswalk at an intersection corner, and
alternatively allows a blended transition
to span all crosswalks at an intersection
corner. Use of a single curb ramp at the
apex of an intersection corner is
permitted in alterations where existing
physical constraints make compliance
technically infeasible. Diagonal curb
ramps often route users into the
roadway, not within a crosswalk. To
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provide equity to persons with
disabilities in the public right-of-way,
PROWAG must ensure that a person in
a wheelchair who requires a curb ramp
to cross a street is afforded the same
opportunity to stay within the safety of
a crosswalk as a person who is able to
step off the curb directly into a
crosswalk. Thus, unless there are
existing physical constraints that
prohibit the provision of a curb ramp for
each crosswalk, one curb ramp per
crossing that is contained within the
crosswalk must be provided.
The Board notes that since 2011,
numerous state and local jurisdictions
have adopted a requirement for one curb
ramp per crosswalk at an intersection
corner, and the Board is not aware of
widespread engineering concerns that
have resulted from this shift in local
policies. See FRIA at 99. In addition, the
Board notes that when requesting
flexibility for new construction,
jurisdictions were characterizing newly
installed curb ramps in existing rightsof-way as new construction. Such
installations are considered alterations
under the final rule, and the flexibility
for a single curb ramp would be
permitted if physical constraints make
compliance technically infeasible. The
Board does not anticipate that
insurmountable engineering issues
would prevent full compliance in new
construction, which as described above,
would be construction on undeveloped
land.
In response to numerous technical
assistance inquiries received by the
Board since the NPRM was published
seeking clarification on the places
where curb ramps must be installed, the
Board has added detailed scoping for
the required placement of curb ramps.
The NPRM stated that curb ramps or
blended transitions are required at each
pedestrian street crossing. This
substantive requirement has not
changed, but the Board has provided
further clarification regarding what it
meant by ‘‘pedestrian street crossing’’ to
explain where curb ramps are required.
As described above, the Board replaced
the term ‘‘pedestrian street crossing’’
with the MUTCD-defined term
‘‘crosswalk.’’
The MUTCD definition of crosswalk,
which appears in R104.5, indicates that
a crosswalk is present wherever there is
a pedestrian circulation path on one
side of a street that approaches the
roadway at an angle such that the path
would cross the street if the lateral lines
of the path were continued (regardless
of whether it is marked or unmarked),
or where pavement markings indicate a
crosswalk. R203.6.1.1 and R203.6.2
clarify that a curb ramp or blended
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transition must be provided at each end
of a crosswalk at an intersection corner,
a midblock crossing, and a roundabout
crossing. These provisions further
clarify that where crossing is prohibited
at an intersection or not intended
midblock or at a roundabout,
jurisdictions must take care to ensure
that there is no crosswalk, no curb
ramp, and the pedestrian circulation
path is separated from the roadway.
Information on how to ensure that no
crosswalk is present has been added to
these provisions for clarity. This
information was previously stated in an
advisory that accompanied the NPRM
rule text (NPRM Advisory 206).
Equity in the public right-of-way
requires that persons with disabilities
have equal access to crosswalks and
information about whether a crosswalk
is present. Where pedestrian crossing is
permitted, curb ramps must be provided
so that persons who use wheelchairs
can access them. Where pedestrian
crossing is prohibited at an intersection
or is not intended midblock or at a
roundabout, cane-detectable features
must indicate to persons who are blind
that this a not a place to cross. Several
state DOTs commented on the NPRM
advisory, expressing concern that the
addition of detectable treatments would
be costly, unnecessary, or obstruct
sightlines for motorists. The Board has
included an assessment of the costs in
its Final Regulatory Impact Analysis
and notes that jurisdictions have
options for ensuring that they do not
create a crosswalk where crossing is
prohibited or not intended. This
includes options, such as grass strips
and landscaping, that can be used where
a jurisdiction is concerned that a sign or
barrier might obstruct motorists’
sightlines.
The Board is aware of concerns
expressed by individuals seeking
technical assistance implementing the
proposed rule that a curb ramp is
required on each side of a crosswalk,
even in scenarios where there is a
pedestrian circulation path only on one
side. The purpose of this requirement is
to ensure that a person in a wheelchair
who has entered a crosswalk on one
side is able to safely exit the roadway on
the other side as a person who does not
use a wheelchair would do by stepping
onto the curb. Jurisdictions that do not
wish to provide a curb ramp on the side
of the street where no pedestrian
circulation path is present must ensure
that there is no crosswalk, as defined in
R104.3. Thus, the jurisdiction must
provide a separation between the
pedestrian circulation path and the
roadway to indicate to pedestrians that
crossing is prohibited. Where no
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crosswalk is present and a separation
treatment exists, curb ramps are not
required. USDOT and DOJ may provide
additional information regarding the
acceptable characteristics of a
separation treatment used to indicate
the absence of a crosswalk.
The Board has added scoping
provisions at R203.6.1 clarifying that
curb ramps or blended transitions may
be required to connect on-street parking
spaces, on-street parking space access
aisles, and passenger loading zones to
pedestrian access routes if needed to
accomplish the required connection.
At R203.6.2, the Board has clarified
that when alterations are made to
crosswalks, curb ramps or blended
transitions must be provided on both
ends of the crosswalk where the
pedestrian access route crosses a curb.
This provision provides consistency
with DOJ’s and USDOT’s joint technical
assistance document on the
requirements to provide curb ramps
when streets, roads, or highways are
altered through resurfacing. See
Department of Justice/Department of
Transportation Joint Technical
Assistance on Title II of the Americans
with Disabilities Act Requirements to
Provide Curb Ramps when Streets,
Roads, or Highways are Altered through
Resurfaces, available at https://
www.fhwa.dot.gov/civilrights/programs/
ada/doj_fhwa_ta.cfm; see also Q & A
Supplement to the 2013 DOJ/DOT Joint
Technical Assistance on the Title II of
the ADA Requirements To Provide Curb
Ramps when Streets, Roads, or
Highways are Altered through
Resurfacing, available at https://
ada.gov/doj-fhwa-ta-supplement2015.html. By adding this requirement
to PROWAG, the Board seeks to
minimize confusion as to the legal
obligations of jurisdictions to provide
curb ramps.
Pedestrian Overpasses and Underpasses
(R203.7)
In R203.7, the Board has clarified that
pedestrian overpasses and underpasses
include overpasses and underpasses on
shared use paths. In addition, the Board
has eliminated platform lifts as an
option to achieve accessibility of these
structures in new construction. A state
disability council opined in its
comments that limited use/limited
application elevators and platform lifts
do not provide equal access because of
limited functionality. Platform lifts are
more difficult for users with disabilities
to independently operate and are more
likely to breakdown in outdoor
environments than elevators and limited
use/limited application elevators. The
Board is aware of many instances of
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maintenance issues and mechanical
failures with respect to platform lifts
and has thus revised the rule text to
allow these devices only in alterations
when installation of an elevator or
limited use/limited application elevator
is not technically feasible. Jurisdictions
that install platform lifts should be
aware of their maintenance obligations
to ensure platform lifts remain operable
at all times that the pedestrian facility
is open for pedestrian use.
Ramps (R203.8); Elevators and Limited
Use/Limited Application Elevators
(R203.9); Platform Lifts (R203.10)
At R203.8 through R203.10, the Board
added scoping provisions for ramps,
elevators and limited use/limited
application elevators, and platform lifts
so that it is clear that wherever these
facilities are present in the public rightof-way, they must comply with
accessibility requirements.
Doors, Doorways, and Gates (R203.11)
In the final rule, the Board has revised
the scoping for doors, doorways, and
gates to require that all doors, doorways
and gates that are part of a pedestrian
access route must comply with the
specified technical accessibility
requirements. This is a change from the
proposed rule, which required all doors,
doorways, and gates of any pedestrian
facility to comply with requirements
(NPRM R218), and a change from the
SNPRM which exempted doors,
doorways, and gates on shared use paths
from compliance (SNPRM R218). In the
preamble to the SNPRM, the Board
indicated that the exemption for shared
use paths was provided to avoid a
perceived conflict with AASHTO
guidance. 78 FR 10110, 10113 (Feb. 13,
2013). AASHTO discourages the use of
physical barriers on shared use paths.
See AASHTO, Guide for the
Development of Bicycle Facilities at 5–
46.
In response to the SNPRM, several
disability rights advocacy organizations
commented that doors, doorways, and
gates on shared use paths should not be
excepted, and two state DOTs requested
clarity regarding applicable technical
standards for these facilities. The Board
concurred with commenters that
pedestrian gates on shared use paths
should not be excepted from
accessibility requirements. Persons with
disabilities must be able to access
shared use paths through gates if they
are provided. The Board has thus
reinstated the technical requirements for
doors, doorways, and gates in the final
rule. Further, consistent with AASHTO
guidance, which recommends the use of
bollards if physical barriers are needed
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53619
to restrict motor vehicle entry, the final
rule permits the use of bollards on
shared use paths (R302.2).
R204 Alternate Pedestrian Access
Routes, Transit Stops, and Passenger
Loading Zones
Alternate Pedestrian Access Route
(R204.1)
The proposed scoping for alternate
pedestrian access routes stated that an
alternate pedestrian access route is
required when a pedestrian circulation
path is closed due to construction,
alterations, maintenance operations, or
other similar conditions (NPRM R205).
In the final rule, the Board has
maintained similar scoping; however, it
has removed the term ‘‘alterations’’ from
the list of conditions to avoid confusion
as ‘‘construction’’ accurately covers the
intended scenario. In addition, the
Board has edited the text to indicate that
the requirement to provide an alternate
pedestrian access route is triggered by a
pedestrian circulation path being made
inaccessible due to the described
conditions, rather than being completely
closed, since a pedestrian circulation
path can be unusable for persons with
disabilities without being completely
closed to all users. The Board has added
‘‘closure’’ to the list of conditions
triggering the requirement for an
alternate pedestrian access route to
clarify that where a pedestrian
circulation path is completely closed for
any reason, an alternate pedestrian
access route must be provided.
In the proposed rule, the scoping
provision for alternate pedestrian access
routes pointed to provisions of the
MUTCD that were incorporated by
reference. The final rule instead points
to the relevant technical provisions of
chapters 3 and 4, as the MUTCD
provisions are no longer incorporated by
reference.
In response to the proposed rule, state
and local government commenters
raised concerns regarding scenarios
where the alternate route would need to
deviate substantially from the original
pedestrian circulation path. For
example, one state DOT indicated that
freeway widening projects may
necessitate the complete closure of a
bridge, including the pedestrian
facilities, making an alternate pedestrian
access route infeasible or impossible to
provide.
In response to these concerns, in the
final rule the Board has added an
exception allowing an ‘‘alternate means
of providing access’’ for pedestrians
with disabilities where establishing an
alternate pedestrian access route is
technically infeasible. An ‘‘alternate
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means of providing access’’ does not
mean an alternate pedestrian access
route that falls short of the technical
requirements stated at R303. Rather, this
exception is intended to allow for
completely different means of access in
scenarios such as a bridge closure,
where establishing an alternate
pedestrian access route is not
technically feasible. For example, in the
case of a bridge closure, an alternate
means of providing access might be the
provision of accessible shuttle bus
service. DOJ and USDOT may provide
additional information regarding
acceptable alternate means of providing
access and the circumstances under
which this exception may be used.
The Access Board received numerous
public comments supporting a
requirement for the provision of
alternate pedestrian access routes,
including approximately 150 individual
commenters and several disability rights
and pedestrian advocacy organizations.
Several local government commenters
and one state DOT requested flexibility
to provide alternate accessible routes
only when deemed practicable. In
addition, two state DOTs, two local
government commenters, and two
industry organizations expressed
concern regarding the cost of providing
alternate routes.
The Board acknowledges that there
are costs involved in providing alternate
pedestrian access routes and has
assessed those costs in the FRIA. See
FRIA at 126. However, equity in our
public rights-of-way cannot be achieved
without the provision of temporary
accessible facilities where permanent
accessible facilities are temporarily
unavailable. A person without a
disability may readily assess safety and
traffic conditions and navigate around a
closed pedestrian circulation path if an
alternate facility is not provided.
However, a pedestrian with a disability
may not be able to see alternatives,
assess traffic to step into a roadway, or
have the ability to step on and off of the
curb for a few feet around a closure. The
Board thus maintains the requirement
for the provision of alternate pedestrian
access routes where pedestrian
circulation paths are made inaccessible
due to construction, maintenance
operations, closure, or similar
conditions. The technical requirements,
now stated in R303, seek to provide
minimum accessibility for alternate
routes while minimizing the costs for
regulated entities. The technical
requirements are detailed in the
discussion of section R303, below.
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Alternate Transit Stops (R204.2)
In the final rule, the Board has added
a provision requiring that where
accessible transit stops are not
accessible due to construction,
maintenance operations, or other similar
conditions, an alternate transit stop be
provided. MUTCD section 6D.01, which
the Board proposed to incorporate by
reference indicates that to accommodate
the needs of individuals with
disabilities, transit stops should be
maintained in temporary traffic control
zones (6D.01 paragraph 11). If the
accessibility of a transit stop cannot be
maintained, an alternate accessible
transit stop must be provided.
Alternate Passenger Loading Zones
(R204.3)
The Board has added a provision in
the scoping of the final rule to
emphasize that where a temporary
passenger loading zone is provided, it
must be accessible per the relevant
technical provisions. This requirement
is already covered by the general
scoping provision R201.2, which
indicates that the requirements in the
guidelines apply to temporary
pedestrian facilities. However, the
Board added this provision to
emphasize that alternate passenger
loading zones provided in the public
right-of-way during construction or
maintenance operations must be
accessible.
R205
Detectable Warning Surfaces
Detectable warning surfaces are
standardized surfaces built in or applied
to certain pedestrian walking surfaces to
warn pedestrians who are blind or have
low vision of a hazard. A distinct canedetectable pattern of truncated domes
provides a tactile cue of transitions to
vehicular routes and of open drop-offs
at transit platforms. The proposed rule
required detectable warning surfaces at
curb ramps or blended transitions,
which remove tactile cues otherwise
provided by curb faces; at cut-through
pedestrian refuge islands to indicate
their presence within a crosswalk; at atgrade rail crossings not located in a
street or highway; along drop-offs at the
boundary of passenger boarding
platforms, which are above standard
curb height; and along boarding
sidewalk and street-level rail boarding
and alighting areas not protected by
screens or guards.
In the final rule, the Board is also
requiring detectable warning surfaces on
pedestrian circulation paths at
driveways with stop or yield control to
alert pedestrians who are blind or have
low vision that they are walking into an
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active vehicular way. The Board
indicated in an advisory that
accompanied the proposed rule text that
detectable warning surfaces should be
provided at commercial driveways with
stop or yield control (NPRM Advisory
R208.1). Several commenters, including
state and local governments, requested
clarification on the provision of
detectable warning surfaces at
commercial driveways. In the final rule,
the Board clarifies that detectable
warning surfaces are required at
driveways where stop or yield control is
provided. In the final rule, the Board
declines to limit the covered driveways
to ‘‘commercial’’ driveways to ensure
that pedestrian circulation paths at
driveways to multifamily housing
facilities that have stop or yield control
also have detectable warning surfaces.
Some state and local government
commenters encouraged the Board to
move the requirement for detectable
warning surfaces at commercial
driveways from the advisory to the rule
text. Two state DOT commenters
questioned whether stop or yield
control was the appropriate threshold
for application of the requirement. The
Board has concluded that where there is
sufficient vehicular traffic to provide
stop or yield control (i.e., stop or yield
signage) or traffic signals, there is a
sufficient hazard to pedestrians who are
blind or have low vision such that a
detectable warning surface is warranted
to advise individuals that they are
entering an active vehicular way. Two
state DOTs objected to implementing
detectable warning surfaces at
commercial driveways because they
would be provided at sidewalk as
opposed to street level. In response to
these concerns, the Board notes that
detectable warning surfaces are
consistently used to provide tactile
notification of a vehicular way where a
curb is not present. This could be at
street level, in the case of curb ramps,
or at sidewalk level in the case of
driveways.
Several commenters questioned
whether the Board intended to require
detectable warning surfaces at street or
sidewalk level bus stops. In R104.3, the
Board added a definition of ‘‘boarding
platform’’ to clarify that detectable
warning surfaces are only required
where the bus boarding and alighting
area is on a platform raised above
standard curb height.
The proposed rule indicated that
detectable warning surfaces are neither
required nor desirable at cut-through
pedestrian refuge islands that are less
than 6 feet in length in the direction of
pedestrian travel (NPRM R208.2 and
NPRM Advisory R208.2). In the final
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rule, the Board has clarified this
substantive requirement by defining the
term ‘‘pedestrian refuge island’’ at
R104.3. The definition clarifies that only
islands that are at least 72 inches in
length in direction of pedestrian travel
are considered suitable for pedestrian
refuge. Islands that are at least 72 inches
in length allow for a 24-inch detectable
warning surface at each edge and at
least 24 inches between the surfaces to
provide detectable separation of the
surfaces and to have sufficient space to
wait. A cut-through island that is
shorter than 72 inches is not suitable for
pedestrian refuge, and there is thus no
need to distinguish the cut-through from
the rest of the crosswalk; the timing
provided for pedestrian crossing must
allow for the pedestrian to cross the
entire traveled way as required by
R306.2.
In the final rule, the Board has
restructured for clarity the scoping
section for detectable warning surfaces
at R205 to provide a separate provision
for each place that detectable warning
surfaces are required. Each provision
indicates that technical requirements
relevant to that placement.
described above in the Major Issues
section, after careful consideration of
these comments, the Board has retained
the requirement for accessible features
for all new and altered pedestrian signal
heads and pedestrian activated warning
devices.
In the proposed rule, the Board
specified that altering the signal
controller and software, or replacing the
signal head, would constitute an
alteration requiring compliance with the
technical requirements for accessible
pedestrian signals and push buttons. As
described above in the Major Issues
section, in the final rule the Board has
removed the provision specifying the
types of alterations that would trigger
implementation of the technical
accessibility requirements for pedestrian
signal heads and pedestrian activated
warning devices. USDOT and DOJ may
provide additional guidance on these
issues.
Finally, in the final rule the Board has
updated the terminology used in the
heading of this section for consistency
with the terminology used by MUTCD
and USDOT, and to better described the
devices that must be made accessible.
R206 Pedestrian Signal Heads and
Pedestrian Activated Warning Devices
Where pedestrian signal heads and
pedestrian activated warning devices
are provided at crosswalks, they must be
accompanied by audible information
devices that make those visual signals
accessible to persons who are blind or
have low vision. In the proposed rule,
the Board incorporated by reference
sections of the MUTCD in lieu of
providing technical requirements for
these devices.
As proposed by incorporation by
reference of MUTCD section 4E.09
paragraph 7 (NPRM R209.1), the final
rule requires that the accessible features
of pedestrian signal heads and
pedestrian activated warning devices
must be available at all times.
Commenters expressed confusion
regarding the expectations for
implementation of the incorporated
sections of the MUTCD. In response to
these concerns, in the final rule the
Board has stated the technical
requirements for accessible pedestrian
signal heads and accessible pedestrian
activated warning devices directly in
the rule text. The scoping section for
these devices has been modified to
provide detailed references to the new
technical sections.
Numerous state and local government
commenters objected to a universal
requirement for accessible pedestrian
signals in new construction wherever
pedestrian signal heads are provided. As
R207 Protruding Objects and Vertical
Clearance
Limitations on the extent to which
objects may protrude horizontally into a
pedestrian circulation path, as well as
vertical clearance requirements above a
pedestrian circulation path, apply to the
full width of pedestrian circulation
paths. The specific technical
requirements for protruding objects and
vertical clearances appear in section
R402 of the final rule.
In the public right-of-way context, a
‘‘protruding object’’ is anything that
extends into the three-dimensional
space above a pedestrian circulation
path, or an object contained wholly
within it. Examples include, but are not
limited to, streetlights, utility poles and
equipment cabinets, signposts and
signs, parking meters, trash receptacles,
public telephones, mailboxes,
newspaper vending machines, benches,
transit shelters, kiosks, bicycle racks,
planters and planted trees, and street
sculptures. Technical requirements for
protruding objects are designed to
ensure that objects located within
pedestrian circulation paths are canedetectable, so they do not present
hazards for people who are blind or
have low vision.
Regulated entities will need to
comply with the requirements for
protruding objects when installing or
permitting the installation of utilities,
trees, awnings, street furniture, and
other objects on or adjacent to
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pedestrian circulation paths. The
American Association of State Highway
and Transportation Officials (AASHTO)
recommends that trees and shrubs be
pruned to maintain usability of
walkways, and that permitted uses of
public rights-of-way, such as sidewalk
cafes, be monitored to ensure that they
do not encroach upon the pedestrian
access route. See AASHTO, Guide for
the Planning, Design, and Operation of
Pedestrian Facilities 4–3 (2021). State
and local governments will be
responsible for enforcing compliance
with maintenance agreements to prevent
tree branches or other objects from
impermissibly protruding into a
pedestrian circulation path where the
jurisdiction does not provide the
maintenance directly.
The scoping provision for protruding
objects included in the SNPRM
modified the proposed scoping
provision text indicating that protruding
objects must not reduce the clear width
required for pedestrian access routes
(NPRM 210). In the SNPRM, the Board
added an 8-foot vertical clearance
requirement for shared use paths
(SNPRM 210.3). In the final rule, the
Board has moved both vertical clearance
and clear width requirements to the
technical section on protruding objects
and vertical clearance at R402.4 and
R402.5. Comments received regarding
those provisions are addressed in the
discussion of R402.4 and R402.5 below.
The Board has renamed the section to
‘‘Protruding Objects and Vertical
Clearance’’ for clarity.
In response to the NPRM, a local
government and an engineer
commented that the requirements for
protruding objects should apply only to
the pedestrian access route portion of
the pedestrian circulation path. A local
government entity commented that an
exception should be provided applying
protruding objects requirements to only
36 inches of the pedestrian circulation
path in constrained conditions. While a
person using a wheelchair can visually
assess a sidewalk to determine which
portion has less cross slope or fewer
changes in level, a blind pedestrian or
a person with low vision is not going to
know which portion of the pedestrian
circulation path has been designated as
a pedestrian access route. Thus, objects
that protrude into any portion of the
pedestrian circulation path could create
a hazard if not cane-detectable. The
Board thus maintains the requirement
that the entire pedestrian circulation
path comply with the technical
requirements for protruding objects.
The Board acknowledges that the
advisory included with the proposed
rule created confusion for commenters
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regarding the concepts of clear width
and protruding objects (NPRM Advisory
210). Clear width refers to the width of
pedestrian access route walking surface
that is required to be completely clear
of any objects. This means that within
the width of the pedestrian access route,
there can be no street furniture, utility
poles, or other objects of any kind
directly on the walking surface. Clear
width technical requirements for
pedestrian access routes are specified in
R302.2. Protruding objects refer to
objects that are in the three-dimensional
area above the walking surface, but not
directly touching the walking surface.
Those objects must conform to the
technical requirements for protruding
objects at R402.
R208 Pedestrian Signs
Signs that are intended solely for
pedestrians, including transit signs, and
all signs serving shared use paths, must
comply with the technical requirements
for visual characters at R410. Thus,
signs that are not on shared use paths
and are intended for both motorists and
pedestrians, or bicyclists and
pedestrians, are not required to comply.
However, all signs on shared use paths
are required to comply as pedestrians
(1) should be aware of the potential
movement of bicycles in the shared
space, and (2) have a reasonable
expectation that any sign on a shared
use path is potentially providing
pedestrian information.
The scoping excepts two categories of
pedestrian signs from compliance with
technical requirements for visual
characters at R410. First, transit
schedules, timetables, and maps are not
required to comply. Compliance with
the technical requirements for these
specific types of transit signs would
render them too large. Other types of
transit signs, such as signs that identify
stops and routes, must comply with the
requirements. The second category of
signs that are exempted from
compliance are signs that are mounted
immediately above or incorporated into
a push button detector unit. The
requirements of R410 may also make
these signs too large.
In the NPRM, the Board used inartful
language to convey that signs intended
solely for pedestrians are the signs
covered by this rule (NPRM 211.2). The
Board has edited this language for
clarity. Also, in the NPRM, the Board
proposed that where audible sign
systems and other technologies are used
to provide equivalent information to
information contained on pedestrian
signs, the signs would not need to
comply with technical requirements for
visual characters (NPRM R211.1). In an
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accompanying advisory, the Board
presented remote infrared signs as an
example of an audible technology, that
if used, would make it unnecessary for
the sign to comply with technical
requirements for visual characters
(NPRM Advisory 211.1). In response to
the proposed rule, two advocacy
organizations for people who are blind
or have low vision and a state DOT
commented that the provision of
audible signs does not negate the need
for compliance with technical
requirements for visual characters.
The Board concurs that reliance on
audible signs in lieu of compliance for
visual characters is insufficient for
persons who have both low vision and
hearing impairments. Further, while
acknowledging the 14 commenters who
indicated support for the use of remote
infrared signs, the Board has concluded
that relying on technologies that require
a pedestrian to have a receiver does not
currently provide equal access to visual
signs; however, in the future this may be
a possibility with more widespread
development and adoption of
wayfinding mobile applications. Thus,
in the final rule, all signs intended
solely for pedestrians must comply with
technical requirements for visual
characters except for the two categories
of signs described above.
Requirements for accessible parking
space signs have been moved to the
technical section for on-street parking
spaces (R310). The requirement for
signage at accessible passenger loading
zones has been eliminated in the final
rule for consistency with ADAAG and to
avoid misinterpretation of the sign as
indicating exclusive use for passengers
with disabilities, particularly where
there is only one loading zone.
R209
Street Furniture
Drinking Fountains (R209.2)
Each drinking fountain in the public
right-of-way must comply with
accessibility requirements at 602.1
through 602.6 of Appendix D to 36 CFR
part 1191 (ADA & ABA Accessibility
Guidelines).
Public Street Toilets (R209.3)
Each permanent public street toilet
must comply with sections 603 through
610 of Appendix D to 36 CFR part 1191
(ADA & ABA Accessibility Guidelines).
Permanent street toilets are standalone
toilet room units that are provided in
public rights-of-way in cities throughout
the United States. Specific examples of
these permanent street toilets are
discussed in the FRIA. FRIA at 125.
Street toilets are different than, for
example, traditional restroom facilities
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provided at highway rest stops. Those
traditional bathroom facilities are in a
building; pursuant to R201.3, they are
subject to the applicable requirements of
36 CFR part 1191 (ADA & ABA
Accessibility Guidelines).
Portable toilet units must comply
with section 603 of Appendix D to 36
CFR part 1191 (ADA & ABA
Accessibility Guidelines). Where there
are multiple portable toilet units
clustered in a single location, at least 5
percent, but no fewer than one of each
type of toilet unit at each cluster must
comply with the referenced technical
requirements. In this context, ‘‘type’’
references those units differentiated by
gender.
The Board has revised the scoping of
the public street toilet section for
clarity, including revising the heading,
which reads ‘‘Public Toilet Facilities,’’
to avoid the confusion between public
street toilets and traditional toilet
facilities that was reflected in the public
comments. The Board has also corrected
the references to 36 CFR part 1191 (ADA
& ABA Accessibility Guidelines) and
provided separate provisions for
permanent street toilets and portable
toilet units.
Tables (R209.4)
At each group of adjacent tables, at
least 5 percent, but no fewer than one
table, must comply with technical
accessibility requirements at 902 of
Appendix D to 36 CFR part 1191 (ADA
& ABA Accessibility Guidelines). The
proposed rule had stated the
requirements relative to each ‘‘location’’
where tables were provided, and a state
government commenter indicated that
this language was unclear. The Board
has thus revised the text of this
provision to clarify that the requirement
applies to each group of adjacent tables,
as opposed to all tables in a larger area
that might be considered a ‘‘location.’’
Sales or Service Counters (R209.5)
Each sales or service counter in the
public right-of-way must comply with
section 904.4 of Appendix D to 36 CFR
part 1191 (ADA & ABA Accessibility
Guidelines). In the final rule, the Board
has added exceptions (one applicable to
facilities subject to the ADA and a
second applicable to facilities subject to
the ABA) to this scoping for sales and
service counters that are located in a
building that is not itself in the public
right-of-way, but that directly serves the
public right-of-way, such as a walk-up
service window on a sidewalk. The
Board added these exceptions to
eliminate confusion for sales and
service counters that are part of a
building and thus subject to 36 CFR part
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1191, but directly serve the public rightof-way. In buildings, at least one of each
type of sales or service counter must
comply with technical requirements. In
the public right-of-way, each sales or
service counter must comply.
Benches (R209.6)
In the proposed rule, the Board
provided a single scoping provision for
all benches in the public right-of-way
except for those at tables (which are
covered under the technical
requirements for tables) (NPRM R212.6).
This included benches along pedestrian
circulation paths and those at transit
stops and shelters. Commenters
indicated that the requirement that clear
space not overlap the area within 1.5
feet of the front of the bench was
confusing. The Board concluded that
while the requirement is appropriate for
transit shelters, it should be revised for
other contexts.
In the final rule, the Board has
clarified that for benches at transit stops
(R209.6.1) and benches not at transit
stops or shelters (R209.6.2) the clear
space complying with R404 must be
next to either end of the bench, or if the
bench does not have an ‘‘end,’’ such as
a circular bench, the clear space must be
either integral to the bench or located no
more than 18 inches (455 mm) from the
front of the bench. Where the clear
space is integral to the bench, there will
be a break in the bench where the clear
space is located. These requirements
ensure that a pedestrian using a
wheelchair may sit in proximity to a
companion seated on the bench. The
Board has restructured the provision for
clarity.
In the final rule, the Board has
maintained the requirement that the
clear space not overlap the area within
18 inches (455 mm) for benches
provided within transit shelters. See
R209.6.1; R309.2.2. In a transit shelter,
the primary goal is to provide shelter to
as many individuals as possible within
the limited space. Thus, the clear space
may be situated at the end of a bench
or at least 18 inches from the front edge
of the seat, ensuring that the bench may
be fully occupied while the clear space
is in use.
Four commenters requested that the
Board provide technical criteria for
benches. The Board concurs with
commenters that benches in the public
right-of-way should have armrests and
back support for maximum accessibility.
As stated in the advisory that
accompanied the proposed rule,
benches that provide full back support
and armrests to assist in sitting and
standing are more useable by
pedestrians with disabilities. However,
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as the Board did not propose specific
technical requirements, such as
specifications for armrest loads and
dimensions and back height, the Board
declines to add those now at the final
rule stage.
One company that provides
jurisdictions with advertisement-funded
bus stop benches requested that the
Board exempt bus stop benches located
on unimproved surfaces from the
requirement to provide clear space in
order to protect the company’s business
model. The Access Board declines this
request. Consistent with the
implementation approach of many
accessibility regulations, new
construction and alterations provide an
opportunity for a jurisdiction to add
accessibility to a pedestrian facility at
minimal additional cost. PROWAG
requires the provision of boarding and
alighting areas at all newly constructed
and altered transit stops. Thus, when
installing concrete for the boarding and
alighting areas required by PROWAG, a
jurisdiction has the opportunity to
install a concrete pad for a bench if the
jurisdiction so desires. PROWAG does
not require jurisdictions to provide
benches at transit stops, but where
provided, they must comply with
accessibility requirements.
Operable Parts of Other Fixed Elements
(R209.7)
Operable parts of other fixed elements
to be used by pedestrians, including
street furniture, not specifically
addressed by this rule must comply
with technical requirements for
operable parts at R403. This provision
has been added in response to
commenters’ concerns about other types
of street furniture that are not
specifically addressed in the rule text.
The Board notes that operable parts
on parking meters and pay stations
other than those that serve accessible
parking spaces, which have additional
technical requirements specified at
310.6, are covered under R209.7 and
must comply with the technical
requirements for operable parts at R403.
This means that all parking meters and
pay stations must meet clear space,
reach range, and operation
requirements; however, they do not
need to comply with requirements for
visual displays stated at R310.6 that
ensure information is visible to a person
using a manual wheelchair. Two
disability rights advocacy organizations
commented in support of clear space at
all parking meters and pay stations. The
Board observes that many individuals
with disabilities use parking spaces
other than accessible spaces; to ensure
equity in public rights-of-way, persons
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with disabilities must be able to access
parking meters and pay stations
wherever they park.
R210 Transit Stops and Transit
Shelters
Where provided, transit stops and
transit shelters shall comply with the
technical requirements at R309. In
response to the NPRM, a local
government transit advisory group
commented that the Board had failed to
propose a scoping provision for vending
machines at transit shelters. The Board
concurs that this was an oversight, and
has added a scoping provision for fare
vending machines that references the
operable parts technical requirements at
R403 and the relevant provisions of
Section 707 of 36 CFR part 1191. The
Board also added a scoping provision
for operable parts of other fixed
elements at transit stops and shelters
intended to be used by pedestrians.
R211 On-Street Parking
Where on-street parking is provided
and is metered or designated by signs or
pavement markings, accessible parking
spaces complying with the technical
provisions at R310 must be provided.
The minimum number of accessible onstreet parking spaces required is
determined according to Table R211
assessing the total number of spaces.
The Board has made several revisions
to this scoping section based on public
comments. In the proposed rule, the
board used the total number of spaces
on a ‘‘block perimeter’’ to determine the
number of accessible spaces required.
Several commenters indicated that the
meaning of block perimeter was unclear,
while others noted that not all on-street
parking is located on a block perimeter.
In response to these concerns, the Board
has defined block perimeter in R104.3
and included an example within the
definition for clarity. In addition, the
Board has added a provision for parking
not on a block perimeter to clarify that
those on-street parking spaces are also
subject to accessibility requirements.
In response to commenter concerns,
the Board has excepted on-street spaces
that are designated exclusively for
commercial or law enforcement
vehicles, or residential parking. Those
excepted spaces are not counted for the
purpose of determining the required
number of accessible spaces. These
spaces must be designated for use solely
for the excepted purpose; spaces that are
designated for commercial or law
enforcement vehicle use or residential
parking only during certain hours are
not excepted and must be counted for
the purpose of determining the required
number of accessible spaces. Another
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exception states that where on-street
parking spaces are altered, the
requirements of R211 shall apply only
to the affected parking spaces until the
minimum number of accessible onstreet parking spaces as specified in
Table R211 are provided. Thus, for
example, alteration of a single on-street
parking space on a block perimeter
would not trigger the obligation to
provide the total number of required
accessible spaces on the block
perimeter. Only the altered space would
need to be made accessible if an
insufficient number of accessible spaces
were available.
The Board notes that these minimum
guidelines for the provision of
accessible parking in public rights-ofway do not prevent regulated entities
from providing additional accessible
parking, including residential accessible
parking. Standard-setting agencies may
also adopt a more stringent standard.
In response to the NPRM, a local
government commenter asked whether
on-street accessible spaces are required
where there is an adjacent public offstreet lot, and a state government DOT
requested that the Board allow
jurisdictions to combine the number of
on-street and off-street parking spaces
for the purpose of designating accessible
spaces. On-street parking spaces are
covered by PROWAG and off-street
parking in lots or garages is covered by
the requirements at 36 CFR 1191.
Accessible parking must be separately
designated for on-street and off-street
locations. To ensure equity for persons
with disabilities, if on-street parking is
provided then accessible on-street
parking must also be provided.
Several local government commenters
requested flexibility for the provision of
accessible on-street parking where
paratransit or other parking
management programs, such as free
parking, are provided for persons with
disabilities. The Board has carefully
considered these comments and has
declined to provide exceptions for
jurisdictions with paratransit or parking
management programs. The provision of
accessible on-street parking spaces
consistent with PROWAG ensures that
parking spaces are available that will
allow persons with disabilities to park
close to their destinations and have
either a direct or nearby connection to
a pedestrian access route or pedestrian
circulation path. The provision of
paratransit or free parking for persons
with disabilities does not address the
availability of accessible parking for
persons with disabilities who rely on
private vehicle transportation.
Jurisdictions that allow persons with
disabled parking placards to park in ‘‘no
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parking’’ or loading zone areas cannot
guarantee that those areas will have
accessible features such as proximity to
a curb ramp or an adjacent sidewalk
clear of obstructions such that a ramp
can be deployed.
One commenter indicated that the
rule should include guidelines for
accessible electric vehicle charging
stations. The Board is undertaking a
separate rulemaking to address the
accessibility of electric vehicle charging
stations, which may ultimately address
electric vehicle charging stations in the
public right-of-way. See ATBCB Fall
2022 Unified Agenda, available at
https://www.reginfo.gov/public/do/
eAgendaViewRule?pubId=202210&
RIN=3014-AA48.
R212 Passenger Loading Zones
Where permanently designated
passenger loading zones other than
transit stops are provided, at least one
accessible passenger loading zone
complying with technical requirements
must be provided in every continuous
100 feet (30 m) of loading zone space,
or fraction thereof. The Board revised
the text of this scoping provision to
clarify that the passenger loading zones
covered by this rule are those that are
permanently designated for passenger
loading, other than transit stops. This
includes passenger loading zones
permanently designated for ride share.
Often, permanent passenger loading
zones in the public right-of-way are
comprised of a sidewalk cut out so that
vehicles can pull out of the traveled way
to unload passengers. However, a
permanently affixed sign designating a
passenger loading zone is sufficient to
bring the loading zone under coverage
of this rule. Passenger loading zones
that vary with the time of day or the
occupancy of a particular retail space,
such as valet stands that are provided
only during certain hours, are not
considered permanently designated and
are therefore not subject to PROWAG.
R213 Stairs and Escalators
Where provided on pedestrian
circulation paths, stairs must comply
with technical requirements at R408 and
escalators must comply with section
810.9 of Appendix D to 36 CFR part
1191 (ADA & ABA Accessibility
Guidelines). Stairs and escalators are
not part of pedestrian access routes, but
where they are provided in the public
right-of-way, they must comply with
technical requirements. Persons with
certain disabilities will find a short set
of stairs more useable than a long ramp,
thus although these pedestrian facilities
are not part of the pedestrian access
route, it is nonetheless important that
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they conform to accessibility
requirements.
In the final rule, the Board substituted
the word ‘‘stairs’’ for ‘‘stairways’’ for
consistency with the term used in the
requirements of 36 CFR part 1191 (ABA
& ADA Accessibility Guidelines), and to
clarify that a single stair is subject to the
requirements of PROWAG.11 In
response to technical assistance
inquiries made to the Board over the
years since the proposed rule was
published, the Board has added a
definition for ‘‘stair’’ in R104.3 to clarify
that a curb is not a stair.
R214 Handrails
Wherever handrails are installed on
pedestrian circulation paths, including
on stairs, they must comply with
technical requirements at R409. A few
commenters expressed confusion over
where handrails must be installed.
PROWAG requires handrails in two
places: on ramp runs with a rise greater
than 6 inches (150mm) (R407.8) and on
stairs (R408.8). The Board has taken care
to ensure that the distinction between
ramps requiring handrails and other
sloped surfaces not requiring handrails
is clear in the final rule. The final rule
text clarifies that a sidewalk or other
pedestrian circulation path is not
subject to the requirements for ramps,
including the requirement for handrails,
unless its grade exceeds the allowable
specifications of R302.4 (R407.1).
Jurisdictions may install handrails in
places other than ramps and stairs at
their own discretion. Wherever
handrails are installed in the public
right-of-way, they must conform to the
technical requirements of R409
regardless of whether they are required
by PROWAG or have been placed
voluntarily.
D. Chapter 3: Technical Requirements
R301 General
The technical requirements contain
accessibility design criteria and apply as
specified in the scoping provisions of
Chapter 2 or where referenced by
another technical requirement in
Chapter 3 or 4. These technical
requirements were developed
specifically for pedestrian facilities in
the public right-of-way.
R302 Pedestrian Access Routes
The technical requirements for
pedestrian access routes at R302 are
intended to provide a continuous path
throughout the pedestrian facilities of a
11 Section 504 of Appendix D to 36 CFR part 1191
(ABA & ADA Accessibility Guidelines) is entitled
‘‘Stairways,’’ however the terms ‘‘stair’’ or ‘‘stairs’’
are used throughout the text of the requirements.
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public right-of-way that is accessible to
persons with disabilities. These
technical requirements include clear
width, passing spaces, grade, cross
slope, and surface characteristics. The
technical requirements as proposed in
the NPRM were adapted from the
technical requirements for accessible
routes for buildings and facilities at 36
CFR part 1191, Appx. A 206. Based on
careful consideration of the many
comments received in response to the
proposed and supplemental proposed
rules, the Board has modified several of
the pedestrian access route technical
provisions for consistency with the
public right-of-way context and for
clarity of the requirements.
In the final rule, the Board eliminated
the list of components of pedestrian
access routes that appeared in NPRM
R302.2. The Board concurred with a
local government commenter who
opined that each facility included in
this list should have scoping in Chapter
2. The Board revised R203 to provide
scoping for each pedestrian facility, and
then determined that the list of facilities
with associated technical provisions at
NPRM R302.2 was duplicative of the
revised section R203. Further, the Board
concluded that the list at NPRM R302.2
added to the confusion regarding the
concept of a pedestrian access route in
the public right-of-way.
As explained above in the discussion
of R203, pedestrian access routes in the
public right-of-way function differently
than accessible routes in buildings and
on sites. Accessible routes in buildings
and on sites are required to connect
accessible facilities and elements to
other accessible facilities and elements
and may consist of various components.
36 CFR part 1191, Appx. D 206.2, 402.2.
A pedestrian access route in the public
right-of-way runs through nearly every
traversable surface within the
pedestrian facilities; thus, unlike the
requirements for a building, every new
and altered traversable surface in the
public right-of-way, except for stairs and
facilities that have been specifically
excepted, must comply with pedestrian
access route requirements. As a result of
elimination of the proposed R302.2, the
sub-provisions of R302 have been
renumbered.
Continuous Clear Width (R302.2)
The requirements for clear width of
pedestrian access routes have not
changed from what the Board proposed,
as modified by the SNPRM (SNPRM
R302.3). Specifically, a 48-inch (1220
mm) continuous clear width is required
for most portions of the pedestrian
access route. There are two exceptions:
(1) places where a pedestrian access
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route crosses medians and pedestrian
refuge islands, which require 60 inches
of clear width or the width of the
crosswalk (whichever is greater), and (2)
shared use paths where the clear width
must extend the entire width of the
path. In response to commenter
questions, the Board revised the
language of the provision to clarify that
the required width is measured
exclusive of any curb. Also, in response
to comments, the Board has added a
sentence clarifying that bollards are
permitted on shared use paths as long
as the clear width of the pedestrian
access route is 48 inches (1220 mm) or
wider (R302.2.2).
In response to the NPRM, three state
DOTs and two utility companies
requested that the Board allow a
reduction in the clear width of
pedestrian access routes to
accommodate utility poles, traffic signal
poles, and similar obstructions. An
additional 28 individual commenters
employed by utility companies
requested that the Board revise the clear
width requirement to 36 inches. In
alterations, including the addition of a
pedestrian circulation path to an
existing right-of-way, where existing
physical constraints make compliance
with the clear width requirements
technically infeasible, compliance with
these requirements is required to the
maximum extent feasible. See R202.3. In
that circumstance, the jurisdiction must
comply with the requirement to the
maximum extent feasible. Thus, these
guidelines permit a jurisdiction to
reduce the clear width of a pedestrian
access route to account for existing
utility infrastructure if the pedestrian
circulation path cannot be rerouted
around the utility and the utility cannot
reasonably be relocated.
In the context of alterations, where
there are existing physical constraints,
the width must still comply to the
maximum extent feasible; a pedestrian
circulation path narrower than 36
inches may be impassible by a person
with a mobility device. In new
construction of undeveloped land, by
contrast, the Board expects jurisdictions
to insist that utilities, traffic signals, and
street furniture be located to allow for
full compliance with accessibility
requirements. However, as provided in
DOJ’s Title II regulations, full
compliance with the relevant
accessibility requirements is not
required in the context of new
construction where a public entity can
demonstrate that it is structurally
impracticable to meet the requirements.
Full compliance is considered
structurally impracticable only in those
rare circumstances when the unique
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53625
characteristics of terrain prevent the
incorporation of accessibility features.
28 CFR 35.151.
Some commenters, including two
disability rights advocacy organizations,
a pedestrian advocacy organization and
a local government DOT, requested that
the Board expand the required clear
width to 60 or 72 inches. The Board
acknowledges that its public rights-ofway advisory committee recommended
a width of 60 inches. See Public Rights
of Way Access Advisory Committee,
Building a True Community: Final
Report, 13 (2001) available at https://
www.access-board.gov/files/advisorycommittee-reports/prow-report.pdf.
However, that recommendation
included several circumstances where a
reduction in width would be permitted.
Id. The Board opted to require 48 inches
clear width with a requirement for 60
inch passing spaces as a minimum
accessibility requirement. Forty-eight
inches allows room for a person using
a mobility device to traverse a
pedestrian circulation path.
In response to the SNPRM, some
commenters requested that the Access
Board add a minimum width for shared
use paths. Jurisdictions determine the
width for a shared use path using
criteria related to anticipated user
volumes. AASHTO recommends that
two-directional shared use paths should
be 10 feet wide minimum. AASHTO,
Guide for the Development of Bicycle
Facilities 5–3 (4th ed. 2004). Where
shared use paths are anticipated to serve
a high percentage of pedestrians and
high user volumes, AASHTO
recommends that the paths should be 11
to 14 feet wide to enable a bicyclist to
pass another path user travelling in the
same direction, at the same time a path
user is approaching from the opposite
direction. Id. In certain ‘‘very rare’’
circumstances, AASHTO permits the
width of shared use paths to be reduced
to 8 feet. Id.
The Board is concerned that stating a
minimum width, such as the width
required for a pedestrian access route,
may cause confusion that would result
in the installation of narrower shared
use paths than what would otherwise be
used. Thus, the Board has maintained
the requirement stated in the SNPRM
that technical requirements for
pedestrian access routes are applicable
to the full width of shared use paths,
whatever the width.
In response to a local government
commenter that expressed concern that
motorists would mistake a full-width
curb ramp of a shared use path for a
driveway, and a state DOT requested an
exception for bollards that prohibit
vehicular travel, the Board has added a
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sentence to R302.2.2 clarifying the
obstructions such as bollards are
permitted on shared use paths as long
as the clear width of the pedestrian
access route is not reduced to less than
48 inches (1220 mm).
One local government commenter
sought clarification regarding the
applicable clear width for a path where
bicyclists and pedestrians travel on
separate but adjacent paths. A state’s
department of recreation asserted that
for pedestrian paths with adjacent
equestrian paths, the requirements
should apply only to the pedestrian
portion of the path. Whether a particular
pedestrian facility should be considered
a shared use path or not will be
determined by the specific
characteristics of the path. The question
is whether there is a shared use path, or
a pedestrian circulation path and an
adjacent bike path or equestrian path.
If there is a detectable separation
between the pedestrian portion of the
path and the bike or equestrian portion
of the path, then it may not actually be
a shared use path, but rather two
distinct facilities in close proximity.
Passing Spaces (R302.3)
Passing spaces must be provided at
intervals of 200 feet (61 m) maximum
where the clear width of the pedestrian
access route is less than 60 inches (1525
mm). The passing spaces, which are 60
inches by 60 inches, are provided to
allow sufficient space for two persons in
wheelchairs to pass each other.
Pedestrian access routes and passing
spaces may overlap. In response to the
NPRM, a utility company expressed
concern about passing spaces being
added to a pedestrian access route near
an at-grade rail crossing where typically
pedestrians would be channelized into
the crossing. Passing spaces must be
added at intervals no greater than 200
feet, but jurisdictions have flexibility to
place some passing spaces at shorter
intervals to ensure that specific areas are
avoided.
A local government commenter
requested clarification as to what length
of a pedestrian circulation path would
need to be altered to trigger the
requirement for a passing space. As this
is a question regarding how the
technical requirements will be enforced,
the Board notes that USDOT and DOJ
may provide further specifics on this
issue.
Grade (R302.4)
The grade of a pedestrian access route
is the running slope of the route in the
direction of pedestrian travel. Grade is
the vertical change in elevation over the
horizontal distance covered and is
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expressed as either a ratio or, when
dividing these two numbers, as a
percent. The grade of pedestrian access
routes must comply with the
specifications corresponding to the
location of the pedestrian access route,
except for the grade of curb ramps and
blended transitions, and ramps, which
must comply with the grade
specifications of their respective
technical requirements (R304, R407).
Where pedestrian access routes are
contained within a street or highway
right-of-way, the grade of the pedestrian
access route shall not exceed 1:20
(5.0%). An exception permits the grade
of the pedestrian access route to not
exceed the grade established for the
adjacent street or highway, where the
grade established for that adjacent street
or highway exceeds 1:20 (5.0%)
(R302.4.1). However, where pedestrian
access routes are contained within
crosswalks, a maximum grade of 1:20
(5.0%) is required (R302.4.3). This is
consistent with AASHTO guidance,
which recommends that the sidewalk
grade follow the grade of adjacent
roadways, and also recommends
maximum cross slopes for roadways.
See AASHTO, A Policy on Geometric
Design of Highways and Streets 4–7 (7th
ed. 2018); see also AASHTO, Guide for
the Development of Bicycle Facilities 5–
16 (4th ed. 2012). Where pedestrian
access routes are not contained within
a street or highway right-of-way, such as
a shared use path that runs through
either a separate right-of-way or an
easement on private land, a maximum
grade of 1:20 (5.0%) is required
(R302.4.2).
In response to comments from state
and local government entities, the Board
restructured R302.4.1 (NPRM 302.5) to
clarify that a pedestrian access route
within a highway right-of-way may be
graded to 1:20 (5.0%), even where the
grade of the adjacent street is less than
1:20 (5.0%). The Board has restructured
this provision to provide a general
requirement of 1:20 (5.0%) maximum
grade of the pedestrian access route,
with an exception stating that where the
grade of the adjacent street exceeds 1:20
(5.0%), the grade of the pedestrian
access route shall not exceed the grade
of the adjacent street. In some
circumstances where the grade of the
adjacent street is less than 1:20 (5.0%),
compliance with the general
requirement could result in a pedestrian
access route with a grade of 1:20 (5.0%)
maximum being steeper than the grade
of the adjacent street if the grade of the
adjacent street is less than 1:20 (5.0%).
The Board also received comments
from four state DOTs indicating that
their standard maximum for
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superelevation exceeds 5%. To address
this concern, the Board has added an
exception for the grade of the pedestrian
access route within a crosswalk, which
specifies that where roadway design
requires superelevation greater than
1:20 (5.0%) at the location of a
crosswalk, the grade of the pedestrian
access route within the crosswalk may
be the same as the superelevation
(R302.4.3).
In the SNPRM, the Board added a
provision requiring compliance with
grade requirements to the ‘‘extent
practicable’’ in both new construction
and alterations where compliance with
grade requirements for pedestrian access
routes ‘‘not practicable’’ due to existing
terrain or infrastructure, right-of-way
availability, a notable natural feature, or
similar existing physical constraints
(SNPRM R302.5.2). The Board
explained that this provision was
responsive to comments to the Advance
Notice of Proposed Rulemaking
(ANPRM) on accessibility guidelines for
shared use paths indicating that
physical constraints may prevent full
compliance with grade requirements.
The comments received in response to
the SNPRM indicate that the proposed
language at SNPRM R302.5.2 did not
provide additional clarity or substantial
flexibilities beyond what is already
available through other provisions and
standards. The Board received
comments from some state DOTs and
local governments detailing
circumstances where the grade of SUPs
in their jurisdictions exceed 5%
principally due to underlying terrain.
For example, one local government
located in a mountainous area noted
that only 17% of the land within its
jurisdiction has a slope of 5% or less
and indicated that its design guidelines
allow the grade of shared use paths to
exceed 5% for short sections where
topographical constraints necessitate
design flexibility. A state DOT observed
that the language of the SNPRM created
a ‘‘grey area’’ where jurisdictions would
use engineering judgement in
determining whether compliance with
the 5% maximum grade was
‘‘practicable’’ due to existing terrain. An
accessibility advocacy organization
commented that accessibility standards
should be applied ‘‘100 percent’’ and
only scaled back where existing site
conditions warrant.
Upon consideration of the comments
and further reflection and research, the
Board has concluded that the proposed
provision at SNPRM R302.5.2
specifically allowing the grade of the
pedestrian access route to comply with
grade requirements to the ‘‘extent
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practicable’’ 12 where compliance is
‘‘not practicable’’ is not needed for the
following reasons.
First, the Board notes that the Volpe
Center, which assessed the costs of
compliance with this provision,
observed that the majority of shared use
path miles cataloged in available
documentation are built on abandoned
or converted railroad track beds, and
thus have a grade of less than 1:100
(1.0%) due to their railroad origins. See
FRIA at 66. Further, the Board notes that
the grade of shared use paths built
within a highway right-of-way may
match the grade of the adjacent street if
it exceeds 1:20 (5.0%) (R302.4.1
Exception). In addition, AASHTO
advises that the grade of a shared use
path in an independent right-of-way
should not exceed 5%. See AASHTO,
Guide for the Development of Bicycle
Facilities 5–16 (4th ed. 2012).
Consequently, the majority of shared
use paths will meet the technical
requirements for the grade of pedestrian
access routes at R302.4.
Second, the Board notes that most
shared use paths are built on existing
rights-of-way and thus considered
alterations under the final rule. See
FRIA at 66. As explained above,
‘‘added’’ pedestrian facilities were
required to fully comply with technical
requirements as ‘‘new construction’’
under the proposed rule; however,
under the final rule pedestrian facilities
added to existing, developed rights-ofway are alterations. See 104.3. Section
R202.3 of the final rule allows a
regulated entity to comply with a
requirement to the maximum extent
feasible where the requirement is
technically infeasible due to existing
physical constraints. Section R202.3
specifically lists underlying terrain,
underground structures, adjacent
developed facilities, drainage, and the
presence of a significant natural or
historic feature as examples of existing
physical constraints that may prevent
compliance with a requirement.
For example, a state department of
conservation and recreation submitted a
comment in response to the SNPRM
requesting that the Access Board allow
new shared use paths to use the grade
of the existing facility that they will be
built on, such as a fire road or
abandoned railroad that would serve as
a trail bed. Under the final rule, the
construction of shared use paths on
existing facilities such as these are
alterations, and compliance would be
12 As
explained in the Major Issues section above,
to improve clarity of the final rule text the Board
has removed the word ‘‘practicable’’ in favor of
‘‘feasible,’’ which is used in the 2004 ABA and
ADA Accessibility Guidelines.
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expected to the maximum extent
feasible where existing physical
constraints make compliance
technically infeasible (see R202.3).
Second, with respect to newly
constructed shared use paths not within
a highway right-of-way, the Access
Board observes that DOJ regulations
implementing accessibility
requirements under Title II of the ADA
state that full compliance with the
relevant accessibility requirements is
not required in the context of new
construction where a public entity can
demonstrate that it is structurally
impracticable to meet the requirements.
28 CFR 35.151. While under DOJ’s
regulation full compliance is considered
structurally impracticable only in those
rare circumstances when the unique
characteristics of terrain prevent the
incorporation of accessibility features,
the comments received in response to
the SNPRM indicate that the main
impediment to full compliance with
grade requirements is the underlying
terrain. DOJ and USDOT may elect to
provide additional information
regarding the unique characteristics of
terrain that would make compliance
with grade requirements structurally
impracticable.
In sum, the Board has eliminated
SNPRM R302.5.4 from the final rule as
unnecessary in light of other available
flexibilities to address circumstances
where the characteristics of the
underlying terrain prevent full
compliance with the technical
requirements for grade.
In the final rule, the Board has also
eliminated a provision that provided
flexibilities for instances where
compliance with grade requirements is
precluded by laws intended to preserve
threatened or endangered species, the
environment, or archeological, cultural,
historical, or significant natural features
(SNPRM R302.5.5). This provision was
modeled after a provision in the Board’s
supplemental rulemaking under the
ABA for Federal outdoor areas. 36 CFR
part 1191, Appx. D 1019.1. Upon further
consideration, the Board has concluded
that while this exception was suitable
for recreational trails in National Parks
and other Federal lands, is not
appropriate for the construction of
transportation facilities, including
shared use paths, which should be
designed to prioritize equitable
transportation for all, and are already
subject to environmental review.
Cross Slope (R302.5)
Cross slope is the slope perpendicular
to the direction of pedestrian travel (see
R104.3). On a sidewalk, the cross slope
is measured perpendicular to the curb
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53627
line or edge of the street or highway.
Excessive cross slope impedes travel by
pedestrians who use wheeled mobility
devices, since energy must be expended
to counteract the perpendicular force of
the cross slope. Excessive cross slope
makes it more difficult for pedestrians
who use wheelchairs to travel on uphill
slopes and to maintain balance and
control on downhill slopes. Excessive
cross slope also negatively affects
pedestrians who use braces, lower limb
prostheses, crutches, or walkers, as well
as pedestrians who have gait, balance,
or stamina impairments.
A maximum cross slope of 1:48
(2.1%) is specified for pedestrian access
routes, except for pedestrian access
routes contained within certain
crosswalks. This is the same cross slope
specified for accessible routes in
buildings and facilities. 36 CFR part
1191, Appx. D 403.3. In exterior
environments, this cross slope is
adequate to allow water to drain off
paved walking surfaces.
The Board has added an exception to
this general rule to clarify that the
portion of a pedestrian access route
within a street that connects an
accessible parallel parking space to the
nearest crosswalk as specified in
R310.2.2 is not required to comply with
cross slope requirements.
In crosswalks, the slope of the
roadway is taken into consideration
because the grade or running slope of
the roadway perpendicular to the
direction of pedestrian travel will
comprise the cross slope of the
crosswalk. The NPRM specified 5
percent maximum cross slope for
pedestrian access routes contained
within pedestrian street crossings
‘‘without yield or stop control’’ (NPRM
R302.6.1). The purpose of allowing a
steeper cross slope at these crosswalks
is to avoid a jolt to vehicles at the
change of grade where vehicles do not
need to slow to a yield or stop at a
crossing.
In an advisory that accompanied the
proposed rule text, the Board indicated
that a pedestrian street crossing
‘‘without yield or stop control’’
included intersections with a traffic
signal designed for the green phase. In
response to the NPRM, several
commenters indicated that the meaning
of ‘‘without yield or stop control’’ was
unclear. The Board concurs with these
commenters, and in the final rule has
provided more specific requirements for
different types of approaches.
In R302.5.2 of the final rule, the Board
breaks down the cross slope for
pedestrian access routes contained
within a crosswalk. Specifically, the
Board addresses crosswalks where the
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intersection approach has a stop or yield
control device such as a stop or yield
sign or a flashing red or yellow light
(R302.5.2.1); crosswalks at uncontrolled
intersection approaches where there is
no indication that traffic must slow or
stop (R302.5.2.2); and crosswalks at
intersection approaches with a traffic
control signal or pedestrian hybrid
beacon, which have phases where traffic
need not slow to cross the intersection,
such as when the traffic signal is green
or when the pedestrian hybrid beacon is
not activated (R302.5.2.3).
The cross slope of the pedestrian
access route within a midblock
crosswalk or a crosswalk at a
roundabout is permitted to be the same
as the grade of the street that it crosses
(R302.5.2.4). The Board added a
reference to crossings at roundabouts to
clarify that these crosswalks, which do
not occur at traditional intersections,
operate similarly to midblock crossings.
In response to the NPRM, the Board
received numerous comments on the
topic of cross slope, which are
addressed above in the Major Issues
section. The Board has assessed the
costs of compliance of R302.5.2 in the
FRIA. See FRIA at 114.
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Surfaces (R302.6)
The walking surfaces of pedestrian
access routes, elements, and spaces that
are required to be accessible shall be
stable, firm, and slip resistant (R302.6).
This is the same requirement as the
proposed rule (NPRM 302.7); in the
final rule, the Board made edits for
clarity.
The NPRM contained a provision
regarding vertical alignment of surfaces,
which was intended to communicate
that adjacent surfaces, such as pavers,
portions of sidewalk, or other pedestrian
facilities and elements within the
pedestrian access route, be on the same
plane. The provision further required
grade breaks to be flush (i.e., without a
gap between them), and stated
requirements for at-grade rail crossings.
Commenters mostly expressed
confusion regarding the purpose of this
provision. In the final rule, the Board
has removed most of this provision,
leaving only the requirement that grade
breaks be flush (R302.6.1). The Board
determined that the proposed
requirement for planar surfaces was not
needed in light of requirements for
grade (R302.4), cross slope (R302.5) and
changes in level (R302.6.2). The
requirements for at-grade rail crossing
surfaces have been consolidated at
R302.6.4.
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Changes in Level (R302.6.2)
In the proposed rule, the Board used
the term ‘‘vertical surface
discontinuities’’ to describe what is
referred to as ‘‘changes in level’’ in the
2004 ABA and ADA Accessibility
Guidelines. See NPRM R302.7.2; see
also 36 CFR part 1191, Appx. A 303. In
response to the NPRM, commenters
suggested that this section be revised for
better consistency with the 2004 ABA
and ADA Accessibility Guidelines. The
Board concurred with this suggestion
and has updated the language at
R302.6.2 to address ‘‘changes in level.’’
The term ‘‘surface discontinuities’’ has
been eliminated from the guidelines.
The term ‘‘changes in level’’ as used
in these guidelines refers to an abrupt
increase or decrease in the level of the
walking surface of a pedestrian access
route, such as occurs when one
sidewalk panel is slightly higher than an
adjacent panel. It is measured relative to
the plane of the walking surface; it does
not take into consideration the grade of
the pedestrian access route. The text of
this provision has been revised for
clarity. The requirements state that
changes in level up to 1⁄4 inch (6.4 mm)
may be vertical. Changes in level
between 1⁄4 inch (6.4 mm) high and 1⁄2
inch (13 mm) high must be beveled.
The Board has also included an
additional clarification that changes in
level greater than 1⁄2 inch (13 mm) up
to 6 inches (150 mm) must have a slope
no greater than 1:12 (8.3%), and changes
in level greater than 6 inches (150 mm)
must comply with the requirements for
ramps at R407. The Board added these
provisions in response to comments and
due to the many technical assistance
inquiries seeking clarification as to
where in the public right-of-way
pedestrian access routes are to be
treated as ramps.
In the public right-of-way, changes in
level of 6 inches (150 mm) or less are
not subject to the ramps technical
requirements and thus do not require
handrails, edge protection, or landings.
This clarification addresses local
government commenters’ concerns
about the difficulty of limiting changes
in level to 1⁄2 inch (13 mm) in the public
right-of-way due to soil movements. The
Board acknowledges that sidewalk
panels shift over time due to tree root
growth, soil movement, and other
factors. The Board anticipates that the
clarified provisions will help
jurisdictions better plan for sustained
compliance through regular
maintenance programs.
The Board acknowledges comments
from two state government commenters
that requested a requirement that utility
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covers, vault frames, and gratings not be
located on curb ramps in new
construction. The Board does
recommend that these items be located
elsewhere in new construction;
however, these items are permitted if
installed consistent with the
requirements.
Horizontal Openings (R302.6.3)
Horizontal openings in ground
surfaces, for example, holes in gratings
or gaping cracks in pavement, must not
be so large such that a sphere larger than
1⁄2 inch in diameter may pass through.
The Board revised the language of this
provision slightly from the proposed
NPRM 302.7.3 to clarify that holes in
gratings and joints are examples of
horizontal openings, not the only
horizontal openings covered by
PROWAG.
In general, elongated openings are
permitted perpendicular to the
dominant direction of travel. In the final
rule, in response to comments from a
state DOT and a pedestrian advocacy
organization, the Board has clarified
that elongated openings are not
permitted where pedestrian access
routes intersect as a single dominant
direction of travel cannot be identified
in that circumstance.
The Board notes the concern raised by
one commenter that one northern state
uses 1-inch-wide horizontal openings
on stairs to minimize snow and ice
build-up, and acknowledges that newly
constructed and altered stairs in this
jurisdiction may require additional
maintenance to clear snow and ice.
However, equity requires that persons
with disabilities in northern climates
also have access to pedestrian facilities.
A cane or crutch tip may become
trapped in a horizontal opening wider
than 1⁄2 inch.
In response to the NPRM, a local
government commenter indicated that
the horizontal openings requirements
may conflict with water drainage in
existing rights-of-way. As discussed
above, alterations in existing rights-ofway are to comply with technical
requirements to the maximum extent
feasible where existing physical
constraints make compliance with
applicable requirements technically
infeasible.
Surfaces at Pedestrian At-Grade Rail
Crossings (R302.6.4)
In the final rule, the Board has
consolidated at R302.6.4 all of the
surface requirements for pedestrian
access routes at pedestrian at-grade rail
crossings. The surface alignment
requirement (R302.6.4.1) has not
changed from the proposed rule, except
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that it was moved from the proposed
vertical alignment section (NPRM
R302.7.1), which was eliminated. Where
a pedestrian access route crosses rails at
grade, the pedestrian access route
surface must be level and flush with the
top of rail at the outer edges of the rails,
and the surface between the rails must
be aligned with the top of rail. This
requirement keeps the surface of these
crossings as consistent as possible
except for the flangeway gap.
Flangeway gaps are the horizontal
opening immediately adjacent to the
rails that allow passage of train wheel
flanges. Flangeway gaps, like other
horizontal openings in a walking
surface, can pose a potential hazard to
pedestrians with certain disabilities
because they can entrap wheelchair
casters, walker wheels, and crutch or
cane tips.
The requirements for flangeway gaps
have been set at the narrowest
dimension that allows a train to safely
traverse a pedestrian crossing. There are
two different dimensions for flangeway
gaps: 3 inches maximum for crossings
located on railroad track subject to
Federal Railroad Administration (FRA)
safety regulations at 49 CFR part 213,
and 2 and 1⁄2 inches maximum for all
others (R302.6.4.2). In the proposed
rule, the Board had described these two
categories as ‘‘freight rail track’’ and
‘‘non-freight rail track,’’ but revised the
description for clarity at the request of
the FRA.
In response to the proposed rule a
public utilities commission requested
that the Board include a specification
for field side gaps (i.e., gaps on the outer
side of the rail). An additional
specification is not needed for field side
gaps because the general requirement
for horizontal openings (1⁄2 inch) at
R302.6.3 applies. A railroads association
commented that while a 3-inch gap is
acceptable for new construction,
flangeway gaps widen over time. The
Board acknowledges that, similar to
many accessibility requirements,
maintenance to sustain compliance may
be required.
The same railroads association also
commented that a 2 and 1⁄2 inch gap is
not sufficient for Amtrak and other
commuter railroads. However, those
railroads generally operate on track
subject to FRA safety regulations at 49
CFR part 213, and thus would be subject
to the 3-inch maximum, not the 2 and
1⁄2 inch maximum. A state DOT
questioned whether the maximums set
would cause derailments, but did not
provide any factual basis for this
concern. An association of
transportation engineers requested an
exception where specific freight safety
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issues are identified. The association
did not provide further information
regarding the specific freight safety
issues that would be presented by the 3inch (75 mm) maximum requirement.
The Board notes that this maximum is
applicable only at pedestrian crossings;
in alterations, compliance is expected to
the maximum extent feasible where
existing physical constraints make
compliance with applicable
requirements technically infeasible
(R202.3).
A public utilities commission
requested a requirement for flange filler.
In the NPRM, the Board asked a
question seeking information or
research on materials and devices that
fill the flangeway gap but received no
responses. At the time that the NPRM
was published, the Board anticipated
that significant research would be
undertaken on this topic. The Board
acknowledges that flangeway gap fillers
are used at some light rail station stops;
however, there has not been sufficient
research for the Board to conclude that
a national mandatory requirement for
flangeway gap fillers at grade-level
crossings is appropriate. The Board
intends to encourage further research on
this topic, and may revisit a requirement
for flangeway gap fillers in the future.
R303 Alternate Pedestrian Access
Routes
The proposed rule did not contain
technical provisions for alternate
pedestrian access routes. Rather the
scoping incorporated by reference
specific provisions of the MUTCD. In
response to commenter concerns, and as
described above, the Board has
eliminated references to the MUTCD
and included technical requirements
directly in the rule text.
In proposed section NPRM 205, the
Board indicated that alternate
pedestrian access routes must comply
with sections 6D.01, 6D.02 and 6G.05 of
the MUTCD (2009 Edition). The
proposed rule further noted that where
provided, pedestrian barricade and
channelizing devices were required to
comply with sections 6F.63, 6F.68, and
6F.71 of the MUTCD.13
The guiding principle with respect to
accessibility for MUTCD alternate
pedestrian access routes is found in
MUTCD 6D.02 paragraph 3, which
states, ‘‘When existing pedestrian
facilities are disrupted, closed, or
13 The Board acknowledges that some of the
MUTCD provisions that were incorporated by
reference contained standards that are not relevant
to accessibility and therefore beyond the scope of
this regulation. Accordingly, the substance of those
non-relevant provisions of the MUTCD is not
included in this final rule.
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relocated in a [temporary traffic control]
zone, the temporary facilities shall be
detectable and include accessibility
features consistent with the features
present in the existing pedestrian
facility.’’ In section R303, the Board has
specified the required accessibility
features of alternate pedestrian access
routes to ensure that they are detectable
and contain the basic accessibility
features of the closed route without
being overly burdensome.
Signs (303.2)
The final rule requires that
jurisdictions provide signs identifying
alternate pedestrian access routes in
advance of decision points. The signs
must comply with technical
requirements for characters at R410. In
addition, proximity actuated audible
signs or other non-visual means of
conveying the information on the signs
must be provided within the public
right-of-way.
The signs are intended to provide
clarity to pedestrians as to where any
alternate pedestrian access route is
located. Placing signs ahead of decision
points, such as at an intersection that
precedes a closed sidewalk, reduces the
need for pedestrians to retrace their
steps or alternately attempt to cross a
roadway at a place other than a
crosswalk.
The proposed rule referenced MUTCD
6D.01 paragraph 3, which requires that
jurisdictions provide advance
notification of sidewalk closures. Equity
requires that whatever information is
made available to sighted persons must
also be provided in a non-visual format.
Equitable access to information on
alternate pedestrian access routes is
contemplated in the guidance to
MUTCD 6D.02, which was referenced in
the proposed rule:
Because printed signs and surface
delineation are not usable by
pedestrians with visual disabilities,
blocked routes, alternate crossings, and
sign and signal information should be
communicated to pedestrians with
visual disabilities by providing audible
information devices, accessible
pedestrian signals, and barriers and
channelizing devices that are detectable
to pedestrians traveling with the aid of
a long cane or who have low vision.
The Board also indicated in an
advisory that accompanied the proposed
rule that proximity-actuated audible
signs are a preferred means to warn
pedestrians who are blind or have low
vision about sidewalk closures (NPRM
Advisory R205).
In response to the NPRM, the Board
received comments from four disability
rights advocacy organizations, one state
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council on disability, and one state DOT
in support of the use of proximity
actuated audible signs. Two engineering
organizations expressed concern that
proximity actuated audible signs are not
commonly used, would be expensive,
and would likely be stolen. A rail transit
and crossings branch of a public utility
expressed concern that proximity
actuated signs should not be required at
rail crossings, where they might not be
heard.
As stated above, equity requires that
information provided in a visual format
to pedestrians also be provided in a
non-visual format so that pedestrians
who are blind or have low vision have
equal access to the information. The
Board has evaluated the costs of these
devices in the FRIA. See FRIA at 128.
Further, the Board is confident that
jurisdictions will find ways to secure
these devices, as they do other types of
equipment, to reduce the risk of theft.
There is no exception for at-grade rail
crossings. While the noise of a passing
train may momentarily compete with an
audible sign, during all other times it
would be as functional as anywhere
else. It is critical that dangerous areas
for pedestrians, such as at-grade rail
crossings, offer maximum accessibility
with respect to safety information, such
as information relating to an alternate
route.
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Surface (R303.3)
The surface of an alternate pedestrian
access route must comply with
technical accessibility requirements for
surfaces at R302.6 at least to the extent
that the closed route complied with
those surface requirements. This is
consistent with the proposed rule’s
reference to MUTCD 6D.02, which
requires that temporary pedestrian
facilities have accessibility features
consistent with the closed route.
Continuous Clear Width (R303.4)
The minimum continuous clear with
of alternate pedestrian access routes
must be 48 inches, except where an
alternate pedestrian access route utilizes
an existing pedestrian circulation path,
in which case the width must be at least
the width of the temporarily closed
pedestrian circulation path. MUTCD
6D.02 paragraph 3, which was
referenced in the proposed rule,
requires that temporary facilities
include accessibility features consistent
with the features present in the existing
pedestrian facility.
With respect to the requirements for
clear width of alternate pedestrian
access routes, the Board has sought to
balance the concerns of over 150
individual commenters and several
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disability rights and pedestrian
advocacy organizations who support
mandatory alternate pedestrian access
routes usable by persons with
disabilities, with the concerns of six
state and local DOTs that would like the
accessibility requirements for alternate
routes not to exceed the existing
accessibility of the temporarily closed
route.
The Board has provided a general
requirement for a minimum clear width
of 48 inches, which as described in the
discussion of pedestrian access routes at
R302.2 above, is the minimum width
that the Board has determined to be
accessible for persons with disabilities.
This width is achievable where an
alternate pedestrian access route is
provided within the roadway using
barricades, or where an existing
sidewalk used for the alternate
pedestrian access route is at least 48
inches (as is the case in most central
business districts and many
jurisdictions that have already adopted
48 inches as a minimum sidewalk
width). See FRIA at 76. However, as the
Board is aware that there are existing
sidewalks that will need to be used as
alternate pedestrian access routes that
are not 48 inches, the Board has
provided an exception indicating that
where an existing pedestrian circulation
path is used as the alternate pedestrian
access route, the width of the alternate
route must not be less than the width of
the temporarily closed path.
Curb Ramps or Blended Transitions
(R303.5)
Where an alternate pedestrian access
route crosses a curb, a curb ramp or
blended transition complying with the
requirements must be provided to
ensure that the alternate pedestrian
access route is useable by persons with
mobility disabilities. A curb ramp or
blended transition is required regardless
of whether the temporarily closed
pedestrian circulation path contained
this accessibility feature. Again, the
Board is seeking to balance the concerns
of over 150 individual commenters and
disability rights and pedestrian
advocacy organizations with the
concerns of local and state DOTs about
the burden of building temporary
facilities. An alternate pedestrian access
route that does not provide a curb ramp
or blended transition over a curb would
not be usable for many persons with
mobility disabilities, and they would
not have equal access to the alternate
route.
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Detectable Edging of Channelizing
Devices (R303.6)
Where a channelizing device is used
to delineate an alternate pedestrian
access route, continuous detectable
edging complying with technical
requirements must be provided for the
length of the route. An exception is
provided for places where pedestrians
or vehicles turn or cross, which would
necessitate a gap in the channelizing
device and detectable edging. Where
detectable edging is provided, the top of
the topmost part of the detectable
edging cannot be lower than 32 inches
above the ground and must not be sharp
or abrasive. These specifications allow
for persons who are blind or have low
vision to detect the edging by running
their hands along the topmost part of
the edging. The bottommost part of the
edging cannot be more than 2 inches
above the ground to allow for
continuous cane detection. These
specifications for detectable edging
come from MUTCD 6F.63 paragraph 5,
which was incorporated by reference in
the proposed rule.
Pedestrian Signal Heads (R303.7)
Temporary pedestrian signals at
alternate pedestrian access routes are
not required by these guidelines.
However, when a jurisdiction decides to
provide temporary pedestrian signal
heads in the public right-of-way, they
are subject to these guidelines, as
specified at R201.2. The Board has
reiterated this requirement at R303.7 to
ensure that jurisdictions understand
that when a temporary pedestrian signal
head is provided at a crosswalk that is
part of an alternate pedestrian access
route, pedestrian pushbuttons or passive
detection devices complying with the
technical requirements at R307 must be
provided. Similar to the requirements
for temporary signage, equity requires
that visual information provided on
pedestrian signal heads must be
available to persons who are blind or
have low vision in a non-visual format.
R304 Curb Ramps and Blended
Transitions
Curb ramps provide a smooth
transition where a pedestrian access
route crosses a curb. Blended transitions
provide a smooth wraparound
connection at a corner or a flush
connection where there is no curb to cut
through. There are two types of curb
ramps: perpendicular and parallel.
Perpendicular curb ramps have running
slopes that are perpendicular to the curb
or street served. Parallel curb ramps
have running slopes that are parallel to
the curb or street served. Parallel curb
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ramps provide a smooth transition to a
landing at street level where a turn is
made to enter the crosswalk. Blended
transitions connect a pedestrian
circulation path to the crosswalk with a
grade not steeper than 1:20 (5.0%.)
Examples of blended transitions are
depressed corners or a connection from
a sidewalk to a raised crosswalk.
Although curb ramps may have slopes
of 1:20 (5.0%) or less, blended
transitions are not curb ramps with
slopes 1:20 (5.0%) or less.
In the final rule, this section has been
reorganized for clarity. In response to
commenter concerns, the Board has
provided definitions in R104.3 for
‘‘perpendicular curb ramp,’’ ‘‘parallel
curb ramp,’’ and ‘‘blended transitions.’’
In addition, in the final rule, the Board
has substituted the term ‘‘landing’’ for
‘‘turning space,’’ in response to
commenters’ requests for consistency
with ADAAG terminology. The Board
had used the term ‘‘turning space’’ in
the NPRM to avoid confusion with the
‘‘landings’’ associated with ramps
(R407). However, the Board
acknowledges that ‘‘landing’’ is the
commonly used term for these curb
ramp-associated spaces, and in the final
rule now uses the term ‘‘landing.’’ It is
important to note, however, that the
landings associated with ramps (R407.6)
have different technical requirements
than the landings associated with curb
ramps (R304.2.4 and R304.3.4). Curb
ramps are not ‘‘ramps’’ for the purposes
of PROWAG (see definition of ‘‘ramp’’ at
R104.3) and are thus not subject to the
requirements for ramps at R407.
Perpendicular Curb Ramps (R304.2)
Numerous commenters from state and
local government entities and an
engineering association expressed
confusion as to the proposed 1:20
(5.0%) minimum for the running slope
of curb ramps, pointing out that in many
cases a curb ramp need not reach 5%
depending on the grade of the adjacent
pedestrian facilities. The Board
concurred with commenters and in the
final rule has removed the minimum
running slope and stated only a
maximum of 1:12 (8.3%) (R304.2.1). In
addition, the Board has added an
exception to clarify that where the curb
ramp length must exceed 15 feet (4.6 m)
to achieve a 1:12 (8.3%) running slope,
the curb ramp length shall extend at
least 15 feet (4.6 m) and may have a
running slope greater than 1:12 (8.3%).
A curb ramp complying with the
exception to R304.2.1 need not exceed
15 feet in length.
The cross slope of perpendicular curb
ramp runs is specified at 1:48 (2.1%)
maximum (R304.2.2). The Board has
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provided an exception stating that for
curb ramps at a crosswalk, the cross
slope may be equal to or less than the
cross slope permitted at the crosswalk.
This exception corrects an error in the
proposed rule indicating that at certain
pedestrian street crossings, the cross
slope could equal the highway grade
(NPRM R304.5.3); this conflicted with
the cross slope provisions for certain
crosswalks.
The requirements for grade breaks
were moved out of the common
requirements section to the
perpendicular and parallel curb ramps
sections for clarity. Grade breaks at the
top and bottom of a curb ramp run must
be perpendicular to the direction of the
curb ramp run (R304.2.3). Grade breaks
are not permitted on the surfaces of curb
ramp runs and landings. Surface slopes
that meet at grade breaks must be flush.
There are no changes to this
requirement from the proposed rule.
For each perpendicular curb ramp, a
clear area 48 inches (1220 mm) wide by
48 inches (1220 mm) long must be
provided beyond the bottom grade break
and within the width of the crosswalk
(R304.2.4). The clear area must be
located outside the vehicle lanes,
including any bike lanes, that run
parallel to the crosswalk. The running
slope of the clear area cannot exceed
1:20 (5.0%) maximum, and the cross
slope is as specified by R302.5. The
purpose of the clear area is to allow
pedestrians an area outside of the
vehicle lanes to orient themselves to the
crossing.
In the proposed rule, this provision
was entitled, ‘‘Clear Space’’ and
appeared in the common requirements
for curb ramps and blended transitions
(NPRM R304.5.5). In the final rule it has
been renamed ‘‘Clear Area’’ to avoid
confusion with the clear spaces
described at R404 and has been moved
to the section specific to perpendicular
curb ramps for clarity. Also in the final
rule, the Board has specified slope and
cross slope of clear areas in response to
commenters’ request for clarity on these
requirements. In addition, the Board has
clarified that vehicle lanes include any
bike lanes.
Numerous state and local government
entity commenters expressed confusion
regarding the required location of the
clear space, and in particular the
requirement that the clear space be
located wholly outside the parallel
vehicle travel lane. Some commenters
erroneously thought that an additional
48 inches of shoulder would be required
to comply with this requirement. The
confusion reflects a misunderstanding
of how compliance is assessed. Each
curb ramp is assessed separately, so
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although the clear space may be in a
vehicle travel lane that is perpendicular
to the pedestrian direction of travel,
vehicle travel of that lane would be
stopped when pedestrians enter the
clear area to orient themselves to the
crossing. The appropriate inquiry to
assess compliance is whether the clear
area is wholly outside the parallel
vehicle travel lane when looking at the
individual curb ramp.
When a change in direction is
necessary to access the top of a
perpendicular curb ramp from a
pedestrian access route, a landing 48
inches (1220 mm) wide minimum by 48
inches (1220 mm) long minimum must
be provided at the top of the curb ramp
(R304.2.5). At shared use paths, the
landing must be as wide as the shared
use path. In response to numerous
comments, the final rule eliminates a
proposed requirement for a larger
landing where the turning space is
constrained. The cross slope
requirements for landings, which
appeared in the proposed rule at NPRM
304.5.3, have been consolidated into the
perpendicular curb ramp section. Slope
requirements have been added for
clarity.
Perpendicular curb ramps must have
flared sides with a 1:10 (10.0%)
maximum slope where a pedestrian
circulation path crosses the side of a
curb ramp (R304.2.6). The slope of the
flared sides is measured parallel to the
curb line. In the NPRM, the Board
sought comment on whether a steeper
side flare slope should be specified
(NPRM Question 18). While a few state
and local government entities and other
commenters expressed support for
increasing the slope of flared sides,
others, mostly disability rights advocacy
organizations and individuals sought to
retain the 1:10 (10%) maximum citing
hazards to pedestrians. The Board
carefully considered the comments and
was persuaded that increasing the slope
of flares beyond 1:10 (10.0%) would
present accessibility issues. Thus, the
Board has retained the 1:10 (10.0%)
maximum side flare slope.
The Board has added a new provision
at R304.2.7 which clarifies that a
transitional segment may be used in the
connection of a perpendicular curb
ramp or its landing to a pedestrian
access route. A transitional segment is
defined in R104.3 as ‘‘[t]he portion of a
pedestrian circulation path that
connects adjacent surfaces with
different slopes or dimensions to
provide a smooth transition.’’ The
purpose of allowing a transitional
segment is to address circumstances
such as the warping in the pedestrian
circulation path that will need to occur,
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even in new construction, to connect a
curb ramp or landing with a cross slope
that exceeds 1:48 (2.1%) to a pedestrian
access route with a cross slope of 1:48
(2.1%) maximum.
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Parallel Curb Ramps (R304.3)
Numerous commenters from state and
local government entities and a public
works association expressed confusion
as to the proposed 1:20 (5.0%)
minimum for the running slope of curb
ramps, pointing out that in many cases
a curb ramp need not reach 5%
depending on the grade of the adjacent
pedestrian facilities. The Board
concurred with commenters and in the
final rule has removed the minimum
running slope and stated only a
maximum of 1:12 (8.3%) (R304.3.1). In
addition, the Board has added an
exception to clarify that where the curb
ramp length must exceed 15 feet (4.6 m)
to achieve a 1:12 (8.3%) running slope,
the curb ramp run length shall extend
at least 15 feet (4.6 m) and may have a
running slope greater than 1:12 (8.3%).
Curb ramps complying with the
exception to R304.3.1 need not exceed
15 feet.
The cross slope of parallel curb ramp
runs is 1:48 (2.1%) maximum
(R304.3.2). This provision was moved
from the common requirements for curb
ramps and blended transitions in the
proposed rule (NPRM R304.5.3).
The requirements for grade breaks
were moved out of the common
requirements section to the
perpendicular and parallel curb ramps
sections for clarity. Grade breaks at the
top and bottom of a curb ramp run must
be perpendicular to the direction of the
curb ramp run (R304.3.3). Grade breaks
are not permitted on the surfaces of curb
ramp runs and landings. Surface slopes
that meet at grade breaks must be flush.
There are no changes to this
requirement from the proposed rule.
Landings that are 48 inches (1220
mm) wide minimum by 48 inches (1220
mm) long minimum must be provided at
the bottom of parallel curb ramps
(R304.3.4). As discussed above, in the
proposed rule these landings were
referred to as ‘‘turning spaces’’ (NPRM
R304.3.1). In response to numerous
comments, the final rule eliminates a
proposed requirement for a larger
landing where the turning space was
constrained. The cross slope
requirements for parallel curb ramp
landings, which appeared in the
proposed rule at NPRM 304.5.3, have
been moved into the parallel curb ramp
section. Slope requirements have been
added for clarity.
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Blended Transitions (R304.4)
A blended transition is a wraparound
connection at a corner, or a flush
connection where there is no curb to cut
through, other than a curb ramp
(R104.3). A blended transition is
permitted in lieu of a curb ramp where
a pedestrian access route crosses a curb,
and where there is a flush connection
between the sidewalk or shared use path
and a crosswalk, such as at a raised
crossing. When designed properly, one
blended transition can serve all of the
crosswalks at an intersection corner.
The running slope of blended
transitions is 1:20 (5.0%) maximum
(R304.4.1).
The cross slope of a blended
transition must be equal to or less than
the cross slope of the crosswalk it serves
(R304.4.2). The final rule corrects an
error in the proposed rule indicating
that at certain pedestrian street
crossings, the cross slope of a blended
transition may equal the highway grade
(NPRM R304.5.3); this conflicted with
the cross slope provisions for certain
crosswalks. As explained above, the
cross slope provision was moved from
the common requirements for curb
ramps and blended transitions in the
proposed rule (NPRM R304.5.3) to
provide greater clarity.
In the final rule, the Board has added
a provision requiring a bypass where a
blended transition serving more than
one pedestrian circulation path has a
running slope greater than 1:48 (2.1%).
This is provided so that a pedestrian
with a disability may bypass the slope
of blended transition that the individual
does not need to use. Without a bypass
an individual with a disability may be
forced to unnecessarily traverse a corner
at a 1:20 (5.0%) cross slope. A bypass
for blended transitions was not included
in the proposed rule; individuals
contacting the Board for technical
assistance in implementing the
proposed guidelines brought this issue
to the attention of the Board.
Common Requirements (R304.5)
R304.5 specifies technical
requirements applicable to both curb
ramps and blended transitions.
Clear Width (R304.5.1)
The minimum clear width of curb
ramps and blended transitions not on
shared use paths is 48 inches (1220 mm)
(R304.5.1.1). The minimum clear width
of curb ramps and blended transitions
on shared use paths is the width of the
shared use path (R304.5.1.2).
In response to the SNPRM, the Board
received comments from a few local
government entities indicating concerns
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about the requirement that a curb ramp
or blended transition on a shared use
path be the same width as the shared
use path. One local government
commenter expressed concern that
motorists would mistake a full-width
curb ramp for a driveway. Another
indicated that a full width curb ramp
might be hard to achieve in an
alteration. Another indicated that
drainage, bridges, or utility poles might
preclude full compliance.
The Board notes that jurisdictions
have options to discourage motorists
from erroneously entering a shared use
path at a curb ramp, including signage
or properly installed bollards (see
R302.2.2). The Board further notes that
alterations subject to existing physical
constraints that make compliance with
applicable requirements technically
infeasible must comply with the
applicable requirements to the
maximum extent feasible (R202.3); in
new construction of undeveloped land,
the placement of drainage, bridges, or
utility poles should not be an issue. In
the SNPRM, the Board indicated that
the requirement that a curb ramp or
blended transition on a shared use path
be the same width as the shared use
path was similar to section 5.3.5 of the
AASHTO Guide for the Development of
Bicycle Facilities (2012). That provision
states that the opening of a shared use
path at a roadway should be the same
width as the shared use path itself.
While the Board considers the AASHTO
approach to be best practice and
anticipates that most jurisdictions will
maintain the same width of a shared use
path approaching a crosswalk,
especially in new construction on
undeveloped land, the language of
R304.5.3 does not preclude a
jurisdiction from tapering the width of
a shared use path as it approaches a
crosswalk. The clear width of the curb
ramp must be the width of the shared
use path at the place that the curb ramp
meets the shared use path.
Change of Grade (R304.5.2)
A change of grade is an abrupt
difference in the grades of two adjacent
surfaces. Change of grade is determined
by adding the two opposing slopes
together. Where a change of grade that
exceeds 13.3% occurs between a curb
ramp or blended transition and the
street or gutter, the final rule requires a
transition space, with a running slope of
1:48 (2.1%) maximum and a cross slope
no greater than the cross slope of the
crosswalk as specified by R302.5,
between the two surfaces that is a
minimum of 24 inches in depth in the
direction of pedestrian travel and the
full width of the curb ramp. This
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requirement is intended to prevent a
wheelchair from tipping over while
traversing an abrupt change of grade.
An accessible design firm commented
that the change of grade should be
limited to 11%. The Board
acknowledges that its Public Rights-ofWay Access Advisory Committee
recommended an 11% limit on change
of grade in its 2001 report. See Public
Rights-of-Way Advisory Committee,
supra, at 18. However, the proposed
change of grade has been 13% for many
years, as described below, and the
Access Board is not aware of safety
issues resulting from this practice.
The proposed rule addressed change
of grade as ‘‘Counter Slope’’ (NPRM
R304.5.4) and specified a 5% maximum
counter slope. Commenters requested
additional clarity with respect to this
provision. This provision has been
reworded for clarity, and also to add an
option for a change of grade that
exceeds 13.3% if a transitional space is
provided. However, the substantive
requirements have not changed; the
13.3% maximum is a function of the
1:12 (8.3%) upper limit on curb ramp
running slope (R304.2.1) and the 1:20
(5.0%) limit on grade of the pedestrian
access route (R302.4), which was the
permitted counter slope in the proposed
rule.
Crosswalks (R304.5.3)
To ensure equitable safety to
pedestrians with disabilities, in the final
rule the Board has added a separate
provision clarifying that curb ramps and
blended transitions must lead directly
into crosswalks. Specifically,
perpendicular curb ramp runs and
parallel curb ramp landings must be
contained wholly within the width of
the crosswalk they serve. In addition,
the full width of blended transitions at
shared use paths and 48 inches (1220
mm) of blended transitions at all other
pedestrian circulation paths must be
contained wholly within the width of
the crosswalks they serve. In the
proposed rule, the Board specified that
the clear area required at the bottom of
curb ramps be contained wholly within
the width of the crosswalk served
(NPRM R304.5.5). In light of the
confusion exhibited by commenters
with respect to the proposed clear area
provision, the Board has made explicit
the requirement that curb ramps and
blended transitions lead directly into
crosswalks.
Surfaces (R304.5.4)
In the final rule, the Board has added
a provision clarifying that surfaces of
curb ramps and blended transitions
must comply with the technical
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requirements for surfaces of pedestrian
access routes at R302.6; however,
changes in level as described at
R302.6.2 are not permitted.
R305 Detectable Warning Surfaces
Detectable warning surfaces are cane
detectable surfaces consisting of
truncated domes aligned in a square or
radial grid pattern. As indicated in
R205, detectable warning surfaces are
required at specified locations to warn
pedestrians who are blind or have low
vision that they are entering or exiting
a vehicular way, or that there is a drop
from a boarding platform into a track
street.
Two individual commenters and a
manufacturer of detectable warning
surfaces requested that the Board add
wayfinding elements to the technical
requirements for detectable warning
surfaces. The Board is aware that there
are detectable wayfinding surfaces that
exist that provide tactile directional
guidance. However, these serve a
different purpose than the detectable
warning surfaces required by ADAAG
and PROWAG, which serve to warn
pedestrians of the presence of a
vehicular way.
As described in the final regulatory
impact analysis, detectable warning
surfaces as described in the proposed
rule have been widely implemented
throughout the United States over the
past decade. FRIA at 13. Widespread
consistent implementation of detectable
warning surfaces coupled with the final
rule’s clarified requirement at R304.5.4
that curb ramps and blended transitions
lead directly into crosswalks will
provide additional wayfinding for
pedestrians who are blind or have low
vision. The Board will continue to
monitor developments in outdoor
wayfinding for possible future updates
to PROWAG.
Dome Size and Spacing (R305.1.1 and
R305.1.2)
The truncated domes on detectable
warning surfaces have a base diameter
of 0.9 inches (23 mm) minimum and 1.4
inches (36 mm) maximum, a top
diameter of 50 percent of the base
diameter minimum and 65 percent of
the base diameter maximum, and a
height of 0.2 inches (5.1 mm) (R305.1.1).
In the final rule, in consideration of
technical assistance inquiries received
by the Access Board since publication of
the proposed rule, the Board has added
a sentence clarifying that when
detectable warning surface tiles are cut
to fit, partial domes are permitted along
the cut edges.
With respect to spacing, truncated
domes have a center-to-center spacing of
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1.6 inches (41 mm) minimum and 2.4
inches (61 mm) maximum, and a baseto-base spacing of 0.65 inches (17 mm)
minimum, measured between the most
adjacent domes (R305.1.2). In the final
rule, the Board has added an exception
to clarify that when detectable warning
surfaces are cut to fit, center-to-center
spacing measured between domes
adjacent to cut edges may exceed the
spacing requirement up to twice the
normal spacing between domes
(R305.1.2 Exception 1). In addition, the
Board has added an exception to clarify
that dome spacing requirements do not
apply at a gap in a detectable warning
surface at an expansion joint, provided
that the detectable warning surface
aligns with both edges of the expansion
joint (R305.1.2 Exception 2). This
exception is particularly relevant to the
installation of detectable warning
surfaces on boarding platforms in the
public right-of-way.
An advocacy organization for people
who are blind commented that the
Board should restate the dome size with
exact specifications to ensure
uniformity and to avoid the potential
domes that are too large and close
together to be detected. The Board
maintains a narrow range in the
permitted dome size to account for the
various materials used for detectable
warning surfaces. Again, over the past
decade the proposed guidelines for
detectable warning surfaces have been
implemented by numerous jurisdictions
throughout the United States; the Board
is not aware of a detectability issue for
detectable warning surfaces made
within the required specifications.
A few other concerns were raised by
commenters regarding the truncated
dome design of detectable warning
surfaces: one individual indicated that
the truncated domes are too rough on
wheelchair users; another individual
asserted that the truncated dome design
is difficult to keep free of snow and ice;
and a regional association of engineers
was concerned that the spacing would
present a hazard to rollerbladers and
skateboarders. The Board is aware that
people who use wheelchairs typically
prefer smooth surfaces for rollability;
however, the Board must balance the
accessibility needs of individuals with
various types of disabilities. With
respect to the concern regarding
maintenance of detectable warning
surfaces, the Board notes that over the
past decade numerous jurisdictions that
experience winter weather have been
able to implement and appropriately
maintain detectable warning surfaces.
Further, the Board is not aware of
widespread hazards to rollerbladers and
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skateboarders posed by detectable
warning surfaces.
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Contrast (R305.1.3)
Detectable warning surfaces must
contrast visually with adjacent walking
surfaces, either light-on-dark or dark-onlight. Four commenters requested a
more specific measure of contrast, such
as 70%. Ten individual commenters,
three disability rights advocacy
organizations, and a pedestrian
advocacy organization requested that
the Board require that detectable
warning surfaces be ‘‘federal yellow.’’
The Board has carefully considered
these comments and declines to require
a specific color or contrast percentage.
The Board appreciates the desire for
measurable standards; however, the
percentage of contrast between surfaces
is difficult to measure in outdoor
environments that will have varying
lighting conditions throughout the day.
Further, as PROWAG does not specify a
color or building material for any
pedestrian surfaces, it would be difficult
to specify a single color that would
provide appropriate contrast in all
circumstances. For example, federal
yellow may provide less contrast with a
concrete sidewalk than a maroon or
black detectable warning surface. The
Board has concluded that contrast is
appropriately assessed on a case-by-case
basis in consideration of the building
materials used.
Size of Detectable Warning Surface
(R305.1.4)
Detectable warning surfaces must
extend 24 inches (610 mm) minimum in
the direction of pedestrian travel. The
width is specified depending on the
type of pedestrian facility where the
detectable warning surface is installed.
This provision has been restructured for
clarity. In the final rule, the Board has
clarified that at cut-through pedestrian
islands, the width of the detectable
warning surface is the full width of the
pedestrian circulation path; detectable
warning surfaces at pedestrian refuge
islands with curb ramps were already
covered under the specification for the
width of detectable warning surfaces at
curb ramps and blended transitions,
which is the full width of the curb ramp
run (excluding any flared sides),
blended transition, or landing.
In response to the proposed rule, the
Board received comments from one
individual and several local government
entities in California requesting that the
Board require a minimum of 36 inches
in the direction of pedestrian travel or
clarification as to whether 36 inches is
permitted under PROWAG. The Board
is aware that state requirements in
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California specify a 36-inch depth of
detectable warning surfaces at curb
ramps. See Cal. Code Regs. tit. 24,
§ 11B–705.1.2.2 (2022). Under
PROWAG, detectable warning surfaces
must extend a minimum of 24 inches in
the direction of pedestrian travel. No
maximum is stated; thus 36 inches is
permitted. The Board notes that the
requirement for a minimum of 24 inches
(610 mm) of detectable warning surface
in the direction of travel is supported by
research. See Public Rights-of-Way
Access Advisory Committee, supra, at
107 (describing the Committee’s
recommendation for a 24-inch (610 mm)
detectable warning surface). To
minimize the potential discomfort to
some wheelchair users who traverse
these surfaces, the Board seeks to
require only the minimum length
needed to provide adequate detectable
warning.
Location (R305.2)
Section R305.2, called ‘‘Placement’’ in
the NPRM, indicates specifically where
a detectable warning surface is to be
located at each of the places listed in
R205 where detectable warning surfaces
are required. In the final rule, the Board
has revised the title of Section R305.2 to
‘‘Location’’ and the language of this
section to address scenarios where there
is no curb. The Board uses the phrase
‘‘edge of pavement’’ to refer to the place
where the curb ramp or blended
transition meets the street.
In addition, the Board has added a
sentence stating that if a concrete border
is required for proper installation of a
detectable warning surface, a concrete
border not exceeding 2 inches is
permitted on all sides of the detectable
warning surface except where the
requirements at R305.2.1, R305.2.3, and
R305.2.4 specifically allow a setback of
six inches between the detectable
warning surface and the edge of
pavement. In the proposed rule, the
Board provided an advisory indicating
that where a concrete border is required
for proper installation of a detectable
warning surface, the border should not
exceed 2 inches (NPRM Advisory
R305.2). A local government in Texas
and an association of accessibility
professionals in Texas requested that
the Board allow a 4-inch border. A
design firm indicated that the Board
should allow 6 inches on either side of
the detectable warning surface, and a
local government requested a 2-inch
tolerance for the full width of a curb
ramp. The Board is not aware of
detectable warning surfaces requiring a
border larger than 2 inches for proper
installation. The option for up to a 6inch (150 mm) setback between the
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detectable warning surface and the edge
of pavement is provided to minimize
the potential for damage to detectable
warning surfaces during snow removal
operations.
In the final rule, the substantive
requirements for the location of
detectable warning surfaces (except for
the setback allowances described above)
at perpendicular curb ramps (R305.2.1),
parallel curb ramps (R305.2.2), blended
transitions (R305.2.3), pedestrian refuge
islands (R305.2.4), and sidewalk and
street-level rail boarding and alighting
areas (R305.2.7) are unchanged,
although the Board has clarified some of
the language. Specifically, the Board
removed the requirement in the NPRM
R305.2.1(2) that detectable warning
surfaces are to be placed within one
dome spacing of the bottom grade break.
The final rule requires that the
detectable warning surface be placed on
the ramp run at the bottom grade break.
With respect to pedestrian at-grade
rail crossings (R305.2.5), the Board has
added a sentence clarifying that
pedestrian gates must not overlap
detectable warning surfaces. With
respect to boarding platforms (R305.2.6),
the Board has added an exception
clarifying that where a curb is present,
such as is the case with some bus rapid
transit platforms, the detectable warning
surface may be placed at the back of
curb.
As described above in the discussion
of R205, the final rule specifies that
detectable warning surfaces be provided
at driveways controlled with yield or
stop control devices or traffic signals.
Thus, the Board has added a
corresponding technical provision at
R305.2.8 stating that detectable warning
surfaces at driveways controlled with
yield or stop control devices or traffic
signals are to be provided on the
pedestrian circulation path where the
pedestrian circulation path meets the
driveway.
In response to the NPRM, the Board
received various comments on the
location of detectable warning surfaces
at curb ramps. With respect to
perpendicular curb ramps, two local
government commenters requested
clarification as to the placement of
detectable warning surfaces at
commercial driveways. For driveways
where detectable warning surfaces are
required, jurisdictions must follow any
of the options for perpendicular curb
ramps as appropriate. A level transition
between the pedestrian access route and
the driveway is treated as a blended
transition.
In response to comments regarding
the placement of detectable warning
surfaces on perpendicular curb ramps at
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a corner, in R305.2.1.(B) the Board
changed ‘‘either end’’ to ‘‘both ends’’ for
clarity. The Board received a comment
asserting that the permitted 60-inch
(1525 mm) setback was too great, while
another requested an 8-foot setback
instead. The Board notes that a setback
of 5 feet is appropriate because it is still
close enough to the curb to provide
accurate notice of an imminent
vehicular way and allow use of audible
cues for crossing.
With respect to the location of
detectable warning surfaces at parallel
curb ramps, two commenters raised
concerns regarding the clarity of the use
of the terms ‘‘flush transition’’ and
‘‘turning space’’ in this context. In the
final rule, these terms have been
replaced (see R305.2.2). Two state DOTs
expressed concerns regarding the clarity
of the provision describing the location
of the detectable warning surfaces at
blended transitions. The Board has
revised this language for clarity (see
R305.2.3).
The Board also received comments
regarding the location for the detectable
warning surface at pedestrian at-grade
rail crossings. Two state DOTs and a
state public utilities commission
expressed concern that 72 inches from
the centerline of the nearest rail is too
close to the rail to place the detectable
warning. The Board notes that this
provision provides a range that allows
the detectable warning surface to be
placed between 72 inches (1830 mm)
and 15 feet (4.6 m) from the centerline
of the nearest rail. This range applies to
light rail and freight train crossings.
Seventy-two inches (1830 mm) is
appropriate for some light rail crossings;
the Board concurs that freight crossings
would likely be placed farther back from
the rail. The Board is confident that
jurisdictions will apply appropriate
safety considerations for particular
crossings when determining where to
place the detectable warning surface
within the required range.
Two advocacy organizations for
persons with disabilities expressed
concern about how close the detectable
warning surface would be placed to
pedestrian gates at pedestrian at-grade
rail crossings. In response, the Board
added language clarifying that
pedestrian gates must not overlap
detectable warnings (R305.2.5).
The Board received three comments
requesting that it clarify the meaning of
‘‘boarding platform,’’ as used in
R305.2.6 so that it is clear that the Board
does not intend for detectable warning
surfaces to be placed at standard
sidewalk-level bus stops. In the final
rule, the Board added a definition of
‘‘boarding platform’’ at R104.3, which
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clarifies that boarding platforms are
platforms ‘‘raised above standard curb
height.’’
R306 Crosswalks
The technical requirements for
crosswalks address the required
pedestrian signal phase timing and
accessible walk indication, as well as
specifications for crosswalks at
roundabouts and channelized turn
lanes.
Pedestrian Signal Phase Timing (R306.2)
Where pedestrian signal indications
are provided at a crosswalk, the
pedestrian signal phase timing is based
on a pedestrian clearance time that is
calculated using a pedestrian walking
speed of 3.5 ft/s (1.1 m/s) or less from
the location of the pedestrian push
button to a pedestrian refuge island or
the far side of the traveled way. This is
the same walking speed proposed in the
NPRM.
Four state DOTs and ten local
government entities objected to this
provision in the NPRM, pointing out
that in the MUTCD this walk speed
appears as guidance (MUTCD 4E.06
paragraph 7) and is thus not required.
These jurisdictions would like to use
engineering judgment to determine the
clearance time, expressing potential
issues that might result from longer
clearance times, such as an increase in
air pollution from vehicular delays,
jaywalking, and red light running. Six
disability rights advocacy organizations
requested that pedestrian clearance
times be calculated using a slower
walking speed of 3.0 ft/s to 3.25 ft/s.
The Board has carefully considered
the comments received on this issue. In
the final rule, the Board has maintained
the requirement that pedestrian
clearance time be calculated using a
walking speed of 3.5 ft/s (1.1 m/s) or
less, and further requires that the walk
interval be 7 seconds minimum.
In addition, the final rule states that
where the pedestrian clearance time is
calculated to a pedestrian refuge island,
an additional pedestrian push button or
passive detection device must be
provided on the pedestrian refuge
island. This was a proposed
requirement that comes directly from
MUTCD section 4E.08 paragraph 13,
which was incorporated by reference in
the NPRM (NPRM R209.1).
In using a walking speed of 3.5 ft/s
(1.1 m/s), the Board seeks to balance the
traffic management concerns of state
and local jurisdictions while ensuring
that pedestrians with disabilities are
afforded sufficient time to traverse a
crosswalk. The Board notes that in 2009,
FHWA made a research-based decision
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to revise the MUTCD recommended
walking speed for calculating pedestrian
clearance times.14 The Board
acknowledges that disability rights
advocacy organizations cited an AAA
Foundation study that found that
pedestrians with mobility impairments
who do not use wheelchairs had an
average walking speed of 3.30 ft/s (1.01
m/s), but also found that a walking
speed of 3.5 ft/s would generally
accommodate a 15th percentile older
adult.15 However, a more recent study
found a 3.41 ft/s (1.04 m/s) walking
speed for pedestrians with physical
disabilities at unsignalized
crosswalks.16 The Board concludes that
the combination of a 7-second minimum
walk interval and a pedestrian clearance
time based on a 3.5 ft/s (1.1 m/s)
walking speed will provide sufficient
crossing time for most persons with
disabilities. This requirement should
not cause significant vehicular delays.17
Further, in the final rule, the Board
incorporated another option from
MUTCD section 4E.06 paragraph 8 in an
exception allowing a faster walking
speed to be used if a passive detection
device is provided that automatically
adjusts the pedestrian clearance time
based on the pedestrian’s actual
clearance of the crosswalk (R306.2
Exception). These devices tailor the
clearance to the actual presence of the
pedestrian in the crosswalk.
One state DOT and one local
government commenter, as well as the
National Committee on Uniform Traffic
Control Devices, requested that the
Access Board add a provision allowing
a 4 ft/s walking speed where an
extended pushbutton press allows
additional time. This is an option under
MUTCD section 4E.06 paragraph 8. The
Board declines to allow jurisdictions to
raise the walking speed to 4 ft/s where
an extended pushbutton press is
provided as pedestrians may not be
aware that they need additional time
until they are already in the crosswalk.
However, as noted above, the Board has
provided additional flexibility for
14 National Standards for Traffic Control Devices;
the Manual on Uniform Traffic Control Devices for
Streets and Highways; Revision 74 FR 66730, 66822
(Dec. 16, 2009) (codified at 23 CFR part 655).
15 AAA Foundation for Traffic Safety, Pedestrian
Signal Safety for Older Adults, 18 (2007) available
at https://aaafoundation.org/wp-content/uploads/
2018/02/PedestrianSignalSafety
OlderPersonsReport.pdf.
16 Albert Forde & Janice Daniel, Pedestrian
Walking Speed at Un-signalized Midblock
Crosswalk and Its Impact on Urban Street Segment
Performance, 8 J.of Traffic and Transportation Eng.,
57 (2021) available at https://
www.sciencedirect.com/science/article/pii/
S209575641830415X.
17 See AAA Foundation for Traffic Safety,
Pedestrian Signal Safety for Older Adults at 19.
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jurisdictions if a passive detection
device is used that auto-adjusts to the
pedestrian’s actual clearance of the
crosswalk. See R306.2 Exception.
As noted above, in the final rule text,
the Board has specified a requirement
that the walk interval be 7 seconds
minimum for all signalized crosswalks,
which is the length recommended by
the MUTCD. Manual on Uniform Traffic
Control Devices for Streets and
Highways (MUTCD) 2009 Edition, 4E.06
paragraph 11. The MUTCD provides
guidance indicating that walk intervals
as short as 4 seconds may be used where
pedestrian volumes and characteristics
do not require a 7-second walk interval;
however, walk intervals of less than 7
seconds do not provide a sufficient
amount of time for many people with
disabilities to leave the curb as they
need to wait for a curb ramp to be clear
and then navigate down the ramp.
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Accessible Walk Indication (R306.3)
An accessible walk indication
complying with the technical
requirements at R308.2 must have the
same duration as the walk interval.
However, where the pedestrian signal
rests in ‘‘walk,’’ the accessible walk
indication may be limited to the first 7
seconds of the walk interval. If the
pedestrian signal is resting in walk and
there is sufficient time remaining to
provide an accessible walk interval
before the beginning of the pedestrian
change interval, the accessible walk
indication may be recalled by a button
press (R306.3 Exception). This
requirement is based on MUTCD section
4E.11, which was among the sections of
the MUTCD incorporated by reference
in the proposed rule. In consultation
with USDOT, the Board has slightly
revised the second sentence of the
exception from the MUTCD language to
clarify that the accessible walk interval
may be recalled only when there is
sufficient time remaining for a full walk
interval before the pedestrian change
interval begins. This change ensures
that an accessible walk indication is
provided only when there is enough
crossing time remaining to disembark
the sidewalk and fully cross the street.
Roundabouts (R306.4)
Section R306.4 specifies the edge
detection and crosswalk treatments
required at roundabouts. A roundabout
is a circular intersection with yield
control at entry, which permits a vehicle
on the circulatory roadway to proceed,
and with deflection of the approaching
vehicle counter-clockwise around a
central island (R104.3).
Several commenters requested an
explanation as to why edge detection
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treatments are needed at roundabouts
but not elsewhere. Edge detection
treatments are required at roundabouts
to assist pedestrians who are blind or
have low vision to locate the crosswalk
(R306.4.1). At roundabouts, the
orientation of the crosswalks to the
circular roadway eliminates traditional
tactile cues at crosswalks inherent to
standard rectilinear intersections. In
addition, the continuous circular traffic
flow at these unsignalized crosswalks
obscures the audible cues that
pedestrians who are blind would
otherwise use to detect a crossing and
gaps in the traffic. Thus, edge detection
treatments are needed to ensure that
pedestrians who are blind or have low
vision have the same opportunity to use
a crosswalk at a roundabout as
individuals with vision.
There are two options to ensure that
crosswalks at roundabouts are
detectable. The pedestrian circulation
path can be separated from the curb,
crosswalk to crosswalk, with
landscaping or another nonprepared
surface 24 inches (610 mm) wide
minimum (R306.4.1.1). Alternatively,
where sidewalks are flush against the
curb, a continuous and detectable
vertical edge treatment must be
provided along the street side of the
sidewalk wherever pedestrian crossing
is not intended (R306.4.1.2). The bottom
of the vertical edge treatment can be no
higher than 15 inches (380 mm)
maximum above the walking surface of
the pedestrian circulation path.
In the proposed rule, the Board
addressed continuous and detectable
edge treatment at curb-attached
sidewalks (NPRM R306.3.1). In the final
rule, the Board has clarified that the
other option is separation between the
curb and the pedestrian circulation path
by landscaping or nonprepared surface
(R306.4.1.1).
The Board’s reference in the proposed
rule (NPRM R306.3.1) to chains,
fencing, and railings created confusion
for commenters and others who have
sought technical assistance from the
Board regarding vertical edge detection.
The Board indicated a maximum height
for the bottom edge of these treatments
but did not intend to convey that these
are the only options for vertical edge
detection that jurisdictions may use.
Consequently, in the final rule, the
Board has removed the reference to
chains, fencing and railings. The Board
will provide examples of vertical edge
detection options in its technical
assistance materials.
Two state DOTs and one engineer
commented that a standard or raised
curb should be a sufficient indication
that crossing is not intended. A standard
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or raised curb does not provide
sufficient indication that a crossing is
not intended. Four state DOTs
expressed concern that vertical edge
treatments would negatively impact
snow removal operations. The Board
notes that jurisdictions that have these
concerns may opt for separation instead
of a vertical edge treatment. One state
DOT requested that cobblestone
treatment be permitted for separation.
Cobblestone surfaces are prepared
surfaces that are used in existing
facilities for pedestrian circulation.
Thus, they are not useful for wayfinding
because they are easily mistaken for a
walking surface. See e.g., Transportation
Research Board, NCHRP 3–78b:
Guidelines for the Application of
Crossing Solutions at Roundabouts and
Channelized Turn Lanes for Pedestrians
with Vision Disabilities at 3–2 (showing
a blind pedestrian mistaking a
cobblestone separation for a walking
surface at a roundabout).
The Board observes that while several
state DOTs and local government
commenters expressed concern
regarding the implementation or need
for detectable edge treatment at
roundabouts, over 150 individuals, five
disability rights organizations, and one
local government official commented in
support of a requirement for edge
detection at roundabouts. The Board is
confident that persons with disabilities
need edge detection for equitable use
and safety of pedestrian facilities at
roundabouts.
Crosswalks at multi-lane segments of
roundabouts and multi-lane
channelized turn lanes require one or
more of the following treatments: a
traffic control signal with a pedestrian
signal head; a pedestrian hybrid beacon;
a pedestrian actuated rectangular rapid
flashing beacon; or a raised crossing
(R306.4.2 and R306.5). The requirement
for crosswalk treatments at multi-lane
roundabouts is discussed in the Major
Issues section above. For the same
accessibility reasons that these
treatments are needed at roundabout
crossings, they are also needed at multilane channelized turn crossings.
Accordingly, the Board has included
that requirement at R306.5.
R307 Pedestrian Pushbuttons and
Passive Pedestrian Detection
An accessible pedestrian signal is a
device that communicates information
about pedestrian signal timing in nonvisual formats such as audible tones or
speech messages, and vibrating surfaces.
In the proposed rule, technical
requirements for accessible pedestrian
signals were incorporated by reference
from the MUTCD. Specifically, the
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proposed rule indicated that accessible
pedestrian signals and pushbuttons
would comply with MUTCD sections
4E.08 through 4E.13. A rehabilitation
design firm and a state DOT requested
that the Board clarify whether the
MUTCD provisions were required or
recommended, and three disability
rights advocacy organizations expressed
concern that engineering judgement
would be permitted in a jurisdiction’s
implementation of the incorporated
MUTCD provisions. In addition, one
engineering association requested that
the requirements be consistent with the
MUTCD.
The Board concurs that additional
clarification as to the technical
requirements for accessible pedestrian
signals is appropriate and has thus
added technical sections for pedestrian
pushbuttons and passive pedestrian
detection (R307) and accessible
pedestrian signal walk indications
(R308) directly to the rule text, based on
the technical requirements of the
MUTCD sections referenced in the
proposed rule. The MUTCD sections are
not incorporated by reference. The
requirements are generally consistent
with the MUTCD, as described in the
provision-specific discussions below;
however, the language used in the final
rule text clarifies that these
requirements are mandatory.
In general, accessible pedestrian
signals have three features: (1) a method
of activation, which is either a
pushbutton that activates accessible
features when pressed or a passive
pedestrian detection device that uses
technology to detect the presence of
pedestrians and then automatically
activates accessible features; (2) a device
that provides audible indications of
visual pedestrian signals for people who
are blind or have low vision; and (3) a
pushbutton with a tactile arrow that
provides vibrotactile cues to individuals
who are deaf and also blind or have low
vision. These three features may be
integrated into one device or presented
in multiple devices that work together
as a system. Operable parts must
comply with technical requirements for
operable parts at R403 (R307.1).
Activation (R307.2)
Pedestrian push buttons and passive
detection devices activate the accessible
pedestrian signals and, where
applicable, the walk interval. This
provision was incorporated by reference
in the proposed rule from MUTCD
section 4E.09 paragraph 13, but referred
only to pedestrian push buttons. In the
final rule, the Board revised the
language to clarify that push buttons or
passive detection will activate the
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accessible pedestrian signals and walk
interval, where applicable. In addition,
the language of the proposed MUTCD
provision suggested that pushbuttons
were optional, which was inconsistent
with the language of NPRM R209.1
indicating that pushbuttons are
required. The revised language in the
final rule removes this inconsistency,
clarifying that pedestrian push buttons
are required.
Extended Push Button Press (R307.3)
Where an extended push button press
is used to provide additional features, a
push button press of less than one
second actuates only the pedestrian
timing and any associated accessible
walk indication, and a push button
press of one second or more actuates the
pedestrian timing, any associated
accessible walk indication, and any
additional features. If additional
crossing time is provided by means of
an extended pushbutton press, a sign so
indicating shall be mounted adjacent to
or integral with the pedestrian push
button. This provision is taken from
MUTCD section 4E.13 paragraph 2.
Location (R307.4)
Pedestrian push buttons must be
located no greater than 5 feet from the
side of a curb ramp run or the edge of
the farthest associated crosswalk line
from the center of the intersection
(R307.4). Pedestrian push buttons must
be located between 1.5 and 10 feet from
the edge of the curb or pavement. The
purpose of this provision is to ensure
that push buttons are placed in close
proximity to the crosswalk they serve as
individuals who need the tactile
features will need to stand next to the
push button while awaiting the walk
interval, and often the audible signals
emanate from the push button housing.
This provision is taken from MUTCD
4E.08 paragraph 4, which states that
pedestrian pushbuttons should be
located between 1.5 and 6 feet from the
edge of the pavement and 4E.08
paragraph 6, which states that where
physical constraints prevent that
location, the pushbutton should not be
farther than 10 feet from the edge of
curb or pavement. The Board agrees that
placing the pushbutton between 1.5 and
6 feet from the edge of curb or pavement
is preferable but has extended the
requirement to 10 feet in
acknowledgment that the geometry of
some intersections, even in new
construction, will necessitate placement
further than 6 feet from the edge of curb
or pavement.
Where two pedestrian push buttons
are provided on the same corner, they
must be 10 feet or more apart; however,
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in alterations where it is technically
infeasible to provide 10 feet of
separation between pedestrian push
buttons on the same corner, the
pedestrian pushbuttons may be closer
together and a pedestrian push button
information message complying with
R308.3.2 must be provided (R307.4.1).
This provision is taken from MUTCD
sections 4E.08 paragraphs 7 and 8 and
4E.10 paragraph 3. Two local
government commenters and AASHTO
expressed concern regarding the
requirement for 10 feet of separation
between pedestrian push buttons on the
same corner. The Board notes that in the
final rule this requirement applies to
new construction on undeveloped land.
Pedestrian push buttons that are added
to existing rights-of-way are considered
alterations, and alterations subject to
existing physical constraints that make
compliance with applicable
requirements technically infeasible
must comply with the applicable
requirements to the maximum extent
feasible (R202.3).
Push Button Orientation (R307.5)
The face of the push button must be
aligned parallel to its associated
crosswalk. This alignment ensures that
the tactile arrow points in the direction
of pedestrian travel, and provides
uniformity for wayfinding. This
provision is taken from MUTCD section
4E.08 paragraph 4.
Audible and Vibrotactile Walk
Indications for Pedestrian Signal Heads
(R307.6)
Pedestrian push buttons or passive
detection devices must activate audible
and vibrotactile walk indications
complying with R308. This requirement
specifies that both audible and
vibrotactile indications are required,
and is taken from MUTCD section 4E.11
paragraph 2.
Audible and Vibrotactile Indication for
Pedestrian Activated Warning Devices
Without a Walk Indication (R307.7)
Where a pedestrian push button or a
passive detection device is provided for
pedestrian activated warning devices,
such as rectangular rapid flashing
beacons, the pedestrian push button or
passive detection device must activate a
speech message that indicates the status
of the beacon in lieu of an audible walk
indication. The speech message volume
must comply with requirements stated
at R308.4. Where a pedestrian push
button is provided, it must not include
vibrotactile features indicating a walk
interval.
This provision clarifies the type of
accessible indications that are required
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for pedestrian activated warning
devices. Pedestrian activated warning
devices, such as rectangular rapid
flashing beacons, do not stop traffic.
Rather they provide flashing lights that
draw drivers’ attention to the crosswalk
to warn them of the presence of
pedestrians. Because these devices do
not stop traffic, there is no walk
interval, and thus no audible or
vibrotactile walk indication. An audible
or vibrotactile walk indication would
falsely convey to a pedestrian who is
blind or has low vision that the traffic
has been stopped by a traffic control
device. Instead, the speech message will
state the status of the beacon, such as
the beacon is flashing or the beacon has
been activated, which is consistent with
the visual indications of the device.
Locator Tone (R307.8)
Pedestrian push buttons must have a
locator tone complying with R307.8.
This provision is taken from MUTCD
section 4E.12 paragraph 2. The locator
tone is a sound that emanates from the
push button housing that enables
individuals who are blind or have low
vision to locate the push button.
Locator tones have a duration of 0.15
seconds or less and repeat at one-second
intervals except when another audible
indication from the same device is
active (R307.8.1). This requirement is
taken from MUTCD section 4E.12
paragraph 4. To avoid a scenario in
which multiple sounds are
simultaneously emanating from the
same device, the Board has added
language clarifying that when another
audible indication from the same device
is active, the locator tone is to be
silenced. The Board has also added an
exception allowing the locator tone to
be silenced if a passive detection system
activates the locator tone when a
pedestrian is within a 12-foot radius of
the pedestrian push button. This
addresses some commenter concerns
regarding sounds bothering nearby
residents. However, the Board also notes
that those concerns are likely no longer
an issue due to evolving technology;
when the proposed rule was published,
speakers were placed closer to the
pedestrian signal heads, and were not
typically integrated into the pedestrian
push button device as they are now.
This resulted in louder audible cues
than those that emanate from today’s
devices.
Pedestrian push button locator tones
must be intensity responsive to ambient
sound and audible 6 to 12 feet from the
push button, or to the building line,
whichever is less (R307.8.2). The push
button locator tone must be louder than
ambient sound up to a maximum
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volume of 5 dBA louder than ambient
sound. Automatic volume adjustment in
response to ambient traffic sound level
is capped at a maximum volume of 100
dBA. This requirement is taken from
MUTCD sections 4E.11 paragraphs 9
and 10 and 4E.12 paragraph 6.
Section R307.8.3 requires that where
audible beaconing is used, the volume
of the push button locator tone during
the pedestrian change interval of the
called pedestrian phase be increased
and operated in one of the following
ways: the louder audible walk
indication and louder locator tone
comes from the far end of the crosswalk,
as pedestrians cross the street; the
louder locator tone comes from both
ends of the crosswalk; or the louder
locator tone comes from an additional
speaker that is aimed at the center of the
crosswalk and that is mounted on a
pedestrian signal head. This
requirement is taken from MUTCD
section 4E.13 paragraph 8.
When the traffic control signal is
operating in a flashing mode, pedestrian
push button locator tones must remain
active, and the pedestrian push button
must activate a speech message that
communicates the operating mode of
the traffic control signal (R307.8.4).
Where traffic control signals or
pedestrian hybrid beacons are activated
from a flashing or dark mode to a stopand-go mode by pedestrian actuations, a
speech message communicating the
operating status of the traffic control
signal is not required. Flashing mode
refers to when traffic signals flash either
red or yellow, often late at night when
traffic volumes are reduced, or at
intersections in rural areas with low
regular traffic flow.
Requirements for push button locator
tones are addressed at MUTCD section
4E.12 paragraph 5. The MUTCD states
that push buttons must be deactivated
when the traffic control signal is in
flashing mode. In response to comments
from a national disability rights
advocacy organization that emphasized
the importance of visual information
being provided in non-visual format for
pedestrians who are blind or have low
vision, the Board has explicitly deviated
from the MUTCD’s approach in this
instance to ensure that pedestrians who
are blind or have low vision can access
information regarding the status of the
traffic control device.
Tactile Arrow (R307.9)
Pedestrian push buttons must have a
tactile arrow with high visual contrast
that is aligned parallel to the direction
of travel on their associated crosswalks.
This requirement is taken from MUTCD
4E.12 paragraph 1.
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R308 Accessible Pedestrian Signal
Walk Indications
Audible and vibrotactile walk
indications are provided by accessible
pedestrian signals during a walk
interval. The walk interval occurs when
a traffic control device signals traffic to
stop and a pedestrian signal head
signals to pedestrians, using the
illuminated ‘‘walking person’’ visual
signal, to exit the curb and begin to
cross the street. The remainder of the
time allotted for pedestrians to complete
the crossing is called the ‘‘pedestrian
change interval,’’ and is signaled by an
illuminated flashing ‘‘upraised hand.’’
The technical requirements in section
R308 pertain mostly to the audible and
vibrotactile cues during the walk
interval. The Board acknowledges and
concurs with commenters’ requests for
standardization with respect to audible
cues. These requirements will provide
standardization with respect to the type
of sound, pattern of speech message,
and volume of the audible cues
provided.
Audible and Vibrotactile Walk
Indications (R308.2)
Accessible pedestrian signals have an
audible and vibrotactile walk indication
during the walk interval only. The
audible walk indication must be audible
from the beginning of the associated
crosswalk. During the pedestrian change
interval, audible cues of the accessible
pedestrian signals revert to the
pedestrian push button locator tone.
This requirement is taken from MUTCD
sections 4E.11 paragraphs 4 and 25.
Audible Walk Indications (R308.3)
There are two types of audible walk
indications: a percussive tone (R308.3.1)
and a speech walk message (R308.3.2).
A percussive tone is required where an
accessible pedestrian signal is provided
at a single crossing or where two
accessible pedestrian signals are 10 feet
or more from each other at a corner. The
percussive tone repeats eight to ten ticks
per second with multiple frequencies
and a dominant component at 880 Hz.
In alterations, where it is technically
infeasible to provide 10 feet separation
between pedestrian push buttons on the
same corner, the audible walk
indication for each signal is a speech
walk message that complies with
R308.3.2. These requirements are taken
from MUTCD section 4E.11 paragraphs
7 and 8.
Several commenters objected to the
‘‘chirping’’ noise that was used by early
accessible pedestrian signals. The Board
notes that the final rule prescribes either
a percussive tone or an audible speech
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message depending on the
circumstances; chirping noises are not
permitted.
The Board carefully considered
comments on the format of audible walk
indications from two national advocacy
organizations for people who are blind
or have low vision. Both organizations
requested that the audible walk
indications be limited to speech
messages to ensure that the same
information available to a sighted
pedestrian is provided to a pedestrian
who is blind or has low vision.
In the absence of additional
significant research studies regarding
audible walk indications, the Board has
accepted the MUTCD’s preference for
percussive tones over speech messages.
The Board notes that MUTCD adopted
this approach based on research that
concluded that speech walk indications
were not understandable to pedestrians
under all ambient sound conditions. See
Transportation Research Board, NCHRP
Document 117B: Guidelines for
Accessible Pedestrian Signals: Final
Report, 91–92 (2007) available at
https://onlinepubs.trb.org/onlinepubs/
nchrp/nchrp_w117b.pdf. The principal
purpose of visual pedestrian signal
heads is to provide safety to pedestrians
who are crossing the street by informing
pedestrians of the walk interval, that is,
the interval during which they are to
step off the curb so that they have
sufficient time to cross the street before
the traffic light changes. In accepting the
MUTCD’s preference for percussive
tones, the Board is prioritizing audible
communication of the walk indication
over other information, and the
available research indicates that the
percussive tone is more widely audible
across various ambient sound
conditions. Id.
The Board acknowledges that this
approach does not wholly address
issues that may face pedestrians who are
blind or have low vision, as they are not
provided with the same information that
is provided visually, specifically the
pedestrian countdown. Consequently,
persons who are blind or have low
vision approaching a crosswalk during
the pedestrian clearance interval will
not know how many seconds remain
and may then wait an entire cycle for
the audible walk indication even if they
would have had sufficient time to cross.
The Board will encourage additional
research regarding speech messages at
crosswalks, including the viability of an
audible pedestrian countdown.
Jurisdictions have the option of
providing speech information messages
at a pedestrian signal, regardless of
whether it is a pretimed signal or
actuated with the pedestrian push
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button or passive detection; however,
the speech information message may
only be actuated when the walk interval
is not timing (R308.3.2.1). Speech
information messages provide
wayfinding assistance for persons who
are blind or have low vision and can be
especially helpful at intersection
corners with multiple crossings. If
provided, the speech message must
begin with the term ‘‘Wait,’’ followed by
intersection identification information
modeled after: ‘‘Wait to cross Broadway
at Grand.’’ Information on intersection
signalization or geometry may also be
provided after the intersection
identification information.
Where a speech walk message is used
as the audible walk indication, it must
use the following patterns. At
intersections having pedestrian phasing
that is concurrent with vehicular
phasing, the speech message must be
patterned after the model: ‘‘Broadway.
Walk sign is on to cross Broadway.’’
(R308.3.2.2). At intersections with
exclusive pedestrian phasing, meaning
that traffic is stopped in all directions
while pedestrians cross in all directions,
the speech message must be patterned
after the model: ‘‘Walk sign is on for all
crossings’’ (R308.3.2.3). Where a pilot
light is provided, the speech message
‘‘Wait’’ must be provided if actuated
while the walk interval is not timing
(R308.2.3.4). These speech message
requirements come from MUTCD
sections 4E.11 paragraphs 18 and 19 and
4E.08 paragraph 17.
Volume (R308.4)
Audible walk indications must be
louder than ambient sound, up to a
maximum volume of 5 dBA louder than
ambient sound. For automatic volume
adjustment in response to ambient
traffic sound, the maximum volume is
100 dBA. Where audible beaconing is
provided in response to an extended
push button press, the beaconing can
exceed 5 dBA louder than ambient
sound; however, the maximum volume
remains 100 dBA. Volume requirements
come from MUTCD section 4E.10
paragraphs 9 and 10.
Vibrotactile Walk Indication (R308.5)
The pedestrian push button must
vibrate during the walk interval. People
who use vibrotactile cues, such as
people who are both deaf and blind,
will stand with their hand on the
pedestrian push button until it vibrates
indicating the walk interval. The only
vibrotactile cue provided is the walk
interval. The vibrotactile walk
indication requirement comes from
MUTCD section 4E.11 paragraph 3.
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R309 Transit Stops and Transit
Shelters
The technical requirements for transit
stops and transit shelters, which appear
at NPRM section 308 in the proposed
rule, are largely based on provisions for
transit facilities in the 2004 ADA and
ABA Guidelines.
Transit Stops (R309.1)
A transit stop is defined in the final
rule as, ‘‘An area that is designated for
passengers to board or alight from buses,
rail cars, and other transportation
vehicles that operate on a fixed route or
scheduled route, including bus stops
and boarding platforms. This definition
does not include intercity rail except
where a stop is located in the public
right-of-way.’’ (R104.3). This includes,
but is not limited to, all bus stops, bus
rapid transit stops, and streetcar stops
on fixed or scheduled routes in the
public right-of-way. It also includes
intercity rail stops located in the public
right-of-way, such as flag stops. An
alteration to a transit stop will trigger
these technical requirements, including
alterations to bus stops that currently
have no features other than signage.
Boarding and alighting areas at
sidewalk or street-level must comply
with technical requirements specific to
boarding and alighting areas for slope
and dimensions, as well as common
requirements for all transit stops, and
must serve each accessible vehicle entry
and exit (R309.1.1, R309.1.3). Where a
transit shelter is provided, the boarding
and alighting area can be located within
or outside the shelter.
The proposed rule required that
transit stops serving multicar vehicles
have technically compliant boarding
and alighting areas for each vehicle
(NPRM R308.1.1). In the final rule, the
Board has replaced this language with a
more precise requirement that a
compliant boarding and alighting area
serve each accessible vehicle entry.
A state DOT requested that the Board
incorporate language indicating that
entities comply with this requirement
‘‘to the extent that the construction
specifications are within their control,’’
which is language that the U.S.
Department of Transportation added to
modify its adoption of 810.2.2 of
Appendix D to 36 CFR part 1191. See
49 CFR part 37, Appx. A. The Board
expects that entities will coordinate to
comply with accessibility requirements
in the public right-of-way, and thus
declines to add this language. However,
enforcement-related issues may be
addressed by USDOT’s separate
rulemaking adopting these guidelines.
Boarding and alighting areas must
have a clear length of 96 inches (2440
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mm) minimum, measured
perpendicular to the face of the curb or
street edge, and a clear width of 60
inches (1525 mm) minimum, measured
parallel to the street. These are the same
substantive requirements proposed in
the NPRM (NPRM R308.1.1.1). In
response to the NPRM, five local
government entities and one state DOT
expressed concern that 8 feet of clear
space would not be feasible at existing
shuttle stops, and a state DOT requested
to orient the boarding and alighting area
in the other direction to accommodate
limited right-of-way. The orientation of
boarding and alighting areas is
important because the dimensions as
specified accommodate deployment of a
lift or ramp. The Board notes that
alterations, including transit stops that
are added to existing right-of-way, are
required to comply with the applicable
requirements to the maximum extent
feasible where existing physical
constraints make compliance with these
requirements technically infeasible
(R202.3). The Board thus anticipates
that there will be instances in existing
right-of-way where full compliance of
the 96-inch length will not be achieved.
The slope of boarding and alighting
areas measured parallel to the street
must be the same as the grade of the
street (R309.1.1.2). The slope of
boarding and alighting areas measured
perpendicular to the street must be 1:48
(2.1%) maximum. There are no
substantive changes to this provision
from the proposed rule. The provision
has been retitled ‘‘slope,’’ as the term
‘‘grade,’’ which was used in the
proposed rule, connotes a specific
direction of pedestrian travel.
Boarding platforms in the public
right-of-way must comply with
technical requirements for platform and
vehicle coordination (R309.1.2.1) and
slope (R309.1.2.2) as well as common
requirements for all transit stops
(R309.1.3). The final rule defines
‘‘boarding platform’’ as ‘‘[a] platform
raised above standard curb height used
for transit vehicle boarding and
alighting’’ (R104.3). Standard curb
height is defined as, ‘‘[t]he typical
height of a curb according to local
standards for a given road type, but
usually between 3 inches (75 mm) and
9 inches (230 mm) high relative to the
surface of the roadway or gutter’’
(R104.3). Examples of boarding
platforms in the public right-of-way
include, but are not limited to, bus rapid
transit stops or streetcar stops where the
boarding and alighting area is higher
than the standard curb height. This may
include places where the stop is on the
sidewalk, but the sidewalk is raised
higher than the standard curb height.
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Boarding platforms must be
positioned to coordinate with vehicles
in accordance with DOT’s applicable
requirements in 49 CFR parts 37 and 38,
which require the height of the vehicle
floor and the platform to be coordinated
so as to minimize vertical and
horizontal gaps. There is no change to
this requirement from the proposed
rule.
The slope of boarding platforms
measured parallel to the track or street
must be the same as the grade of the
track or street, while the slope of the
boarding platform measured
perpendicular to the track or street must
be 1:48 (2.1%) maximum. This is a
change from the proposed rule, which
required the slope to be 2% maximum
in each direction for new construction.
Upon consideration, the Board has
concluded that similar to boarding and
alighting areas at street level, the slope
of boarding platforms measured parallel
to the street or track must be the same
as the grade of the track or street even
in new construction.
Boarding and alighting areas and
boarding platforms must comply with
surface characteristics stated at R302.6
(R309.1.3.1). In new construction on
undeveloped land, boarding and
alighting areas and boarding platforms
connect to pedestrian access routes in
accordance with R203.2. In alterations,
boarding and alighting areas and
boarding platforms must connect to
existing pedestrian circulation paths by
pedestrian access routes complying with
R302 (R309.1.3.2). This connection is
required by R202.2 but also expressed
here to ensure that jurisdictions
understand that any altered boarding
and alighting areas and boarding
platforms must be connected to an
existing pedestrian circulation path.
This requirement seeks to avoid a
scenario in which a person with a
disability alights a transit vehicle but is
then trapped in the alighting area
because there is no connection to a
pedestrian circulation path. In response
to the NPRM, two individuals and a
state DOT commented in support of a
connection requirement.
The Board acknowledges a comment
from a national advocacy organization
for individuals who are blind or have
low vision requesting that the Board
require all transit stops in new
construction to have boarding and
alighting areas or boarding platforms
that are at least 6 inches higher than
street level. The organization asserts
that such a requirement will minimize
gaps between the vehicle and the
alighting area, minimize the slope of
low-floor transit bus ramps when
extended, and prevent transit vehicles
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from encroaching into alighting areas
and possibly hitting a passenger. The
Board is unaware of research indicating
that these are widespread problems for
transit riders with disabilities in
jurisdictions where transit stops are
located at street-level. The Board thus
declines to require a specific height for
transit stops.
Transit Shelters (R309.2)
Pedestrian access routes must connect
transit shelters to boarding and alighting
areas or boarding platforms (R309.2.1).
This requirement, which appeared at
NPRM R308.2 in the proposed rule,
ensures that persons with disabilities
are able to access transit shelters.
Transit shelters must have a clear space
complying with the technical
requirements at R404 entirely within the
shelter (R309.2.2). This clear space
allows a person using a wheelchair
sufficient space inside the shelter to
await the transit vehicle. Where seating
is provided within the shelter, the clear
space must be located either at one end
of a seat or so as to not overlap the area
within 18 inches (460 mm) from the
front edge of the seat to leave leg room
for seating provided within the shelter.
Any environmental controls provided
within a transit shelter, such as lights or
heating, must be proximity actuated to
ensure that persons with disabilities can
use them (R309.2.3). Protruding objects
within transit shelters must comply
with technical requirements for
protruding objects at R402 to ensure that
they are not hazards to persons who are
blind or have low vision (R309.2.4).
There are no substantive changes in
the final rule for technical requirements
for transit shelters, although the
provisions have been restructured for
clarity. In response to the proposed rule,
a disability rights advocacy organization
requested that the Board add a
requirement for a wheelchair turning
space. Two design firms also
commented on turning space, indicating
that any required turning space should
be permitted to be partially outside the
shelter. The Board considered these
comments and concluded that a
requirement for turning space is not
necessary in light of the typical designs
of transit shelters, which would allow a
person in a wheelchair to make a turn
either partially inside the shelter or
directly outside.
The Board acknowledges a comment
from a design firm requesting technical
criteria for benches. As stated above in
the discussion of street furniture (R209),
the Board concurs that technical criteria
for benches, specifically back support
and armrest requirements, would be
useful to ensure accessibility, but as the
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Board did not propose specific
dimensions for accessible benches in
the proposed rule, the Board declines to
add them now in the final rule. The
Board may consider technical criteria
for benches in a future rulemaking.
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R310 On-Street Parking Spaces
In the proposed rule, technical
requirements for accessible on-street
parking spaces were addressed at NPRM
R309. There are few substantive changes
from the proposed requirements;
however, in the final rule, the
provisions have been restructured for
clarity.
Parallel On-Street Parking Spaces
(R310.2)
In the proposed rule, the Board
presented two sets of specifications for
accessible parallel on-street parking
spaces: specifications for wide
sidewalks where the width of the
adjacent sidewalk or available right-ofway exceeds 14 feet (NPRM R309.2.1)
and specifications for narrow sidewalks,
where the available sidewalk or right-ofway is 14 feet or less.
In the final rule, the Board had
restructured this section to clarify that
in new construction on undeveloped
land, larger accessible parallel on-street
parking spaces are required.
Specifically, in the final rule, the default
dimensions of accessible parallel onstreet parking spaces are 24 feet long
minimum parallel to the sidewalk and
13 feet wide minimum perpendicular to
the sidewalk (R310.2.1). The 13-foot
width accounts for the typical width of
a parallel parking space plus an
additional five feet, which in the
proposed rule was characterized as an
‘‘access aisle’’ (NPRM R309.2.1). The 24foot length accounts for the 20-foot
length of a typical parking space (the
dimension that the Board has used in
R211 as a proxy to count unmarked
parking spaces) plus 48 inches that will
allow a person exiting on the driver side
of the vehicle to access the connection
to the pedestrian access route, such as
a curb ramp, on the passenger side of
the vehicle.
In the final rule, the Board concurred
with an individual commenter who
recommended that the Board provide
total dimensions for the accessible
parallel space instead of dimensions for
an additional access aisle. The Board
has observed in the implementation of
the proposed guidelines that some
jurisdictions have marked the access
aisles, which creates confusion for both
drivers and parking enforcement
officials as to whether a vehicle may be
parked in the access aisle. The point of
the additional space of the access aisle
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(now additional width in the final rule)
is to allow the driver to situate the
vehicle anywhere within the full width
of the space so that a person with a
disability may exit the vehicle on
whichever side is needed without
exiting directly into a travelled way.
Some persons with disabilities will
need space on the driver side of their
vehicle, outside of the travelled way, to
transfer to a wheelchair.
The Board has provided two
exceptions to the required dimensions
for accessible parallel on-street parking
spaces that are applicable in alterations.
First, in Exception 1, the Board states
that where parallel on-street parking
spaces are altered but the adjacent
pedestrian circulation path is not, any
accessible parallel on-street parking
spaces provided may have the same
dimensions as the adjacent parallel onstreet parking spaces if they are
provided nearest the crosswalk at the
end of the block face or nearest a
midblock crosswalk, and a curb ramp or
blended transition is provided serving
the crosswalk.
This exception clarifies that where a
jurisdiction is not altering a sidewalk, it
need not alter the sidewalk solely to
provide accessible parallel on-street
spaces with the prescribed dimensions
of R310.2.1, if they meet the conditions
above. Rather, where, for example, the
parking lane is being repaved (altered),
but the sidewalk will not be altered, the
jurisdiction is permitted to provide
typically-sized, accessible parking
spaces if they are provided nearest a
crosswalk at the end of the block face or
nearest a midblock crosswalk, and a
curb ramp or blended transition is
provided serving the crosswalk. The
substantive content of this exception
appeared at NPRM R309.2.1.1. The
language has been revised to clarify that
that the spaces must be provided nearest
to a crosswalk where a curb ramp or
blended transition is provided, as was
the intent of the proposed language
requiring the spaces to be located ‘‘at
the end of the block face.’’
Exception 2 of section R310.2.1 of the
final rule contains the provision that
appeared at NPRM R309.2.2, which
relates to the requirements for parallel
parking adjacent to narrow sidewalks.
Where providing parallel on-street
parking spaces with the dimensions
specified in R310.2.1 would result in an
available right-of-way width less than or
equal to 9 feet (2.7 m), measured from
the curb line to the right-of-way line, the
accessible parallel on-street parking
spaces may have the same dimensions
as the adjacent parallel on-street parking
spaces if they are provided nearest a
crosswalk at the end of the block face or
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nearest a midblock crosswalk, and a
curb ramp or blended transition is
provided serving the crosswalk. The
language of this provision has been
edited to clarify that there must be a
curb ramp or blended transition present
where the accessible spaces are located,
as was the intention in the proposed
rule of requiring that they be located ‘‘at
the end of the block face.’’ In addition,
in the final rule, the Board has clarified
that these accessible spaces may have
the same dimensions as the adjacent
parallel on-street spaces.
As in the proposed rule, the Board
limits the requirement for the larger
sized parking space to places where 9
full feet of available right-of-way will
remain. Nine feet of available right-ofway allows for the required 48-inch
clear width of the pedestrian access
route and an additional 5 feet for street
furniture and building frontage.
Two local government commenters
and one state DOT objected to the
requirement to locate typically-sized
accessible parallel on-street parking
spaces nearest to curb ramps. They
asserted that local programs may locate
spaces based on need or have
requirements that the must be a certain
distance from an intersection. The
Board acknowledges that in the absence
of Federal requirements, some state and
local jurisdictions have created their
own specifications for the location of
accessible on-street spaces. However, to
provide equity to persons with
disabilities with respect to their
personal safety, the amount of time that
they spend in the roadway between
their vehicle and the sidewalk must be
minimized. Thus, it is crucial that
accessible spaces are located nearest the
crosswalk at the end of the block face or
nearest mid-block crosswalk with a curb
ramp or blended transition serving the
crosswalk.
Each accessible parking space
complying with the dimensions of
R310.2.1 must have an independent
connection to a pedestrian access route
(R310.2.2). If there is a curb between the
parking space and the pedestrian access
route, a curb ramp or blended transition
complying with R304 must be provided
in accordance with R203.6.1.3 and
R310.2.2; however, a detectable warning
surface is not required. Built-up curb
ramps within the parking space are not
permitted. The clear area requirement
for a curb ramp directly serving a
parking space complying with the
dimensions of R310.2.1 is satisfied
within the additional length of the
space. Accessible spaces provided in
accordance with the exceptions to
R310.2.1 must be connected to the curb
ramp serving the crosswalk by a
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pedestrian circulation path that
complies with technical requirements
for surfaces at R302.6, except that
changes in level are not permitted.
A state disability board requested that
the rule specify slope and cross slope
for parking spaces. The Board
considered this request, but concluded
that roadway design considerations
preclude the Board from specifying
slope and cross slope for on-street
parking. However, in the final rule, the
Board has added a provision requiring
surfaces of parking spaces to comply
with technical specifications for
surfaces at R302.6, except that changes
in level are not permitted (R310.2.3). As
indicated in the advisory at NPRM
309.1, accessible parking spaces should
be located where the street has the least
crown and grade (and close to key
destinations).
A state DOT and a local government
entity pointed out in response to the
proposed rule that the access aisle (now
additional width) of a parallel parking
space does not benefit side lift and ramp
users because they typically deploy onto
the sidewalk. In the final rule, the Board
has added a provision requiring that the
center 50 percent of the length of the
sidewalk or other surface adjacent to
accessible parking spaces be free of
obstructions (R310.2.4). This
requirement will ensure that there is an
adjacent unobstructed area to
accommodate deployment of a lift or
ramp.
In the final rule, the Board,
concurring with a comment from an
association of accessibility
professionals, also added a provision
clarifying the requirement for
identification of accessible on-street
parking spaces with a sign bearing the
International Symbol of Accessibility
installed 60 inches (1525 mm)
minimum above the ground measured to
the bottom of the sign (R310.2.5).
Perpendicular Parking Spaces (R310.3)
In the final rule, the Board has split
perpendicular and angled on-street
parking spaces into separate provisions,
with an additional common
requirements provision applicable to
both, to address a change in the
dimensions of the spaces and access
aisles. In response to comments
expressing confusion as to the need for
a 96-inch access aisle for perpendicular
and angled parking, the Board notes that
the purpose of the access aisle is to
allow sufficient space between an
accessible vehicle and the next vehicle
to deploy a ramp.
In R310.3.1 of the final rule, the Board
has retained the proposed requirement
that perpendicular spaces have an
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adjacent 96-inch (2440 mm) minimum
access aisle extending the full length of
the space. The Board has also retained
the allowance that one access aisle may
be shared by two spaces, but has
clarified that this is only permitted
where the front entry and rear entry
parking are both allowed. Most
wheelchair vans that are equipped with
a ramp deploy on the passenger side.
Thus, where a driver can park the
vehicle such that the access aisle is on
the passenger side, regardless of which
side of the space the access aisle is
located, it is appropriate that access
aisle be shared by two spaces.
Angled Parking Spaces (R310.4)
In the final rule, the Board has
reallocated the total amount of space
anticipated for the angled parking space
and access aisle as follows. The Board
has stated the width of accessible angled
parking spaces to 132 inches (3350 mm)
and reduced the width of the access
aisle to 60 inches (1525 mm) (R310.4.1).
The access aisle must extend the full
length of the parking space on the
passenger side (R310.4.2).
Because most wheelchair vans
equipped with a ramp deploy on the
passenger side, the Board requires that
the access aisle be located on that side
of the vehicle. The larger parking space
allows a driver flexibility to situate the
vehicle within the space so that a
person with a disability on either side
of the vehicle will have sufficient
clearance to disembark. A person
deploying a ramp on the passenger side
would pull in all the way to the left in
the space, which would allow the
equivalent of the proposed 96-inch
access aisle (see NPRM R309.3).
However, for a person with a disability
exiting the vehicle on the driver’s side,
the vehicle would be situated
immediately adjacent to the access aisle,
which would allow an additional three
feet of clearance on the driver’s side.
Common Requirements for
Perpendicular and Angled Parking
Spaces (R310.5)
The following requirements apply to
accessible perpendicular and accessible
angled on-street parking spaces. The
access aisles must be marked to
discourage people from parking in them
(R310.5.1). The access aisles must be
located at the same level as the parking
space they serve and cannot encroach
on the traveled way (R310.5.2). These
requirements are substantively the same
as those proposed at NPRM R309.3.
In new construction on undeveloped
land, access aisles must connect to
pedestrian access routes (R310.5.3); in
alterations, the access aisle may connect
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to an existing pedestrian circulation
path in accordance with R202.2
(R310.5.3 Exception 1). In the proposed
rule, this provision was entitled, ‘‘Curb
Ramps or Blended Transitions’’ (NPRM
R309.4). The Board has replaced this
section with more precise language
requiring a connection to a pedestrian
access route, as in some areas there is
no curb between the parking and the
pedestrian access route and thus, no
curb ramp is needed. Where curb ramps
are used to make the connection, they
must be provided in accordance with
R203.6.1.4 and must comply with the
technical requirements for curb ramps at
R304 (R310.5.3); however, a detectable
warning surface is not required on a
curb ramp or blended transition used
exclusively to connect on-street parking
access aisles to pedestrian access
routes.18
Where curb ramps or blended
transitions are used, they must not
reduce the required width or length of
the access aisles or accessible parking
spaces (R310.5.3). This requirement
clarifies a statement made in the
proposed rule that ‘‘[c]urb ramps shall
not be located within the access aisle’’
(NPRM R309.4), which a state DOT
indicated was unclear. The Board has
observed jurisdictions install curb
ramps within an access aisle that
obstruct the area intended for
deployment of a ramp. The connection
to the pedestrian access route, which
could be a curb ramp, blended
transition, or a section of pedestrian
access route, must be wholly outside the
required dimensions of the access aisle.
A built-up curb ramp within the access
aisle that reduces the required
dimensions or otherwise obstructs
deployment of a ramp or lift is not
permitted.
Surfaces of parking spaces and access
aisles serving them must comply with
technical requirements for surface
characteristics at R302.6, except that
changes in level are not permitted
(R310.5.4). A state DOT, a local
government entity, and an engineer
commented on the slope and cross slope
characteristics of access aisles; however,
the Board neither proposed nor
included in the final rule any slope or
cross slope requirements for on-street
parking spaces or access aisles due to
roadway design considerations.
In the final rule, the Board,
concurring with a comment from an
18 The Board acknowledges an error in NPRM
Figure R309.3 depicting a detectable warning
surface on a curb ramp serving an access aisle.
Several commenters pointed out this error. The
error will be corrected in technical assistance
materials made available on the Access Board’s
website in support of the final rule.
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association of accessibility
professionals, has added a provision
clarifying the requirement for
identification of accessible on-street
parking spaces with a sign bearing the
International Symbol of Accessibility
installed 60 inches (1525 mm)
minimum above the ground measured to
the bottom of the sign (R310.5.5).
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Parking Meters and Parking Pay Stations
(R310.6)
The operable parts of parking meters
and parking pay stations that serve
accessible parking spaces must comply
with technical requirements for
operable parts at R403. The clear space
required by R403.2 shall be located so
that displays and information on
parking meters and pay stations are
visible from a point located 40 inches
(1015 mm) maximum above the center
of the clear space in front of the parking
meter or parking pay station.
The only change to the substantive
requirements of this section from the
proposed rule is the elimination of
NPRM 309.5.1 which required that
parking meters for parallel parking
spaces be located at the head or foot of
the parking space. This requirement has
been superseded by R310.2.4, which
requires the center 50 percent of the
length of each parking space to be free
from obstructions. The provision in the
final rule more precisely accomplishes
the goal of ensuring that the area
adjacent to a parallel parking space
needed to deploy a ramp will not be
obstructed, while eliminating a concern
expressed by a commenter as to the
uncertainty of where the ‘‘head’’ and
‘‘foot’’ of the parking space are located,
and the concern expressed by other
commenters that the proposed language
prescribed the provision of parking
meters even for jurisdictions where
users of accessible spaces do not pay for
parking.
R311 Passenger Loading Zones
The substantive technical
requirements for accessible passenger
loading zones differ minimally from the
proposed requirements at NPRM R310;
however, in the final rule they have
been reorganized for clarity.
Accessible passenger loading zones
must provide a vehicular pull-up space
that is 96 inches (2440 mm) wide
minimum and 20 feet (6.1 m) long
minimum (R311.2). Vehicle pull-up
spaces have adjacent access aisles that
are 60 inches (1525 mm) wide minimum
extending the full length of the vehicle
pull-up space (R311.3). Two local
government entities and one individual
commented that the dimensions
specified do not account for sidewalk
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widths or pedestrian volumes. The
Board does not require that accessible
passenger loading zones be provided. In
new construction on undeveloped land,
neither of the issues raised should be a
concern as the design would reflect
these considerations. In alterations,
jurisdictions must comply with the
applicable requirements to the
maximum extent feasible where existing
physical constraints make compliance
with these requirements technically
infeasible (see R202.3).
Access aisles must be at the same
level as the vehicle pull-up space they
serve and must not encroach on the
traveled way. In alterations, where
existing right-of-way precludes the
installation of an access aisle separate
from the pedestrian access route and the
vehicle drop-off area is at-grade with the
sidewalk, there may be overlap between
the pedestrian access route and the
access aisle.
As with accessible parallel parking
spaces, the Board has added a
requirement for accessible passenger
loading zones that the center 50 percent
of the adjacent sidewalk, or other
surface, be free of obstructions to ensure
that there is room for a vehicle to deploy
a side lift or ramp.
Access aisle surfaces must be marked
to discourage parking in them
(R311.3.2). Surfaces of vehicle pull-up
spaces and the access aisles serving
them must comply with characteristics
of surfaces specified at R302.6; in the
final rule the Board has clarified that
changes in level are not permitted
(R311.4). Some commenters requested
clarification regarding the required
slope and cross slope of accessible
passenger loading zones; however, the
Board neither proposed nor included in
the final rule any slope or cross slope
requirements for passenger loading
zones due to roadway design
considerations.
Similar to the final requirements for
accessible parking spaces, the Board has
replaced a proposed provision requiring
curb ramps or blended transitions to
connect the access aisle to the
pedestrian access route (NPRM R310.3)
with language simply requiring the
connection in consideration of places
where there is no curb between the
passenger loading zone and the adjacent
pedestrian access route (R311.5). In
alterations, the access aisle may connect
to an existing pedestrian circulation
path in accordance with R202.2. Where
curb ramps and blended transitions are
used, they must comply with technical
requirements for curb ramps, except that
detectable warning surfaces are not
required on curb ramps and blended
transitions used exclusively to connect
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access aisles to pedestrian access routes.
Curb ramps and blended transitions also
must not reduce the required width or
length of access aisles. A built-up curb
ramp within the access aisle that
reduces the required dimensions or
otherwise obstructs deployment of a
ramp or lift is not permitted.
E. Chapter 4: Supplemental Technical
Requirements
Chapter 4 contains technical
requirements that, as originally
proposed in the NPRM, were virtually
the same as similarly titled provisions
in the 2004 ADA and ABA Accessibility
Guidelines. In response to public
comments, and to improve the clarity of
the final rule text, several of these
provisions have been revised to address
the public rights-of-way context more
precisely. Consequently, the original
distinction between Chapter 3 and
Chapter 4 of the PROWAG rule text,
where Chapter 3 was specific to
PROWAG and Chapter 4 was taken
almost directly from the 2004 ADA and
ABA Accessibility Guidelines, no longer
applies. However, as the proposed
guidelines have been widely adopted by
state and local government entities, the
Board has maintained the two-chapter
structure of the technical requirements
to ease the transition from the proposed
guidelines to the final Guidelines.
R401 General
The supplemental technical
requirements in Chapter 4 apply as
specified in the scoping provisions of
Chapter 2 or where referenced by
another technical requirement in
Chapter 3 or 4. These technical
requirements have been adapted
specifically for pedestrian facilities in
the public right-of-way. In the final rule,
the Board has replaced the term ‘‘finish
surface,’’ which is typically used to refer
to an interior surface, with ‘‘walking
surface’’ or ‘‘ground surface,’’ which are
more appropriate in the rights-of-way
context. Measurements are taken from
the top of the surface.
R402 Protruding Objects and Vertical
Clearance
The name of this section, called
‘‘Protruding Objects’’ in the proposed
rule (NPRM R402) has been revised in
the final rule to more precisely reflect
the content. There are many types of
protrusions in the public right-of-way,
including but not limited to signs,
awnings, and landscaping. Landscaping
protrusions in the public rights-of-way
are common and pose special challenges
to pedestrians with disabilities. For
example, low hanging tree branches
pose a hazard to pedestrian who are
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blind or have low vision. Overgrown
shrubbery may impede a blind
pedestrian’s ability to trail on the edge
of a sidewalk or force a pedestrian in a
wheelchair hazardously close to the
roadway. Thus, to ensure equal access
to public rights-of-way for persons with
disabilities, jurisdictions must take care
to ensure that protrusions do not exceed
the specified limits, and that vertical
clearance is properly maintained.
Protrusion Limits (R402.2)
Objects with leading edges that are
more than 27 inches (685 mm) and less
than 80 inches (2030 mm) above the
walking surface cannot protrude
horizontally more than 4 inches (100
mm) into pedestrian circulation paths.
The text of this provision has been
revised for clarity, but the substantive
requirement has not been changed from
the proposed provision, which was
based on the 2004 ABA and ADA
Accessibility Guidelines. However, in
the final rule, the Board has added an
exception that allows handrails to
protrude 4.5 inches (115 mm) into a
pedestrian circulation path to account
for consistency with the 2004 ABA and
ADA Accessibility Guidelines. See 36
CFR part 1191, Appx. D 307.2 Exception
(allowing handrails to protrude 4.5
inches (115 mm)).
In response to the NPRM, one local
government entity indicated that the
protrusion limits could affect
landscaping requirements and increase
landscape trimming costs. The Board
notes that it is common practice for
jurisdictions to manage and maintain
the landscaping abutting sidewalks and
other pedestrian circulation paths; the
final rule’s protrusion limits are
unlikely to significantly affect those
costs.
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Post-Mounted Objects (R402.3)
Post-mounted objects must be
installed in compliance with these
technical requirements so they do not
pose a hazard to persons who are blind
or have low vision. In the final rule, the
Board has revised the text of these
provisions for clarity. The Board has
also excepted the sloping portion of
handrails serving stairs and ramps from
compliance with R402.3.
Where objects mounted on a single
post or pylon are more than 27 inches
(685 mm) and less than 80 inches (2030
mm) above the walking surface, the
objects must not protrude more than 4
inches horizontally into the pedestrian
circulation path, as measured
horizontally either from the post or
pylon or from the outside edge of the
base if the base is at least 21⁄2 inches (64
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mm) high (R402.3.2). A 21⁄2 inch solid
base is cane detectable.
Where objects within a pedestrian
circulation path are mounted between
posts or pylons and the clear distance
between the posts or pylons is greater
than 12 inches (305 mm), the lowest
edge of the object must be 27 inches
(685 mm) maximum above the walking
surface (low enough so that it is canedetectable) or 80 inches (2030 mm)
minimum above the walking surface
(high enough that someone could walk
under it) (R402.3.2). In the final rule, the
Board has added an exception allowing
objects mounted on two or more posts
or pylons that do not comply with the
above dimensions if a barrier with its
lowest edge at 27 inches maximum
above the walking surface is provided.
The barrier is cane-detectable, and thus
reduces the hazard.
Vertical Clearance (R402.4)
The vertical clearance of a pedestrian
circulation path must be 80 inches high
minimum. Where the vertical clearance
is less than 80 inches, guards or other
barriers must be provided to prohibit
pedestrian travel. This will prevent
pedestrians from colliding with objects
overhead. The lowest edge of the guard
or barrier must be no higher than 27
inches above the walking surface to
ensure that it is cane detectable. These
substantive requirements for vertical
clearance have not changed from those
in the proposed rule, although they have
been revised for clarity. In addition, the
Board has substituted the word ‘‘guard’’
for ‘‘guardrail,’’ which has a different
meaning in the transportation context.
In response to the NPRM, the Board
received comments from a disability
rights advocacy organization and an
accessible design firm requesting that
the Board required vertical clearance of
96 inches to account for sagging wet
branches, awnings, and wires. The
Board has maintained the vertical
clearance at 80 inches, which provides
sufficient head clearance for most
people. As in the case of several of
PROWAG’s technical requirements,
some maintenance may be needed to
maintain compliance.
Required Clear Width (R402.5)
In the final rule, the Board has added
a provision to clarify that protruding
objects may not reduce the clear width
required for pedestrian access routes, as
specified at R302.2. That means, for
example, that an object mounted
between posts cannot be placed in the
middle of a sidewalk, even if it complies
with the requirements at R402.3.2, if it
obstructs the required clear width of the
path.
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R403
Operable Parts
An operable part is a component of an
element used to insert or withdraw
objects, or to activate, deactivate, or
adjust the element, or interact with the
element (R104.3). The technical
requirements for operable parts apply to
operable parts on street furniture, fare
vending machines, other fixed elements
at transit stops and shelters, accessible
pedestrian signals (pedestrian push
buttons), parking meters and parking
pay stations that serve accessible
parking spaces, and any other fixed
elements used by pedestrians. A clear
space complying with technical
requirements at R404 must be provided
at operable parts (R403.2). Operable
parts must be located within the reach
ranges specified in R406 (R403.3). There
are no substantive changes to the
technical requirements for operable
parts from what was proposed in the
NPRM; however, the Board updated the
definition of ‘‘operable part’’ to include
a component of an element use to
‘‘interact with the element’’ (R104.3).
This addition is designed to cover QR
codes and any other future markings
that are intended to be scanned with a
mobile device. If a QR code or similar
marking is provided on an element, that
code or marking must be within reach
range, and clear space complying with
R404 must be provided so that a person
in a wheelchair can use it.
Operable parts must be operable with
one hand and not require tight grasping,
pinching, or twisting of the wrist
(R403.4). The force required to activate
operable parts may not exceed 5 pounds
(22.2 N). One local government entity
objected to this requirement asserting
that products rated for exterior use have
controls that likely require more force
than 5 pounds to operate. The Board is
not aware of jurisdictions having actual
difficulties obtaining products that
comply with this requirement. Exterior
environments on buildings and sites are
also subject to the same technical
requirements for operable parts. 36 CFR
part 1191, Appx. B 205, Appx. C F205,
Appx. D 309.
R404
Clear Spaces
Clear spaces are required at operable
parts so that a person with a wheelchair
or other mobility aids (such as a walker
or crutches) has sufficient room and a
stable surface to access an operable part.
Clear spaces are also provided adjacent
or integral to benches so that a person
using a wheelchair may sit in proximity
to a companion using the bench. Two
disability rights advocacy organizations
requested in their comments that the
Board remove the advisory specifying
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clear space is required at parking meters
and parking pay stations ‘‘that serve
accessible parking spaces’’ (NPRM
Advisory R404.1), because they believe
that clear space should be provided at
all parking meters and pay stations. All
advisories have been removed from the
final rule text; however, the Board also
notes that with the addition of R209.7
in the final rule, operable parts of all
fixed elements, which would include all
parking meters and pay stations, must
comply with technical requirements for
operable parts at R403.
Clear spaces are 30 inches (760 mm)
minimum by 48 inches (1220 mm)
minimum (R404.3). Their surfaces must
comply with technical requirements for
surface characteristics at R302.6
(R404.2). The slope of a clear space
must be 1:48 (2.1%) maximum in both
directions (R402.2). This is a change
from the proposed rule, which required
a running slope consistent with the
grade of the adjacent pedestrian access
route and a cross slope of 2 percent. The
Board agreed with commenters that
minimizing the slope in both directions
provides better accessibility,
particularly where both hands are
needed for an operable part, leaving a
person without a hand to stabilize a
manual wheelchair. The Board has
retained an exception where the grade
of an adjacent pedestrian access route
conforms to the requirements of R302.4;
in those situations, the slope of the clear
space may be consistent with the slope
of the pedestrian access route.
Two state DOTs and a regional
association of engineers raised concerns
about the cross slope exceeding 2
percent in circumstances where a
pedestrian pushbutton for an accessible
pedestrian signal is adjacent to a curb
ramp and the clear space then overlaps
the curb ramp. The Board notes that full
compliance is expected for new
construction on undeveloped land, and
that in alterations, where existing
physical constraints make compliance
with applicable requirements
technically infeasible, compliance with
these requirements is required to the
maximum extent feasible (see R202.3).
The final rule also allows pedestrian
push buttons to be located up to 10 feet
away from the edge of curb to help
avoid the scenario where clear space is
located on a curb ramp (see R307.4).
Clear spaces may include knee and
toe clearance complying with R405
(R404.4.). Clear spaces are positioned
either for a forward approach or parallel
approach (R404.5). In the final rule, the
Board has clarified the orientation of the
clear space for each approach: the 30inch side is nearest to the element for
a forward approach, and the 48-inch
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side is nearest to the element for a
parallel approach (R404.5).
Clear spaces must not be located on
curb ramp runs or flares. One fully
unobstructed side of a clear space must
adjoin a pedestrian access route or
another clear space (R404.6). If a clear
space is confined on all or part of three
sides, additional maneuvering clearance
must be provided (R404.7). For a
forward approach where the depth of
the confined space exceeds 24 inches
measured perpendicular to the element,
the clear space and additional
maneuvering clearance must be 36
inches (915 mm) wide minimum
(R404.7.1). The clear space and
additional maneuvering clearance must
be 60 inches (1525 mm) wide minimum
for a parallel approach where the depth
of the confined space exceeds 15 inches.
R405 Knee and Toe Clearance
The technical requirements for knee
and toe clearance apply where space
beneath an element is included as part
of the clear space. These technical
requirements are virtually identical to
those in the 2004 ABA and ADA
Accessibility Guidelines. The only
change from the proposed rule is that
the Board added a clarifying provision
at R405.2.4 stating that space extending
more than 6 inches (150 mm) beyond
the available knee clearance at 9 inches
above the ground surface is not
considered toe clearance. The Board
added this provision for consistency
with section 306.2.4 of the 2004 ABA
and ADA Accessibility Guidelines.
R406 Reach Ranges
Technical requirements for reach
ranges describe where an operable part
must be located so that a person using
a wheelchair can reach it. They also
specify whether obstructions between
the pedestrian and the element with the
operable part are permitted, and if so, to
what extent. The substantive
requirements have not changed from the
proposed rule, but the text of the
provisions has been edited for clarity.
For both forward and parallel
approaches, the reach range extends
between 15 inches (380 mm) and 48
inches (1220 mm) above the ground
surface (R406.2). Where the clear space
is configured solely for a forward
approach to an element, obstructions are
not permitted between the clear space
and the element (R406.3.1). Where a
clear space is configured for a parallel
approach to an element, an obstruction
10 inches (255 mm) deep maximum is
permitted between the clear space and
the element (R406.3.2).
In response to comments from three
state DOTs requesting that the Board
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clarify the permitted height of an
obstruction, in the final rule the Board
has stated that for clear spaces
configured for a parallel approach to an
element, the permitted obstruction must
be no more than 34 inches (865 mm)
high (R406.3.2). This obstructed high
reach limit is consistent with that stated
in section 308.3.2 of the 2004 ABA and
ADA Accessibility Guidelines.
Four state DOTs, three local
government commenters, and an
engineering firm requested that an
obstructed side reach up to 24 inches
deep be allowed as is permitted in the
2004 ADA and ABA Accessibility
Guidelines. The Board declines to make
this change, as most operable parts
placed in new construction in the
public right-of-way can be located so
they are unobstructed. The Board notes
that most of the concerns expressed
related to existing rights-of-way.
Alterations must comply with the
applicable requirements to the
maximum extent feasible where existing
physical constraints make compliance
with these requirements technically
infeasible (R202.3). An engineering firm
expressed concern that the 10-inch
obstruction depth limit would present
challenges for mounting push buttons
within the specified reach range. The
Board notes that push button
extensions, which are readily available,
mitigate this concern.
R407 Ramps
Ramps in the public right-of-way are
used to provide access to a pedestrian
overpass or underpass, to the entrance
of a building or facility, and in instances
where the grade of the sidewalk exceeds
the allowances specified at R302.4. In
the final rule, the Board has defined a
‘‘ramp’’ as a ‘‘sloped walking surface
with a running slope steeper than 1:20
(5.0%) that accomplishes a change in
level and is not part of a pedestrian
circulation path that follows the
roadway grade. A curb ramp is not a
ramp’’ (R104.3).
In addition, the Board has revised
R407.1 to state that R407 does not apply
to curb ramps or pedestrian access
routes following the grade established
for the adjacent street consistent with
the requirements of R302.4.1.
This definition and revisions to
R407.1 address two repeated concerns
in the comments to the NPRM and in
subsequent technical assistance
inquiries the Board has received since
the NPRM was published. First, the
Board clarifies that ‘‘curb ramps’’ and
‘‘ramps’’ are different types of
pedestrian facilities and have distinct
technical requirements. Two state
DOTs, one local government entity, an
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accessible design firm, and an
association of accessibility professionals
requested that the Board clarify that
R407 does not apply to curb ramps. In
the final rule, both ‘‘ramp’’ and ‘‘curb
ramp’’ are defined in R104.3. The
technical requirements for curb ramps
appear at R304 in accordance with the
scoping at R203.6. The technical
requirements for ramps appear at R407.
Second, the Board clarifies that
pedestrian circulation paths that follow
the street grade are not ramps, even if
they exceed a slope of 1:20 (5.0%) and
thus do not require compliance with
R407 (see R302.4.1).
The running slope of a ramp run is
1:12 (8.3%) maximum (R407.2) and the
cross slope of a ramp run is 1:48 (2.1%)
maximum (R407.3). In the proposed
rule, the Board had specified a
minimum running slope of 5 percent,
which was derived from the proposed
maximum grade of a pedestrian access
route (NPRM R407.2). A state DOT
requested that the Board eliminate the
minimum slope, and the Board
concurred that stating a minimum slope
was contributing to the confusion as to
the applicability of the ramp technical
requirements. Thus, the final rule does
not state a minimum running slope for
ramp runs.
The clear width of a ramp run must
be 48 inches (1220 mm) minimum, and
if handrails are provided, the clear
width between handrails must be 48
inches (1220 mm) minimum (R407.4).
This is a departure from the NPRM in
which the Board proposed that the clear
width of ramps be 36 inches minimum,
consistent with the 2004 ADA and ABA
Accessibility Guidelines. Several
commenters, including three state DOTs
and a local government entity,
recommended that ramps have a
minimum width of 48 inches, consistent
with the rest of the pedestrian access
route in the public right-of-way. The
Board concurred, but also provided an
exception allowing a minimum width
between handrails of 36 inches (915
mm) for ramps that exclusively serve a
building entrance.
The rise for any ramp run is 30 inches
(760 mm) maximum (R407.5). Landings
must be provided at the top and bottom
of each ramp run (R407.6). Landing
slopes must be 1:48 (2.1%) maximum
parallel and perpendicular to the ramp
running slope. Landings are 60 inches
(1525 mm) long minimum (R407.6.3)
and as wide as the widest ramp run
leading to the landing (R407.6.2). Ramps
that change direction between runs at
landings must have a clear landing 60
inches (1525 mm) minimum by 60
inches (1525 mm) minimum where the
ramps change direction (R407.6.4). A
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state DOT requested 48 inch (1220 mm)
minimum landings; the Board declines
this suggestion as switchbacks require
more space for maneuvering. A state
disability board requested that the
Board clarify that handrails cannot
overlap the minimum clear dimensions
of the landing. The Board does not think
this modification to the rule text is
needed, as R407.4 indicates that clear
width is measured inside any handrails.
Surfaces of ramp runs and landings
comply with R302.6, except that
changes in level, are not permitted
(R407.7). Ramp runs with a rise greater
than 6 inches (150 mm) must have
handrails complying with R409
(R407.8).
Edge protection must be provided on
each side of ramp runs and each side of
ramp landings, except those serving an
adjoining ramp run, stairway, or other
pedestrian circulation path (R407.9). In
the final rule, this provision has been
revised for clarity. There are two
options for edge protection. One is to
extend the surface of the ramp run or
landing 12 inches (305 mm) minimum
beyond the inside face of the handrail
(R407.9.1). The other is to provide a 4inch (100 mm) high curb or a barrier
that prevents the passage of a 4-inch
sphere (R407.9.2). In the final rule, the
Board has specified the minimum
height of the curb for clarity and
consistency with guidance for the 2004
ABA and ADA Accessibility Guidelines.
See U.S. Access Board, Guide to ADA
Accessibility Standards, ‘‘Edge
Protection’’ available at https://
www.access-board.gov/ada/guides/
chapter-4-ramps-and-curb-ramps/
(stating, ‘‘Curbs if used must be at least
4’’ high’’). The Board emphasizes that
only one edge protection option is
required; if a curb or barrier is provided,
the extended surface is not required.
R408 Stairs
Technical accessibility requirements
for stairs are needed for individuals
with disabilities who are ambulatory
and use stairs. For example, a person
who drags a foot may catch it on a
nosing if it does not comply with the
requirements. For individuals who walk
with difficulty or have challenges with
balance, it is often preferable to use
stairs rather than a ramp when both are
provided as stairs may represent a
shorter distance to be traveled or a more
even surface.
The final technical requirements for
stairs in the public right-of-way are
almost identical to the requirements for
stairs in the 2004 ADA and ABA
Accessibility Guidelines, and those
proposed in the NPRM with two
exceptions. First, consistent with the
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requirements in the 2004 ADA and ABA
Accessibility Guidelines but different
than the NPRM, the Board has clarified
at R408.4 that treads are permitted to
have a slope of 1:48 (2.1%) maximum.
Second, in response to a request from
over 80 commenters, the Board has
added a requirement for visual contrast
on stair treads and landings.
All steps on a flight of stairs must
have uniform riser heights and uniform
tread depths (R408.2). Risers must be 4
inches (100 mm) high minimum and 7
inches (180 mm) high maximum. Treads
must be 11 inches (280 mm) deep
minimum. Two commenters requested
that the Board permit the bottom riser
to be of varying height to accommodate
the grade of the sidewalk. The Board
does not find that a modification to the
rule text is needed to account for this
scenario. DOJ regulations implementing
accessibility requirements under Title II
of the ADA state that full compliance
with the relevant accessibility
requirements is not required in the
context of new construction where a
public entity can demonstrate that it is
structurally impracticable to meet the
requirements. 28 CFR 35.151. In
alterations, where compliance with a
requirement is technically infeasible,
compliance is required to the maximum
extent feasible (see R202.3).
Open risers are not permitted
(R408.3). Stair treads must comply with
technical requirements for surface
characteristics at R302.6, except that
changes in level are not permitted
(R408.4). However, treads may have a
slope not steeper than 1:48 (2.1%).
The radius of curvature at the leading
edge of the tread must be 0.5 inches (13
mm) maximum (R408.5). If the nosing
projects beyond the riser, the underside
of the leading edge of the nosing must
be curved or beveled. Risers are
permitted to slope under the tread at an
angle of 30 degrees maximum from
vertical. The nosing may project 1.5
inches (38 mm) maximum over the tread
below.
The leading edge of each step tread
and top landing must be marked by a 1inch (25 mm) wide stripe (R408.6). The
stripe must contrast visually with the
rest of the step tread or circulation path
surface, either light-on-dark or dark-onlight. In adopting a requirement for
contrast striping, the Board notes that a
1- to 2-inch stripe of contrasting color
(either dark-on-light or light-on dark) is
required by American National
Standard (ANSI) through adoption of
international building codes (IBC) to
help users distinguish each step.19 In
19 ‘‘Accessible and Usable Buildings and
Facilities,’’ American National Standard (2009): 41,
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addition, the Access Board requires
contrast striping on vehicle stairs to
assist individuals with low vision
distinguish between steps. 36 CFR part
1192, Appx. A T405.3. The Board has
assessed the costs of contrast striping on
stairs and finds them reasonable with
respect to the accessibility for persons
with low vision. FRIA at 109.
Stairs must have handrails complying
with the technical requirements for
handrails at R409.
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R409
Handrails
Wherever handrails are provided in
the public right-of-way, regardless of
whether or not they are required, they
must comply with technical
requirements for handrails. The Board
received several comments in response
to the handrails technical requirements
in the NPRM asking the Board to clarify
where handrails are required. Again,
handrails are required on ramps and
stairs (R409.2); they are not required on
curb ramps or pedestrian circulation
paths complying with the grade
requirements at R302.4. The Board
added a statement to R409.1 clarifying
that R409 does not apply to curb ramps.
The technical requirements for
handrails in the final rule are
substantively the same as the technical
requirements in the NPRM. The Board
provided clarification, described below,
as to how jurisdictions are to handle
scenarios where handrail extensions
would reduce the clear width of a
pedestrian access route (see R409.10).
Handrails must be continuous within
the full length of each ramp run or stair
flight (R409.3). Inside handrails on
switchback or dogleg ramps and stairs
must be continuous between ramp runs
or stair flights.
The top of handrail gripping surfaces
must be between 34 inches (865 mm)
and 38 inches (965 mm) above walking
surfaces, ramp surfaces, and stair
nosings (R409.4). Handrails must be
installed at a consistent height. There
must be at least 1.5 inches (38 mm)
between the handrail gripping surface
and any other adjacent surface to allow
sufficient room to grip the handrail
(R409.5).
Handrail gripping surfaces must be
continuous along their length and
unobstructed along their tops and sides
(R409.6). The bottoms of handrail
gripping surfaces must not be obstructed
for more than 20 percent of their length.
Any horizontal projections must be at
least 1.5 inches (38 mm) below the
bottom of the handrail gripping surface.
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Handrail gripping surfaces’ cross
sections comply with either R409.7.1
(circular) or R409.7.2 (non-circular).
Where expansion joints are necessary
for large spans of handrails, the
expansion joint cross section may be
smaller than the specified cross section
diameters for sections no more than 1
inch (25 mm) long. Handrail gripping
surfaces with a circular cross section
must have an outside diameter of 1.25
inches (32 mm) minimum and 2 inches
(51 mm) maximum (R409.7.1). Handrail
gripping surfaces with a non-circular
cross section must have a perimeter
dimension of 4 inches (100 mm)
minimum and 6.25 inches (160 mm)
maximum, and a cross-section
dimension of 2.25 inches (57 mm)
maximum (R409.7.2). Handrail gripping
surfaces and any surfaces adjacent must
not be sharp or abrasive and must have
rounded edges (R409.8).
Handrails must not rotate within their
fittings; however, where expansion
joints are necessary for large spans of
handrails, the expansion joint may
rotate in its fitting (R409.9).
Handrail gripping surfaces must
extend beyond and in the same
direction of ramp runs and stair flights
in accordance with R409.10. In response
to a comment from a state DOT
requesting clarity on the requirement for
handrail extensions where they would
protrude into a pedestrian circulation
path, the Board has clarified that in new
construction on undeveloped land,
handrails must not extend into a
roadway or pedestrian circulation path.
However, in alterations, if handrail
extensions complying with R409.10
would reduce the clear width of a
pedestrian access route, they shall
extend as far as possible without
reducing the clear width. Extensions are
not required for continuous handrails at
the inside turn of switchback or dogleg
ramps and stairs.
The required extensions are as
follows. Ramp handrails must extend
horizontally above the landing for 12
inches (305 mm) minimum beyond the
top and bottom of ramp runs
(R409.10.1). Extensions must either
return to a wall, guard, or the landing
surface, or be continuous to the handrail
of an adjacent ramp run. At the top of
a stair flight, handrails must extend
horizontally above the landing for 12
inches (305 mm) minimum beginning
directly above the first riser nosing
(R409.10.2). Extensions must either
return to a wall, guard, or the landing
surface, or be continuous to the handrail
of an adjacent stair flight.
At the bottom of a stair flight,
handrails must extend at the slope of
the stair flight for a horizontal distance
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at least equal to one tread depth beyond
the last riser nosing (R409.10.3).
Extensions must either return to a wall,
guard, or the landing surface, or be
continuous to the handrail of an
adjacent stair flight.
R410 Visual Characters on Signs
Technical requirements for pedestrian
signs provide accessibility to
pedestrians with low vision. As stated
in the scoping at R208, all signs on
shared use paths and all other signs in
the public right-of-way intended for
pedestrians other than those explicitly
excepted are required to comply with
the technical requirements. The Board
notes, in response to a local government
comment, that a noncompliant sign
accompanied by a compliant sign does
not meet the requirements. All signs
covered by the scoping must comply
with the technical requirements.
The only change to the final technical
requirements for signs from the
proposed provisions is that the Board
has relocated the requirement for height
to the end of the section as a more
logical placement. The technical
requirements for visual characters on
signs are substantively identical to the
character requirements in the 2004 ADA
and ABA Accessibility Guidelines. 36
CFR part 1191, Appx. D 703.
Characters and their background must
have a non-glare finish (R410.2),
contrast with their background (R410.2),
and be conventional in form (R410.4).
Characters may be uppercase or
lowercase or a combination of both
(R410.3).
Characters must be selected from
fonts where the width of the uppercase
letter ‘‘O’’ is 55 percent minimum and
110 percent maximum of the height of
the uppercase letter ‘‘I’’ (R410.5).
Minimum character heights are
specified in Table R410.6. The viewing
distance is measured as the horizontal
distance between the character and an
obstruction preventing further approach
towards the sign (R410.6). Character
height is based on the uppercase letter
‘‘I’’.
Stroke thickness (R410.7), character
spacing (R410.8), and line spacing
(R410.9) are specified. Visual characters
must be at least 40 inches (1015 mm)
above the ground surface.
411 International Symbol of
Accessibility
The International Symbol of
Accessibility (ISA) is provided as a
figure. Wherever the ISA is used, it must
have a non-glare finish and contrast
with its background. In the final rule,
this provision has been slightly
restructured, but there are no
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substantive changes from the proposed
requirements.
VII. Regulatory Process Matters
A. Regulatory Planning and Review
(Executive Orders 12866 and 13563)
The Office of Management and Budget
has reviewed this final rule pursuant to
E.O. 12866, 58 FR 51735 (Sept. 30,
1993), Principles of Regulations, and
E.O. 13563, 76 FR 3821, (Jan. 21, 2011),
Improving Regulation and Regulatory
Review.
The USDOT Volpe Center prepared
the final regulatory impact analysis
(FRIA) on behalf of the Access Board.
The FRIA is available on the Access
Board’s website at www.accessboard.gov and in the regulatory docket
at www.regulations.gov. The FRIA
estimates the annual costs of PROWAG,
and describes the significant benefits,
some of which are quantifiable. While
the benefits of regulations that ensure
civil rights cannot be fully quantified
and monetized, according to the Volpe
Center’s estimates, the monetizable
benefits of this final rule far outweigh
the costs. The Board concludes that
consistent with E.O. 13563, the benefits
of this final rule, (quantitative and
qualitative) justify the costs.
Pursuant to E.O. 13563, the Volpe
Center has used ‘‘the best available
techniques to quantify anticipated
present and future benefits and costs as
accurately as possible’’; however, the
final rule and the underlying statutes
create many important benefits that, in
the words of E.O. 13563, stem from
‘‘values that are difficult or impossible
to quantify.’’ In addition to considering
the rule’s quantitative effects, the Board
has considered the rule’s qualitative
effects.
Executive Order 13563 states that in
making a reasoned determination that a
regulation’s benefits justify its costs,
‘‘each agency may consider and (discuss
qualitatively) values that are difficult or
impossible to quantify, including
equity, human dignity, fairness, and
distributive impacts.’’ The proposed
guidelines promote important societal
values that are difficult or impossible to
quantify. When enacting the ADA,
Congress found ‘‘the discriminatory
effects of architectural, transportation,
and communication barriers’’ to be a
continuing problem that ‘‘denies people
with disabilities the opportunity to
compete on an equal basis and to pursue
those opportunities for which our free
society is justifiably famous, and costs
the United States billions of dollars in
unnecessary expenses resulting from
dependency and nonproductivity.’’ 42
U.S.C. 12101(a)(5) and (9).
Congress declared that ‘‘the Nation’s
proper goals regarding individuals with
disabilities are to assure equality of
opportunity, full participation,
independent living, and economic selfsufficiency.’’ 42 U.S.C. 12101(a)(8). This
final rule promotes the goals declared
by Congress by eliminating the
discriminatory effects of architectural,
transportation, and communication
barriers in the design and construction
of pedestrian facilities in the public
right-of-way. The proposed guidelines
are also important to achieving the
benefits of the other parts of the
Americans with Disabilities Act. As the
House Report for the Americans with
Disabilities Act stated, ‘‘[t]he
employment, transportation, and public
accommodation sections . . . would be
meaningless if people who use
wheelchairs were not afforded the
opportunity to travel on and between
the streets.’’ H.R. 485, 101st Cong., 2d
Sess. 84 (1990).
In the FRIA, the Volpe Center
provides benefits and costs calculated
relative to a no-action baseline, which
represents a continuation of existing
state and local design standards and
construction practices. The details of
the baseline vary significantly across
PROWAG provisions, because in some
areas existing practices align fairly
closely with PROWAG, while in other
cases there are larger differences.
The FRIA describes the methodology
used to calculate compliance costs and
associated benefits, including data
sources, key input values and
assumptions, calculation methods, and
information on potential limitations and
sources of uncertainty. This
methodology is then applied to estimate
the costs and benefits of major
PROWAG provisions on a lifecycle
basis, relative to a no-action baseline.
The below summarizes the quantified
cost and benefit estimates. The FRIA
also presents a discussion of potential
compliance costs for pedestrian
overpasses and underpasses; sidewalk
dimensions and materials; handrails;
public street toilets; transit stops and
shelters; and alternate pedestrian access
routes. However, these are not listed in
the summary table because they are
expected to have little to no overall cost
impact relative to the baseline.
Similarly, a number of other benefits
were identified that could not be
monetized using the available data.
As the relevant analysis time periods
can vary by provision, the costs and
benefits have been converted to
annualized equivalents (using 3% and
7% discount rates) to ease comparisons.
As the figures indicate, estimated
monetized benefits exceed estimated
compliance costs by a considerable
margin. However, some of the most
important benefits of this rule, in the
form of equal access to public facilities,
personal freedom and independence,
and the elimination of accessibility
barriers to mobility, are not quantified
due to the inherent difficulty in
monetizing such impacts.
SUMMARY OF ESTIMATED BENEFITS AND COSTS
Annualized
cost/benefit
($ millions, 7%
discounting to
2021 base year)
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PROWAG provision
Detectable Warning ...................................................................................................
On-Street Parking ......................................................................................................
Passenger Loading Zones .........................................................................................
Accessible Pedestrian Signals ..................................................................................
Shared-Use Paths .....................................................................................................
Pedestrian Overpasses and Underpasses ................................................................
Sidewalk Width ..........................................................................................................
Roundabouts—Crossings ..........................................................................................
Roundabouts—Edge Detection .................................................................................
Curb Ramps ...............................................................................................................
Stair Visual Contrast ..................................................................................................
Crosswalk Cross Slope .............................................................................................
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Annualized
cost/benefit
($ millions, 3%
discounting to
2021 base year)
$1.0
11.4
1.4
98.8
43.9
0.0
0.0
12.6
2.4
22.0
0.1
3.0
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$1.0
17.0
1.4
103.6
60.0
0.0
0.0
16.9
2.8
30.6
0.1
3.1
08AUR2
Time period
analyzed
(years)
50
20
20
25
15
30
50
25
50
20
50
25
Federal Register / Vol. 88, No. 151 / Tuesday, August 8, 2023 / Rules and Regulations
53649
SUMMARY OF ESTIMATED BENEFITS AND COSTS—Continued
Annualized
cost/benefit
($ millions, 7%
discounting to
2021 base year)
PROWAG provision
Time period
analyzed
(years)
Total Costs .........................................................................................................
196.7
236.5
..............................
Accessible Pedestrian Signals: Mobility Component ................................................
Roundabouts: Safety Component .............................................................................
On-Street Parking: Mobility Component ....................................................................
Multiple Provisions: New Trips Value ........................................................................
Multiple Provisions: Health Benefit ............................................................................
68.9
0.1
928.0
14,479.3
0.03
83.5
0.1
1,083.6
19,575.3
0.04
25
25
20
30
30
Total Benefits ......................................................................................................
15,476.3
20,742.5
..............................
B. Regulatory Flexibility Act
The impacts of the proposed
guidelines on small governmental
jurisdictions with a population of less
than 50,000 are discussed below. This
information is required by the
Regulatory Flexibility Act (5 U.S.C.
603).
(42 U.S.C. 12204) and Section 502 of the
Rehabilitation Act (29 U.S.C. 792) to
ensure that newly constructed and
altered facilities are readily accessible to
and usable by pedestrians with
disabilities.
1. Statement of the Need for, and
Objectives of, the Rule
The Access Board’s current
accessibility guidelines, the 2004 ADA
and ABA Accessibility Guidelines, were
developed primarily for buildings and
facilities on sites. Some of the
requirements in the 2004 ADA and ABA
Accessibility Guidelines can be readily
applied to pedestrian facilities in the
public right-of-way, but other
requirements are developed specifically
for pedestrian facilities in the public
right-of-way and address conditions and
constraints that exist in the public rightof-way.
The Access Board is required to issue
accessibility guidelines by the
Americans with Disabilities Act (ADA)
2. Statement of Significant Issues Raised
by Public Comments in Response to the
Initial Regulatory Flexibility Analysis
The NPRM received 14 comments
from entities considered ‘‘small’’, i.e.,
government entities with a population
under 50,000. In these comments, the
most common concern was about the
cost of APS, although in at least some
instances this was due to a
misunderstanding that the final rule
requires retrofitting equipment, which is
not the case. This final rule applies only
to new construction and alterations.
Other comments asked clarifying
questions about definitions and the
applicability of the proposed rule, and
one commentor explicitly supported the
proposed rule in its entirety.
The Access Board carefully
considered all comments, including
those from small government entities,
and revised the final rule in light of
those comments. No changes were
made, however, that solely affect small
government entities.
3. Response of the Agency to Any
Comments Filed by the Chief Counsel
for Advocacy of the Small Business
Administration in Response to the
Proposed Rule
No comments were filed by the Chief
Counsel for Advocacy of the Small
Business Administration in response to
the proposed rule.
4. Small Governmental Jurisdictions
Affected by Proposed Accessibility
Guidelines
The number of small governmental
jurisdictions with a population less than
50,000 affected by the proposed
guidelines is shown in the table
below.20 The total number of
jurisdictions with populations under
50,000 is 36,931.
Population
under 10,000
Governmental jurisdictions
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Annualized
cost/benefit
($ millions, 3%
discounting to
2021 base year)
Population
10,000 to
24,999
Population
25,000 to
49,999
County ..........................................................................................................................................
Municipal ......................................................................................................................................
Town or Township .......................................................................................................................
687
16,432
14,997
807
1,559
784
611
738
316
Total ......................................................................................................................................
32,206
3,150
1,665
More than 65 percent of municipal
governments (12,701) and almost 75
percent of towns and townships
(12,062) have a population of less than
2,500. Many of these small
governmental jurisdictions are located
in rural areas, which generally do not
construct pedestrian transportation
networks (e.g., sidewalks, pedestrian
street crossings, and pedestrian signals).
In addition, some jurisdictions do not
have full responsibility for all rights-ofway within their town or county
boundaries, and accordingly would only
be affected by this final rule with
respect to the right-of-way that is in
20 Source: U.S. Census Bureau 2017 Census of
Governments available at: https://www.census.gov/
data/tables/2017/econ/gus/2017-governments.html.
21 There are 90 counties and 821 municipal
governments with population under 50,000 per U.S.
Census data in these three states.
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their purview. For example, in
Delaware, North Carolina, and West
Virginia, the State DOT is responsible
for the management of roadways, which
means that small governmental
jurisdictions in these states 21 are less
likely to be burdened by the final rule,
as the State DOTs may be primarily
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responsible for the affected
infrastructure.
5. Compliance Requirements
The public rights-of-way accessibility
guidelines address the design,
construction, and alteration of
pedestrian facilities in the public rightof-way, including sidewalks,
crosswalks, pedestrian overpasses and
underpasses, curb ramps and blended
transitions at crosswalks, pedestrian
signals, street furniture (i.e., drinking
fountains, public toilet facilities, tables,
counters, and benches), pedestrian
signs, transit stops and transit shelters
for buses and light rail vehicles, onstreet parking that is marked or metered,
and passenger loading zones. The
Section-by-Section Analysis of the
preamble describes the proposed
accessibility guidelines. Compliance
with the proposed accessibility
guidelines is not mandatory until they
are adopted, with or without additions
and modifications, as accessibility
standards by other Federal agencies.
There are no reporting or recordkeeping
requirements.
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6. Significant Alternatives Which
Minimize Any Significant Economic
Impacts on Small Entities
The regulatory assessment analyzes
the following five requirements in the
final rule that will have more than
minimal impacts on state and local
transportation departments:
• Accessible pedestrian signals and
pedestrian pushbuttons required when
pedestrian signals are newly installed or
altered at signalized intersections.
Accessible pedestrian signals and
pedestrian pushbuttons communicate
the information about the WALK and
DON’T WALK intervals at signalized
intersections in non-visual formats (i.e.,
audible tones and vibrotactile surfaces)
to pedestrians who are blind or have
low vision.
• Pedestrian activated signals or
raised crossings at roundabouts with
pedestrian street crossings. A
roundabout is a circular intersection
with yield control at entry, which
permits a vehicle on the circulatory
roadway to proceed, and with deflection
of the approaching vehicle counterclockwise around a central island.
Pedestrian activated signals or raised
crossings are required at roundabouts
with pedestrian street crossings to
facilitate crossing by pedestrians who
are blind or have low vision. Some
small governmental jurisdictions with a
population less than 50,000 do
construct roundabouts, and accordingly
may be affected by this requirement,
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although they may only construct a
small number of roundabouts.
• Accessible shared use paths located
in the public right-of-way. The shared
use paths requirements that are likely to
impose costs include those related to
detectable warning surfaces, grade, and
trail surface. The existing data suggests
that shared use paths in small
governmental jurisdictions are not
necessarily any more or less compliant
than all shared use paths in the U.S.,
suggesting that this will be an area of
costs for small jurisdictions in line with
the overall prevalence of shared use
paths.
• One curb ramp per street crossing
provided at each corner of intersections.
Existing guidelines allow for a single
diagonal curb ramp serving street
crossings; however, the final rule will
require two parallel or perpendicular
curb ramps. There is no requirement
where no pedestrian crossing exists.
• On-street parking must meet
minimum thresholds for the number of
accessible spaces per block perimeter or
other location. On-street parking is
typically found along the curbside in
retail, office, and mixed-use areas, but it
is unknown how common this type of
parking is in small governmental
jurisdictions.
There are no significant alternatives
that will minimize any significant
impacts of these requirements on small
governmental jurisdictions and achieve
the objectives of the ADA, Section 504
of the Rehabilitation Act, and the ABA
to eliminate the discriminatory effects of
architectural, transportation, and
communication barriers in the design
and construction of pedestrian facilities
in the public right-of-way.
C. Unfunded Mandates Reform Act
The Unfunded Mandates Reform Act
does not apply to legislative or
regulatory provisions that establish or
enforce any ‘‘statutory rights that
prohibit discrimination on the basis of
race, color, religion, sex, national origin,
age, handicap, or disability.’’ 2 U.S.C.
658a. Accordingly, it does not apply to
this rulemaking.
D. Paperwork Reduction Act
This regulation contains no
information collection requirements
subject to review by the Office of
Management and Budget under the
Paperwork Reduction Act. See 44 U.S.C.
3501, et seq.
E. Congressional Review Act
To the extent this rule is subject to the
Congressional Review Act, the Access
Board has complied with its
requirements by submitting this final
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rule to Congress and the Government
Accountability Office prior to
publication in the Federal Register.
F. Federalism (Executive Order 13132)
The proposed rule adheres to the
fundamental federalism principles and
policy making criteria in Executive
Order 13132. The portion of this rule
applicable to state and local
governments is issued under the
authority of the Americans with
Disabilities Act, civil rights legislation
that was enacted by Congress pursuant
to its authority to enforce the Fourteenth
Amendment to the U.S. Constitution
and to regulate commerce. The
Americans with Disabilities Act was
enacted ‘‘to provide a clear and
comprehensive national mandate for the
elimination of discrimination against
individuals with disabilities.’’ 42 U.S.C.
12101(b)(1). The Americans with
Disabilities Act recognizes the authority
of State and local governments to enact
and enforce laws that ‘‘provide for
greater or equal protection for the rights
of individuals with disabilities than are
afforded by this chapter.’’ 42 U.S.C.
12201(b). This rule is based largely on
the recommendations of a Federal
advisory committee which included
representatives of state and local
governments. The Access Board made
drafts of the proposed rule available for
public review and comment. State and
local governments provided comments
on the drafts of the proposed rule.
List of Subjects in 36 CFR Part 1190
Buildings and facilities, Civil rights,
Federal buildings and facilities,
Highways and roads, Individuals with
disabilities, Parking, Rights-of-way,
Transportation.
Approved by vote of the Access Board on
March 15, 2023.
Christopher Kuczynski,
General Counsel.
Accordingly, for the reasons set forth
in the preamble, the Access Board adds
36 CFR part 1190 to read as follows:
■
PART 1190—ACCESSIBILITY
GUIDELINES FOR PEDESTRIAN
FACILITIES IN THE PUBLIC RIGHT-OFWAY
Sec.
1190.1 Accessibility Guidelines.
Appendix to Part 1190—Accessibility
Guidelines for Pedestrian Facilities in
the Public Right-of-Way
Authority: 29 U.S.C. 792; 42 U.S.C. 12204;
42 U.S.C. 4151 et seq.
§ 1190.1
Accessibility Guidelines.
The accessibility guidelines for
pedestrian facilities in the public right-
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of-way are set forth in the appendix to
this part. When the guidelines are
adopted, with or without additions and
modifications, as accessibility standards
in regulations issued by other Federal
agencies implementing the Americans
with Disabilities Act, Section 504 of the
Rehabilitation Act, and the
Architectural Barriers Act, compliance
with the accessibility standards is
mandatory.
Appendix to Part 1190—Accessibility
Guidelines for Pedestrian Facilities in
the Public Right-of-Way
Chapter 1: Application and Administration
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R101 Purpose and Application
R101.1 Purpose. These guidelines contain
scoping and technical requirements to ensure
that pedestrian facilities located in the public
right-of-way (including a public right-of-way
that forms the boundary of a site or that lies
within a site bounded by a property line), are
readily accessible to and usable by
pedestrians with disabilities.
R101.2 Application to ADA-Covered
Facilities. These guidelines apply to
pedestrian facilities in public rights-of-way to
the extent required by regulations issued by
Federal agencies under the Americans with
Disabilities Act of 1990, as amended (42
U.S.C. 12101 et seq.) (ADA).
R101.3 Application to ABA-Covered
Facilities. These guidelines apply to
pedestrian facilities in public rights-of-way to
the extent required by regulations issued by
Federal agencies under the Architectural
Barriers Act of 1968 (42 U.S.C. 4151 et seq.)
(ABA).
R101.4 Effect on Existing Pedestrian
Facilities. These guidelines do not address
existing pedestrian facilities unless the
pedestrian facilities are altered at the
discretion of a covered entity. The
Department of Justice has authority over
existing facilities that are subject to the
requirement for program access under title II
of the ADA. Any determination that this
document applies to existing facilities subject
to the program access requirement is solely
within the discretion of the Department of
Justice and is effective only to the extent
required by regulations issued by the
Department of Justice.
R102 Deviations From These Guidelines
R102.1 ADA-Covered Facilities and
Equivalent Facilitation. The use of alternative
designs, products, or technologies that result
in substantially equivalent or greater
accessibility and usability than the
requirements in these guidelines shall be
permitted for pedestrian facilities in the
public right-of-way subject to the ADA.
R102.2 ABA-Covered Facilities and
Waivers or Modifications. Equivalent
facilitation is not permitted for pedestrian
facilities in the public right-of-way subject to
the ABA. The ABA authorizes the
Administrator of the General Services
Administration, the Secretary of the
Department of Housing and Urban
Development, the Secretary of the
Department of Defense, and the United States
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Postal Service to modify or waive the
accessibility standards for buildings and
facilities covered by the ABA on a case-bycase basis, upon application made by the
head of the department, agency, or
instrumentality of the United States
concerned and upon a determination that the
waiver is clearly necessary. Pursuant to
Section 502(b)(1) of the Rehabilitation Act of
1973, 29 U.S.C. 792(b), the Access Board
shall ensure that modifications and waivers
are based on findings of fact and are not
inconsistent with the ABA.
R103 Conventions
R103.1 Conventional Industry
Tolerances. All dimensions are subject to
conventional industry tolerances except
where requirements are stated as a range with
specific minimum or maximum endpoints.
R103.2 Calculation of Percentages. Where
the required number of elements or facilities
to be provided is determined by calculations
of ratios or percentages and remainders or
fractions result, the next greater whole
number of such elements or facilities shall be
provided.
R103.3 Units of Measurement.
Measurements are stated in U.S. customary
units and metric units. The values stated in
each system (U.S. customary units and metric
units) may not be exact equivalents, and each
system shall be used independently of the
other. Slopes are expressed in terms of both
ratios and percentages. Ratios and
percentages may not be exact equivalents,
and each shall be used independently of the
other.
R104 Definitions
R104.1 Undefined Terms. Terms that are
not defined in R104.3 or in regulations issued
by the Department of Justice and the
Department of Transportation under the
ADA, the four standard setting agencies
under the ABA or other Federal agencies that
adopt these guidelines as accessibility
standards shall be given their ordinarily
accepted meaning in the sense that the
context implies.
R104.2 Interchangeability. Words, terms,
and phrases used in the singular include the
plural and those used in the plural include
the singular.
R104.3 Defined Terms. For the purpose of
these guidelines, the following terms have
the indicated meaning:
Accessible. A pedestrian facility or element
in the public right-of-way that complies with
these guidelines.
Accessible Pedestrian Signal. A device that
communicates information about pedestrian
signal timing in non-visual formats such as
audible tones or speech messages, and
vibrating surfaces.
Alteration or altered. A change to or an
addition of a pedestrian facility in an
existing, developed public right-of-way that
affects or could affect pedestrian access,
circulation, or usability.
Blended Transition. A wraparound
connection at a corner, or a flush connection
where there is no curb to cut through, other
than a curb ramp.
Block Perimeter. The near side of the
streets surrounding a block. For example, on
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53651
a square block bounded by Main Street to the
south, Pine Street to the north, 1st Street to
the east, and 2nd Street to the west, the block
perimeter includes the north side of Main
Street, the south side of Pine Street, the west
side of 1st Street, and the east side of 2nd
Street.
Boarding Platform. A platform raised above
standard curb height used for transit vehicle
boarding and alighting.
Building. Any structure used or intended
for supporting or sheltering any use or
occupancy.
Crosswalk. That part of a roadway that is
located at an intersection included within the
connections of the lateral lines of the
pedestrian circulation paths on opposite
sides of the highway measured from the
curbs, or in the absence of curbs, from the
edges of the traversable roadway, and in the
absence of a pedestrian circulation path on
one side of the roadway, the part of a
roadway included within the extension of the
lateral lines of the pedestrian circulation
path at right angles to the center line; or at
any portion of a roadway at an intersection
or elsewhere distinctly indicated as a
pedestrian crossing by pavement marking
lines on the surface. Crosswalks at
intersections may be marked or unmarked.
Cross Slope. The slope that is
perpendicular to the direction of pedestrian
travel.
Curb. A raised feature along the side of a
street that delineates the edge of the roadway
or pedestrian circulation path.
Curb Line. A line at the face of the curb
that marks the transition between the curb
and the gutter or street.
Curb Ramp. A sloped connection that is
cut through or built up to a curb. Curb ramps
may be perpendicular or parallel to the curb
or to the street they serve or be a combination
thereof.
Detectable Warning Surface. A
standardized surface feature built in or
applied to pedestrian circulation paths and
other pedestrian facilities to warn of hazards.
Developed. Containing buildings,
pedestrian facilities, roadways, utilities, or
elements.
Element. An architectural or mechanical
component of a building, pedestrian facility,
space, site, or public right-of-way.
Grade. See Running slope.
Grade Break. The line where two surface
planes with different running slopes meet.
Highway. A general term denoting a public
way for purposes of vehicular travel,
including the entire area within the public
right-of-way.
Median. The area between two roadways of
a divided highway measured from edge of
traveled way to edge of traveled way. The
median excludes turn lanes. The median
width might be different between
intersections, interchanges, and at opposite
approaches of the same intersection.
Operable Part. A component of an element
used to insert or withdraw objects, or to
activate, deactivate, or adjust the element, or
to interact with the element.
Parallel Curb Ramp. A curb ramp with a
running slope that is parallel to the curb or
street it serves.
Passenger Loading Zone. An area that is
specifically designed or designated for
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loading and unloading passengers, but that
does not primarily serve vehicles on a fixed
or scheduled route.
Pedestrian. A person on foot, travelling by
wheelchair or other mobility device, on
skates, or on a skateboard.
Pedestrian Access Route. An accessible,
continuous, and unobstructed path of travel
for use by pedestrians with disabilities
within a pedestrian circulation path.
Pedestrian Activated Warning Devices.
Devices that are installed in conjunction with
a warning sign and are activated to alert
vehicle operators to the presence of a
pedestrian, such as rectangular rapid flashing
beacons.
Pedestrian Change Interval. An interval
during which the flashing upraised hand
(symbolizing ‘‘don’t walk’’) signal indication
is displayed.
Pedestrian Circulation Path. A prepared
exterior or interior surface provided for
pedestrian use in the public right-of-way.
Pedestrian Facility. A structure, route, or
space for pedestrian circulation or use
located in the public right-of-way.
Pedestrian Hybrid Beacon. A special type
of hybrid beacon used to warn and control
traffic at an unsignalized location to assist
pedestrians in crossing a street at a marked
crosswalk.
Pedestrian Refuge Island. A defined area
72 inches (1828 mm) long minimum in the
direction of pedestrian travel located
between traffic lanes for pedestrian refuge
within a median, splitter island, or
channelizing island.
Pedestrian Signal Head. A device
containing the walking person symbol
(symbolizing ‘‘walk’’) and the upraised hand
symbol (symbolizing ‘‘don’t walk’’), that is
installed to direct pedestrian traffic at a
crosswalk.
Perpendicular Curb Ramp. A curb ramp
with a running slope that is perpendicular to
the curb or the street it serves.
Public Right-of-Way. Public land acquired
for or dedicated to transportation purposes,
or other land where there is a legally
established right for use by the public for
transportation purposes.
Push Button. A button to activate a device
or signal timing for pedestrians, bicyclists, or
others crossing a roadway.
Push Button Locator Tone. A repeating
sound that informs approaching pedestrians
that a push button exists to actuate
pedestrian timing or receive additional
information and that enables pedestrians
who are blind or have low vision to locate
the push button.
Qualified Historic Building or Facility. A
building or facility that is listed in or eligible
for listing in the National Register of Historic
Places or designated as historic under an
appropriate state or local law.
Ramp. A sloped walking surface with a
running slope steeper than 1:20 (5.0%) that
accomplishes a change in level and is not
part of a pedestrian circulation path that
follows the roadway grade. A curb ramp is
not a ramp.
Roadway. That portion of a highway
improved, designed, or ordinarily used for
vehicular travel and parking lanes, but
exclusive of the sidewalk, berm, or shoulder.
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Roundabout. A circular intersection with
yield control at entry, which permits a
vehicle on a circular roadway to proceed, and
with deflection of the approaching vehicle
counterclockwise around a central island.
Running Slope. The slope that is parallel
to the direction of pedestrian travel.
Shared Use Path. A multi-use path
designed primarily for use by bicyclists,
pedestrians, and other authorized motorized
and non-motorized users, for transportation
purposes, and that may also be used for
recreation. Shared use paths are physically
separated from motor vehicle traffic by an
open space or barrier and are either within
the highway or other public right-of-way.
Sidewalk. That portion of a highway
between the curb line, or the lateral line of
a roadway, and the adjacent property line, or
on easements of private property, that is
paved or improved and intended for use by
pedestrians.
Splitter Island. A median island used to
separate opposing directions of traffic
entering and exiting a roundabout.
Stair. A change in elevation comprised of
at least one tread and riser. A curb is not a
stair.
Standard Curb Height. The typical height
of a curb according to local standards for a
given road type, but usually between 3
inches (75 mm) and 9 inches (230 mm) high
relative to the surface of the roadway or
gutter.
Street. See Roadway.
Transit Shelter. A structure provided at a
transit stop to provide passengers protection
from the weather.
Transit Stop. An area that is designated for
passengers to board or alight from buses, rail
cars, and other transportation vehicles that
operate on a fixed route or scheduled route,
including bus stops and boarding platforms.
This definition does not include intercity rail
except where a stop is located in the public
right-of-way.
Transitional Segment. The portion of a
pedestrian circulation path that connects
adjacent surfaces with different slopes or
dimensions to provide a smooth transition.
Traveled Way. The portion of the roadway
for the movement of vehicles, exclusive of
the shoulder, berm, sidewalk, and parking
lane.
Vibrotactile. A method of communicating
information by touch using a vibrating
surface.
Walk Interval. An interval during which
the walking person (symbolizing ‘‘walk’’)
signal indication is displayed.
Chapter 2: Scoping Requirements
R201
General
R201.1 Scope. All newly constructed
pedestrian facilities and altered portions of
existing pedestrian facilities for pedestrian
circulation and use located in the public
right-of-way shall comply with these
guidelines.
Exception: Pedestrian facilities within
vaults, tunnels, and other spaces used only
by service personnel for maintenance, repair,
or monitoring of equipment are not required
to comply with these guidelines.
R201.2 Temporary and Permanent
Pedestrian Facilities. The requirements in
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these guidelines shall apply to temporary and
permanent pedestrian facilities and elements
in the public right-of-way. Where a
pedestrian circulation path or transit stop is
temporarily closed by construction,
maintenance operations, or similar
conditions, an alternate pedestrian access
route or transit stop shall be provided in
accordance with R204.
R201.3 Buildings, Structures, and
Elements. Buildings, structures, and elements
in the public right-of-way that are not
covered by the requirements in these
guidelines shall comply with the applicable
requirements in 36 CFR part 1191 (ADA &
ABA Accessibility Guidelines). Examples
include, but are not limited to, buildings,
structures, and elements at safety rest areas
or park and ride lots, temporary performance
stages and reviewing stands.
R202 Alterations
R202.1 General. Alterations to pedestrian
facilities shall comply with R202.
R202.2 Connection to Pedestrian
Circulation Path. Where pedestrian facilities
are altered, they shall be connected by a
pedestrian access route complying with R302
to an existing pedestrian circulation path. A
transitional segment may be used in the
connection.
R202.3 Existing Physical Constraints. In
alterations, where existing physical
constraints make compliance with applicable
requirements technically infeasible,
compliance with these requirements is
required to the maximum extent feasible.
Existing physical constraints include, but are
not limited to, underlying terrain,
underground structures, adjacent developed
facilities, drainage, or the presence of a
significant natural or historic feature.
R202.4 Reduction in Access Prohibited.
An alteration to pedestrian facilities or
elements shall not decrease the accessibility
of an existing pedestrian facility or element
or an accessible connection to an adjacent
building or site below the requirements in
these guidelines.
R202.5 Alterations to Qualified Historic
Facilities. Where the State Historic
Preservation Officer or Advisory Council on
Historic Preservation determines that
compliance with an applicable requirement
of these guidelines would threaten or destroy
the historic significance of a qualified
historic building or facility, compliance with
that requirement is required to the maximum
extent feasible without threatening or
destroying the historic significance of the
qualified historic building or facility.
R203 Pedestrian Access Routes
R203.1 General. Where provided, the
pedestrian facilities addressed in R203 shall
contain or connect a pedestrian access route,
and shall comply with these guidelines.
R203.2 Connection to Accessible
Facilities. Pedestrian access routes shall
connect accessible elements, spaces, and
pedestrian facilities in accordance with
R203.2.
R203.2.1 Connection to Accessible
Facilities subject to the ADA. Pedestrian
access routes subject to the ADA shall
connect accessible elements, spaces, and
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pedestrian facilities required to be accessible
and connect to accessible routes required by
section 206.2.1 of appendix B to 36 CFR part
1191 (ADA & ABA Accessibility Guidelines)
that connect building and facility entrances
to public streets and sidewalks.
Exception: Where elements are altered, on
or adjacent to an existing pedestrian
circulation path, the existing pedestrian
circulation path need not be altered to
provide a pedestrian access route complying
with R202.2.
R203.2.2 Connection to Accessible
Facilities subject to the ABA. Pedestrian
access routes subject to the ABA shall
connect accessible elements, spaces, and
pedestrian facilities required to be accessible
and connect to accessible routes required by
section F206.2.1 of appendix C to 36 CFR
part 1191 (ADA & ABA Accessibility
Guidelines) that connect building and facility
entrances to public streets and sidewalks.
Exception: Where elements are altered, on
or adjacent to an existing pedestrian
circulation path, the existing pedestrian
circulation path need not be altered to
provide a pedestrian access route complying
with R202.2.
R203.3 Pedestrian Circulation Paths.
Pedestrian access routes complying with
R302 shall be provided within pedestrian
circulation paths, including sidewalks and
shared use paths. Transitional segments may
be used to connect new or altered pedestrian
access routes to existing pedestrian
circulation paths, and the differences
between adjacent surface characteristics shall
be minimized to provide a smooth transition.
R203.4 Crosswalks. A pedestrian access
route complying with R302 shall be provided
within and for the full length of a crosswalk,
including medians and pedestrian refuge
islands. Crosswalks shall comply with R306.
R203.5 Pedestrian At-Grade Rail
Crossing. Where a pedestrian circulation
path crosses at-grade rail tracks, a pedestrian
access route complying with R302 shall be
included within the pedestrian at-grade rail
crossing. Pedestrian at-grade rail crossings
shall comply with R306.
R203.6 Curb Ramps and Blended
Transitions. A curb ramp, blended transition,
or a combination of curb ramps and blended
transitions shall be provided in accordance
with R203.6 and shall comply with R304.
R203.6.1 Placement. Placement of curb
ramps and blended transitions shall comply
with R203.6.1.
R203.6.1.1 Crosswalks at an Intersection.
At an intersection corner, one curb ramp or
blended transition shall be provided for each
crosswalk, or a single blended transition that
spans all crosswalks at the intersection
corner may be provided. Where pedestrian
crossing is prohibited, curb ramps or blended
transitions shall not be provided, and the
pedestrian circulation path shall be either (a)
separated from the roadway with landscaping
or other non-prepared surface or (b)
separated from the roadway by a detectable
vertical edge treatment with a bottom edge 15
inches maximum above the pedestrian
circulation path.
Exception: In alterations, where existing
physical constraints make compliance with
R203.6.1.1 technically infeasible, a single
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curb ramp complying with R304 shall be
permitted at the apex of the intersection
corner.
R203.6.1.2 Mid-Block and Roundabout
Crosswalks. At a mid-block or roundabout
crosswalk, curb ramps or blended transitions
shall be provided on both ends of the
crosswalk. Where pedestrian crossing is not
intended, curb ramps or blended transitions
shall not be provided, and the pedestrian
circulation path shall be either (a) separated
from the roadway with landscaping or other
non-prepared surface or (b) separated from
the roadway by a detectable vertical edge
treatment with a bottom edge 15 inches
maximum above the pedestrian circulation
path.
R203.6.1.3 Parallel On-Street Parking. At
parallel on-street parking spaces complying
with the dimensions specified in R310.2.1, a
curb ramp or blended transition shall be
provided at either end of the parking space
if needed to connect the parking space to a
pedestrian access route.
R203.6.1.4 Perpendicular and Angled OnStreet Parking and Passenger Loading Zones.
At perpendicular and angled on-street
parking spaces, and at passenger loading
zones, a curb ramp or blended transition
shall be provided if needed to connect the
access aisle to a pedestrian access route.
R203.6.2 Alterations to Crosswalks. When
alterations are made to crosswalks, curb
ramps or blended transitions shall be
provided on both ends of the crosswalk
where the pedestrian access route crosses a
curb.
R203.7 Pedestrian Overpasses and
Underpasses. Pedestrian overpasses and
underpasses shall contain a pedestrian
access route complying with R302. Where an
overpass, underpass, bridge, or similar
structure is designed for pedestrian use only,
or pedestrian and bicycle use only, and the
approach slope to the structure exceeds 1:20
(5.0%), a ramp complying with R407, or an
elevator or limited use/limited application
elevator complying with sections 407 or 408
of Appendix D to 36 CFR part 1191 (ADA &
ABA Accessibility Guidelines), shall be
provided. Elevators and limited use/limited
application elevators shall be unlocked and
independently usable during the operating
hours of the pedestrian facility served.
Exception: In alterations, where existing
physical constraints make compliance with
R203.7 technically infeasible, a platform lift
complying with section 410 of Appendix D
to 36 CFR part 1191 (ADA & ABA
Accessibility Guidelines) shall be permitted.
R203.8 Ramps. Where provided, ramps
shall comply with R407.
R203.9. Elevators and Limited Use/
Limited Application Elevators. Where
provided, elevators and limited use/limited
application elevators shall comply with
sections 407 or 408 of Appendix D to 36 CFR
part 1191 (ADA & ABA Accessibility
Guidelines).
R203.10 Platform Lifts. In alterations,
where the use of elevators or limited use
elevators is not technically feasible, platform
lifts may be used and shall comply with
section 410 of Appendix D to 36 CFR part
1191 (ADA & ABA Accessibility Guidelines).
R203.11 Doors, Doorways, and Gates.
Doors, doorways, and gates that are part of
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a pedestrian access route shall comply with
section 404 of Appendix D to 36 CFR part
1191 (ADA & ABA Accessibility Guidelines).
R204 Alternate Pedestrian Access Routes,
Transit Stops, and Passenger Loading Zones
R204.1 Alternate Pedestrian Access
Route. When a pedestrian circulation path is
temporarily not accessible due to
construction, maintenance operations,
closure, or other similar conditions, an
alternate pedestrian access route must be
provided and comply with R303 and R402.
Exception: If establishing or maintaining
an alternate pedestrian access route is
technically infeasible due to site conditions
or existing physical constraints, an alternate
means of providing access for pedestrians
with disabilities shall be permitted.
R204.2 Alternate Transit Stops. Where
accessible transit stops are temporarily not
accessible due to construction, maintenance
operations, or other similar conditions,
alternate transit stops complying with R309
shall be provided.
R204.3 Alternate Passenger Loading
Zones. Where a permanently designated
passenger loading zone is temporarily not
accessible due to construction, maintenance
operations, or other similar conditions, and
a temporary passenger loading zone is
provided, it must comply with R311.
R205 Detectable Warning Surfaces
R205.1 General. Detectable warning
surfaces shall be provided in accordance
with R205.
R205.2 Curb Ramps and Blended
Transitions. Curb ramps shall have
detectable warning surfaces complying with
R205.2.1. Blended transitions shall have
detectable warning surfaces complying with
R205.2.2.
Exception: Detectable warning surfaces are
not required on curb ramps and blended
transitions used exclusively to connect
passenger loading zones, accessible parallel
on-street parking spaces, and access aisles for
perpendicular and angled parking spaces to
pedestrian access routes.
R205.2.1 Curb Ramps. Curb ramps
located at crosswalks shall have detectable
warning surfaces complying with R305.1 and
either R305.2.1 or R305.2.2.
R205.2.2 Blended Transitions. Blended
transitions located at crosswalks shall have
detectable warning surfaces complying with
R305.1 and R305.2.3.
R205.3 Pedestrian Refuge Islands. Cutthrough pedestrian refuge islands shall have
detectable warning surfaces complying with
R305.1 and R305.2.4.
R205.4 Pedestrian At-Grade Rail
Crossings. Pedestrian at-grade rail crossings
not located within a street shall have
detectable warning surfaces complying with
R305.1 and R305.2.5. Pedestrian at-grade rail
crossings located within a street at a
crosswalk shall not have detectable warning
surfaces adjacent to the railway.
R205.5 Boarding Platforms. Boarding
platforms at transit stops that are not
protected by screens or guards along the
sides of the boarding and alighting areas
facing the transit vehicles shall have
detectable warning surfaces complying with
R305.1 and R305.2.6.
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R205.6 Sidewalk and Street-Level Rail
Boarding and Alighting Areas. Boarding and
alighting areas at sidewalk or street-level
transit stops for rail vehicles that are not
protected by screens or guards along the side
of the boarding and alighting areas facing the
rail vehicles shall have detectable warning
surfaces complying with R305.1 and
R305.2.7.
R205.7 Driveways. Pedestrian circulation
paths at driveways controlled with yield or
stop control devices or traffic signals shall
have detectable warning surfaces complying
with R305.2.8.
R206 Pedestrian Signal Heads and
Pedestrian Activated Warning Devices
R206.1 General. Where provided,
pedestrian signal heads and pedestrian
activated warning devices shall comply with
R206. The accessible features required by
these guidelines shall be available at all
times.
R206.2 Traffic Control Signals and
Hybrid Beacons with Pedestrian Signal
Heads. Where pedestrian signal heads are
provided at crosswalks, the walk indication
shall comply with R308. Pedestrian signal
heads must have a pedestrian push button
complying with R307, except for R307.7, or
passive detection or pretimed operation that
activates audible and vibrotactile indications
complying with R308.
R206.3 Pedestrian Activated Warning
Devices. Pedestrian activated warning
devices shall have pedestrian push buttons
complying with R307, except for R307.2 and
R307.6, or passive detection that operates
audible indications complying with R307.7.
R207 Protruding Objects and Vertical
Clearance
R207.1 General. Protruding objects and
vertical clearance along any portion of a
pedestrian circulation path shall comply
with R402.
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R208 Pedestrian Signs
R208.1 General. Where provided, signs
intended solely for pedestrians, including
transit signs, and all signs serving shared use
paths, shall comply with R410.
Exceptions: 1. Transit schedules,
timetables, and maps are not required to
comply with R410.
2. Signs mounted immediately above or
incorporated into a push button detector unit
are not required to comply with R410.
R209 Street Furniture
R209.1 General. Where provided, street
furniture shall comply with the applicable
requirements in R209.
R209.2 Drinking Fountains. Drinking
fountains shall comply with sections 602.1
through 602.6 of Appendix D to 36 CFR part
1191 (ADA & ABA Accessibility Guidelines).
R209.3 Public Street Toilets. Public street
toilets shall be provided in accordance with
R209.3.
R209.3.1 Permanent Public Street Toilets.
Permanent public street toilets shall comply
with sections 603 through 610 of Appendix
D to 36 CFR part 1191 (ADA & ABA
Accessibility Guidelines).
R209.3.2 Portable Toilet Units. Portable
toilet units shall comply with section 603 of
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Appendix D to 36 CFR part 1191 (ADA &
ABA Accessibility Guidelines). Where
multiple single user portable toilet units are
clustered at a single location, at least 5
percent, but no fewer than one of each type
of the toilet units at each cluster shall be
required to comply with 603 Appendix D to
36 CFR part 1191 (ADA & ABA Accessibility
Guidelines). Portable toilet units complying
with section 603 shall be identified by the
International Symbol of Accessibility
complying with R411.
R209.4 Tables. At least 5 percent of tables
at each group of adjacent tables, but no fewer
than one, shall comply with section 902 of
Appendix D to 36 CFR part 1191 (ADA &
ABA Accessibility Guidelines).
R209.5 Sales or Service Counters. Sales or
service counters shall comply with section
904.4 of Appendix D to 36 CFR part 1191
(ADA & ABA Accessibility Guidelines).
Exception 1: Sales or service counters that
are located in a building subject to the ADA
that is not itself in the public right-of-way but
that directly serve the public right-of-way,
such as at a service window accessed from
the sidewalk, may comply with section 227.3
of Appendix B to 36 CFR part 1191 (ADA &
ABA Accessibility Guidelines).
Exception 2: Sales or service counters that
are located in a building subject to the ABA
that is not itself in the public right-of-way but
that directly serve the public right-of-way,
such as at a service window accessed from
the sidewalk, may comply with section
F227.3 of Appendix C to 36 CFR part 1191
(ADA & ABA Accessibility Guidelines).
R209.6 Benches. Benches, other than
those that are part of tables complying with
R209.4, shall comply with R209.6.
R209.6.1 Benches at Transit Stops and
Shelters. Benches provided at transit stops
shall have clear space complying with R404
next to either end of the bench, or if the
bench has no end, such as a circular bench,
the clear space shall either be integral to the
bench or no more than 18 inches (455 mm)
from the front of the bench. Benches
provided within transit shelters shall have
clear space complying with R309.2.2.
R209.6.2 Benches Not at Transit Stops
and Shelters. At least 50 percent, but no less
than one, of benches at each group of
adjacent benches shall provide clear space
complying with R404. The clear space shall
be located next to either end of the bench,
or if the bench has no end, such as a circular
bench, the clear space shall either be integral
to the bench or no more than 18 inches (455
mm) from the front of the bench.
R209.7 Operable Parts of Other Fixed
Elements. Operable parts of other fixed
elements to be used by pedestrians shall
comply with R403.
R210
Transit Stops and Transit Shelters
R210.1 General. Where provided, transit
stops and transit shelters shall comply with
R309.
R210.2 Fare Vending Machines. Where
provided at transit stops and transit shelters,
fare vending machines shall comply with
R403 and section 707 of Appendix D to 36
CFR part 1191 (ADA & ABA Accessibility
Guidelines), except for 707.2 and 707.3.
R210.3. Operable Parts of Other Fixed
Elements. Operable parts of other fixed
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elements at transit stops and shelters
intended to be used by pedestrians shall
comply with R403.
R211
On-Street Parking Spaces
R211.1 General. Where on-street parking
is provided and is metered or designated by
signs or pavement markings, accessible
parking spaces complying with R310 shall be
provided in accordance with R211 and Table
R211.
Exceptions: 1. On-street parking spaces
designated exclusively as residential parking
shall not be required to comply with R211
and shall not be counted for purposes of
Table R211.
2. On-street parking spaces designated
exclusively for commercial or law
enforcement vehicles shall not be required to
comply with R211 and shall not be counted
for purposes of Table R211.
3. Where on-street parking spaces are
altered, the requirements of R211 shall apply
only to the affected parking spaces until the
minimum number of accessible on-street
parking spaces as specified in Table R211 are
provided.
R211.2 Parking on Block Perimeter.
Where parking spaces are provided on a
block perimeter and are metered or
designated by signs or pavement markings,
accessible parking spaces complying with
R310 shall be provided in accordance with
Table R211. Where parking is metered or
designated by signs or pavement markings,
but individual spaces are not marked, each
20 feet (6.1 m) of block perimeter where
parking is designated shall be counted as one
parking space.
R211.3 Parking not on Block Perimeter.
Where parking spaces are provided on a
section of a street that is not part of a block
perimeter, accessible parking spaces
complying with R310 shall be provided in
accordance with Table R211. Where parking
is metered or designated by signs or
pavement markings, but individual spaces
are not marked, each 20 feet (6.1 m) of street
where parking is designated shall be counted
as one parking space.
TABLE R211
ON-STREET PARKING
SPACES
Total number of
metered or
designated
parking spaces
1 to 25 ......................
26 to 50 ....................
51 to 75 ....................
76 to 100 ..................
101 to 150 ................
151 to 200 ................
201 and over ............
Minimum required
number of accessible
parking spaces
1.
2.
3.
4.
5.
6.
4 percent of total.
R212 Passenger Loading Zones
R212.1 General. Where permanently
designated passenger loading zones other
than transit stops are provided, at least one
accessible passenger loading zone complying
with R311 shall be provided in every
continuous 100 feet (30 m) of loading zone
space, or fraction thereof.
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R213 Stairs and Escalators
R213.1 General. Where provided on
pedestrian circulation paths, stairs shall
comply with R408 and escalators shall
comply with section 810.9 of Appendix D to
36 CFR part 1191 (ADA & ABA Accessibility
Guidelines). Stairs and escalators shall not be
part of pedestrian access routes.
R214 Handrails
R214.1 General. Where provided on
pedestrian circulation paths, handrails shall
comply with R409.
Chapter 3: Technical Requirements
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R301 General
R301.1 Scope. The technical
requirements in Chapter 3 shall apply where
required by Chapter 2 or where referenced by
a requirement in these guidelines.
R302 Pedestrian Access Routes
R302.1 General. Pedestrian access routes
shall comply with R302.
R302.2 Continuous Clear Width. Except
as provided in R302.2.1 and R302.2.2, the
continuous clear width of pedestrian access
routes shall be 48 inches (1220 mm)
minimum, exclusive of the width of any
curb.
R302.2.1 Medians and Pedestrian Refuge
Islands. The clear width of pedestrian access
routes crossing medians and pedestrian
refuge islands shall be 60 inches (1525 mm)
minimum, except that where shared use
paths cross medians and pedestrian refuge
islands the clear width of the pedestrian
access route shall be 60 inches (1525 mm)
minimum or at least as wide as the
crosswalk, whichever is greater.
R302.2.2 Shared Use Paths. On shared
use paths, the clear width of the pedestrian
access route shall extend the full width
provided for pedestrian circulation on the
path. Obstructions, such as bollards, shall not
reduce the clear width of the pedestrian
access route to less than 48 inches (1220 mm)
measured from the edge of the obstruction.
R302.3 Passing Spaces. Where the clear
width of pedestrian access routes is less than
60 inches (1525 mm), passing spaces shall be
provided at intervals of 200 feet (61 m)
maximum. Passing spaces shall be 60 inches
(1525 mm) minimum by 60 inches (1525
mm) minimum. Passing spaces and
pedestrian access routes are permitted to
overlap.
R302.4 Grade. The grade of pedestrian
access routes shall comply with R302.4,
except the grade of curb ramps and blended
transitions shall comply with R304 and the
grade of ramps shall comply with R407.
R302.4.1 Within Highway Right-of-Way.
Except as provided in R302.4.3, where a
pedestrian access route is contained within
a highway right-of-way, the grade of the
pedestrian access route shall not exceed 1:20
(5.0%).
Exception: Where the grade established for
the adjacent street exceeds 1:20 (5.0%), the
grade of the pedestrian access route shall not
exceed the grade established for the adjacent
street.
R302.4.2 Not Within Highway Right-ofWay. Where a pedestrian access route is not
contained within a highway right-of-way, the
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grade of the pedestrian access route shall not
exceed 1:20 (5.0%).
R302.4.3 Within a Crosswalk. Where a
pedestrian access route is contained within
a crosswalk, the grade of the pedestrian
access route shall be 1:20 (5.0%) maximum.
Exception: Where roadway design requires
superelevation greater than 1:20 (5.0%) at the
location of a crosswalk, the grade of the
pedestrian access route within the crosswalk
may be the same as the superelevation.
R302.5 Cross Slope. The cross slope of a
pedestrian access route shall comply with
R302.5.
R302.5.1 Not Contained Within a
Crosswalk. The cross slope of a pedestrian
access route not contained within a
crosswalk shall be 1:48 (2.1%) maximum.
Exception: The portion of a pedestrian
access route within a street that connects an
accessible parallel on-street parking space to
the nearest crosswalk at the end of the block
face or the nearest midblock crosswalk is not
required to comply with R302.5.
R302.5.2 Contained Within a Crosswalk.
The cross slope of a pedestrian access route
contained within a crosswalk shall comply
with R302.5.2.
R302.5.2.1 Crosswalk with Yield or Stop
Control Devices. Where a pedestrian access
route is contained within a crosswalk at an
intersection approach with yield or stop
control devices, the cross slope of the
pedestrian access route shall be 1:48 (2.1%)
maximum.
R302.5.2.2 Crosswalk at Uncontrolled
Approach. Where a pedestrian access route
is contained within a crosswalk at an
uncontrolled approach, the cross slope of the
pedestrian access route shall be 1:20 (5.0%)
maximum.
R302.5.2.3 Crosswalk with Traffic Control
Signal or Pedestrian Hybrid Beacon. Where
a pedestrian access route is contained within
a crosswalk at an intersection approach
controlled by a traffic control signal or
pedestrian hybrid beacon, the cross slope of
the pedestrian access route shall be 1:20
(5.0%) maximum.
R302.5.2.4 Midblock and Roundabout
Crosswalks. The cross slope of a pedestrian
access route within a midblock crosswalk or
a crosswalk at a roundabout shall not exceed
the street grade.
R302.6 Surfaces. The walking surfaces of
pedestrian access routes, elements, and
spaces that are required to be accessible shall
be stable, firm, and slip resistant and shall
comply with R302.6.
R302.6.1 Grade Breaks. Grade breaks
shall be flush.
R302.6.2 Changes in Level. Changes in
level of 1⁄4 inch (6.4 mm) maximum shall be
permitted to be vertical. Changes in level
between 1⁄4 inch (6.4 mm) and 1⁄2 inch (13
mm) shall be beveled with a slope not steeper
than 1:2 (50.0%). Changes in level greater
than 1⁄2 inch (13 mm) up to 6 inches shall
have a 1:12 (8.3%) maximum slope. Changes
in level greater than 6 inches (150 mm) shall
comply with R407.
R302.6.3 Horizontal Openings. Horizontal
openings in ground surfaces, such as those in
gratings and joints, other than flangeway gaps
(see R302.6.4), shall not allow passage of a
sphere larger than 1⁄2 inch (13 mm) in
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diameter. Except where multiple directions
of travel intersect, elongated openings are
permitted and shall be placed so that the long
dimension is perpendicular to the dominant
direction of travel.
R302.6.4 Surfaces at Pedestrian At-Grade
Rail Crossings. Surfaces at pedestrian atgrade rail crossings shall comply with
R302.6.4.
R302.6.4.1 Surface Alignment. Where a
pedestrian access route crosses rails at grade,
the pedestrian access route surface shall be
level and flush with the top of rail at the
outer edges of the rails, and the surface
between the rails shall be aligned with the
top of rail.
R302.6.4.2 Flangeway Gaps. Flangeway
gaps shall comply with R302.6.4.2.
R302.6.4.2.1 Flangeway Gaps at Tracks
Subject to FRA Safety Regulations. At
pedestrian at-grade rail crossings that cross
tracks that are subject to safety regulations at
49 CFR part 213, issued by the Federal
Railroad Administration, flangeway gaps
shall be 3 inches (75 mm) wide maximum.
R302.6.4.2.2 Flangeway Gaps at Tracks
Not Subject to FRA Safety Regulations. At
pedestrian at-grade rail crossings that cross
tracks that are not subject to safety
regulations at 49 CFR part 213, issued by the
Federal Railroad Administration, flangeway
gaps shall be 2 1⁄2 inches (64 mm) wide
maximum.
R303 Alternate Pedestrian Access Routes
R303.1 General. Alternate pedestrian
access routes shall comply with R303.
R303.2 Signs. Signs identifying alternate
pedestrian access routes shall be provided in
advance of decision points and shall comply
with R410. Proximity actuated audible signs
or other non-visual means within the public
right-of-way of conveying the information
that identifies the alternate pedestrian access
route shall also be provided.
R303.3 Surface. Alternate pedestrian
access route surfaces shall comply with
R302.6 or shall not be less accessible than the
surface of the temporarily closed pedestrian
circulation path.
R303.4 Continuous Clear Width. The
minimum continuous clear width of alternate
pedestrian access routes shall be 48 inches
(1220 mm) exclusive of the width of any
curb.
Exception: Where the alternate pedestrian
access route utilizes an existing pedestrian
circulation path, the width shall not be less
than the width of the temporarily closed
pedestrian circulation path.
R303.5 Curb Ramp or Blended
Transition. Where an alternate pedestrian
access route crosses a curb, a curb ramp or
blended transition complying with R304
shall be provided.
R303.6 Detectable Edging of Channelizing
Devices. Where a channelizing device is used
to delineate an alternate pedestrian access
route, continuous detectable edging
complying with R303.6 shall be provided
throughout the length of the route.
Exception: Where pedestrians or vehicles
turn or cross, gaps in the detectable edging
are permitted.
R303.6.1 Top. The top of the top
detectable edging shall be no lower than 32
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inches (815 mm) above the walking surface
and be free of sharp or abrasive surfaces.
R303.6.2 Bottom. The bottom of the
bottom detectable edging shall be 2 inches
(51 mm) maximum above the walking
surface.
R303.7 Pedestrian Signal Heads. Where
temporary pedestrian signal heads are
provided at a crosswalk that is part of an
alternate pedestrian access route, pedestrian
pushbuttons or passive detection devices
shall be provided and shall comply with
R307.
R304 Curb Ramps and Blended Transitions
R304.1 General. Curb ramps and blended
transitions shall comply with R304 and have
detectable warning surfaces in accordance
with R205.
R304.2 Perpendicular Curb Ramps.
Perpendicular curb ramps shall comply with
R304.2 and R304.5.
R304.2.1 Running Slope. The running
slope of a curb ramp shall be perpendicular
to the curb or gutter grade break. The
running slope of the curb ramp shall be 1:12
(8.3%) maximum.
Exception: Where the curb ramp length
must exceed 15 feet (4.6 m) to achieve a 1:12
(8.3%) running slope, the curb ramp length
shall extend at least 15 feet (4.6 m) and may
have a running slope greater than 1:12
(8.3%).
R304.2.2 Cross Slope. The cross slope of
a curb ramp run shall be 1:48 (2.1)
maximum.
Exception: At crosswalks, the cross slope of
the curb ramp run shall be permitted to be
equal to or less than the cross slope of the
crosswalk as specified by R302.5.
R304.2.3 Grade Breaks. Grade breaks at
the top and bottom of a curb ramp run shall
be perpendicular to the direction of the curb
ramp run. Grade breaks shall not be
permitted on the surfaces of curb ramp runs
and landings. Surface slopes that meet at
grade breaks shall be flush.
R304.2.4 Clear Area. A clear area 48
inches (1220 mm) wide minimum by 48
inches long (1220 mm) minimum shall be
provided beyond the bottom grade break of
the perpendicular curb ramp run and within
the width of the crosswalk. At shared use
paths, the clear area shall be as wide as the
shared use path. The clear area shall be
located wholly outside the vehicle travel
lanes, including bicycle lanes, that run
parallel to the crosswalk. The running slope
of the clear area shall be 1:20 (5.0%)
maximum. The cross slope of the clear area
shall be as specified by R302.5.
R304.2.5 Landing. When a change in
direction is necessary to access a curb ramp
from a pedestrian access route, a landing
shall be provided at the top of the curb ramp.
The landing shall be 48 inches (1220 mm)
wide minimum by 48 inches (1220 mm) long
minimum. At shared use paths, the landing
shall be as wide as the shared use path.
Where a landing serves only one curb ramp,
the landing slope measured perpendicular to
the curb ramp run shall be equal to or less
than the cross slope of the curb ramp run,
and the landing slope measured parallel to
the curb ramp run shall be 1:48 (2.1%)
maximum. Where a landing serves two curb
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ramps, the landing slope in either direction
of travel shall not exceed the cross slope of
the crosswalk parallel to the direction of
travel as specified by R302.5.
R304.2.6 Side Treatments. Where a
pedestrian circulation path crosses the side
of a curb ramp, the side of the curb ramp
shall be flared. The slope of the flared side
shall be 1:10 (10.0%) maximum, measured
parallel to the adjacent curb line.
R304.2.7 Connection to Pedestrian
Facilities. Perpendicular curb ramps or their
landings shall be connected to adjacent
pedestrian facilities by pedestrian access
routes complying with R302. A transitional
segment may be used in the connection.
R304.3 Parallel Curb Ramps. Parallel
curb ramps shall comply with R304.3 and
R304.5.
R304.3.1 Running Slope. The running
slope of the curb ramp run shall be parallel
to the curb and shall be 1:12 (8.3%)
maximum.
Exception: Where the curb ramp run length
must exceed 15 feet (4.6 m) to achieve a 1:12
(8.3%) running slope, the curb ramp run
length shall extend at least 15 feet (4.6 m)
and may have a running slope greater than
1:12 (8.3%).
R304.3.2 Cross Slope. The cross slope of
the curb ramp run shall be 1:48 (2.1%)
maximum.
R304.3.3 Grade Breaks. Grade breaks at
the top and bottom of a curb ramp run shall
be perpendicular to the direction of the curb
ramp run. Grade breaks shall not be
permitted on the surfaces of curb ramp runs
or landings. Surface slopes that meet at grade
breaks shall be flush.
R304.3.4 Landings. Landings shall be
provided at the bottom of parallel curb
ramps. Landings shall be 48 inches (1220
mm) wide minimum by 48 inches (1220 mm)
long minimum. The slope of the landing,
measured parallel to the direction of travel
on the curb ramp run, shall be permitted to
be equal to or less than the slope of the
roadway or the cross slope of the crosswalk
as specified by R302.5. The cross slope of the
landing shall be 1:48 (2.1%) maximum
measured perpendicular to the direction of
travel on the curb ramp run.
R304.4 Blended Transitions. Blended
transitions shall comply with R304.4 and
R304.5.
R304.4.1 Running Slope. The running
slope of blended transitions shall be 1:20
(5.0%) maximum.
R304.4.2 Cross Slope. The cross slope of
blended transitions shall be equal to or less
than the cross slope of the crosswalk as
specified by R302.5.
R304.4.3 Bypass. Where a blended
transition serving more than one pedestrian
circulation path has a running slope greater
than 1:48 (2.1%), a pedestrian access route
shall be provided so that a pedestrian not
crossing the street may bypass the blended
transition.
R304.5 Common Requirements. Curb
ramps and blended transitions shall comply
with R304.5.
R304.5.1 Width. The width of curb ramp
runs (excluding any flared sides) and
blended transitions shall comply with
R304.5.1.1 or R304.5.1.2, as applicable.
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R304.5.1.1 Curb Ramps and Blended
Transitions Not on Shared Use Paths. The
clear width of curb ramp runs (excluding any
flared sides) and blended transitions not on
shared use paths shall be 48 inches (1220
mm) minimum.
R304.5.1.2 Curb Ramps and Blended
Transitions on Shared Use Paths. On shared
use paths, the width of curb ramp runs
(excluding any flared sides) and blended
transitions shall be equal to the width of the
shared use path.
R304.5.2 Change of Grade. At gutters and
streets where a change of grade occurs
adjacent to curb ramps and blended
transitions, the change of grade shall comply
with the requirements contained in (A) or (B)
below:
A. The change of grade shall not exceed
13.3 percent, or
B. A transitional space shall be provided at
the bottom of the running slope of the curb
ramp run or blended transition. The
transitional space shall extend 24 inches (610
mm) minimum in the direction of pedestrian
travel and the full width of the curb ramp
run or blended transition. Transitional spaces
shall have running slopes of 1:48 (2.1%)
maximum and cross slopes no greater than
the cross slope of the crosswalk as specified
by R302.5.
R304.5.3 Crosswalks. Perpendicular curb
ramp runs, parallel curb ramp landings, and
48 inches (1220 mm) minimum width of
blended transitions, except those at shared
use paths, shall be contained wholly within
the width of the crosswalks they serve. At
shared use paths, the full width of a
perpendicular curb ramp run, parallel curb
ramp landing, or the blended transition shall
be contained wholly within the width of the
crosswalk it serves.
R304.5.4 Surfaces. Surfaces of curb
ramps and blended transitions shall comply
with R302.6 except that changes in level are
not permitted.
R305 Detectable Warning Surfaces
R305.1 General. Detectable warning
surfaces shall consist of truncated domes in
a square or radial grid pattern and shall
comply with R305.
R305.1.1 Dome Size. The truncated
domes shall have a base diameter of 0.9
inches (23 mm) minimum and 1.4 inches (36
mm) maximum, a top diameter of 50 percent
of the base diameter minimum and 65
percent of the base diameter maximum, and
a height of 0.2 inches (5.1 mm). When
detectable warning surface tiles are cut to fit,
partial domes are permitted along the cut
edges.
R305.1.2 Dome Spacing. The truncated
domes shall have a center-to-center spacing
of 1.6 inches (41 mm) minimum and 2.4
inches (61 mm) maximum, and a base-to-base
spacing of 0.65 inches (17 mm) minimum,
measured between the most adjacent domes.
Exceptions: 1. When detectable warning
surfaces are cut to fit, center-to-center
spacing measured between domes adjacent to
cut edges shall not exceed twice the normal
spacing between domes not adjacent to cut
edges.
2. Dome spacing requirements do not apply
at a gap in a detectable warning surface at an
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expansion joint provided that the detectable
warning surface aligns with both edges of the
expansion joint.
R305.1.3 Contrast. Detectable warning
surfaces shall contrast visually with adjacent
walking surfaces, either light-on-dark or
dark-on-light.
R305.1.4 Surface Size. Detectable
warning surfaces shall extend 24 inches (610
mm) minimum in the direction of pedestrian
travel. The width of detectable warning
surfaces shall be as follows:
A. At curb ramps and blended transitions,
detectable warning surfaces shall extend the
full width of the curb ramp run (excluding
any flared sides), blended transition, or
landing.
B. At cut-through pedestrian refuge
islands, detectable warning surfaces shall
extend the full width of the pedestrian
circulation path opening.
C. At pedestrian at-grade rail crossings not
located within a street, detectable warning
surfaces shall extend the full width of the
pedestrian circulation path.
D. Where required at boarding platforms,
detectable warning surfaces shall extend the
full length of the unprotected areas of the
platform.
E. At boarding and alighting areas at
sidewalk or street level transit stops for rail
vehicles, detectable warning surfaces shall
extend the full length of the unprotected area
of the transit stop.
R305.2 Location. The location of
detectable warning surfaces shall comply
with R305.2. Where a concrete border is
required for proper installation of a
detectable warning surface, a concrete border
not exceeding 2 inches (51 mm) shall be
permitted on all sides of the detectable
warning surface except between the
detectable warning surface and the edge of
pavement where a setback is already
permitted.
R305.2.1 Perpendicular Curb Ramps. On
perpendicular curb ramps, detectable
warning surfaces shall be located as follows:
A. Where the ends of the bottom grade
break are in front of the back of curb or at
the edge of pavement where there is no curb,
the detectable warning surface shall be
placed at the back of curb or no greater than
6 inches (150 mm) from the edge of pavement
where there is no curb.
B. Where the ends of the bottom grade
break are behind the back of curb or edge of
pavement where there is no curb and the
distance from both ends of the bottom grade
break to the back of curb or edge of pavement
where there is no curb is 60 inches (1525
mm) or less, the detectable warning surface
shall be placed on the ramp run at the bottom
grade break.
C. Where the ends of the bottom grade
break are behind the back of curb or edge of
pavement where there is no curb and the
distance from either end of the bottom grade
break to the back of curb or edge of pavement
where there is no curb is more than 60 inches
(1525 mm), the detectable warning surface
shall be placed on the clear area so that both
front corners of the detectable warning
surfaces are at the back of curb or no greater
than 6 inches (150 mm) from the edge of
pavement where there is no curb.
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R305.2.2 Parallel Curb Ramps. On
parallel curb ramps, detectable warning
surfaces shall be located on the landing at
either the back of curb or the edge of
pavement where there is no curb.
R305.2.3 Blended Transitions. On
blended transitions, detectable warning
surfaces shall be located on the blended
transition so that both front corners of the
detectable warning surfaces are at the back of
curb or no greater than 6 inches (150 mm)
from the edge pavement where there is no
curb.
R305.2.4 Pedestrian Refuge Islands. At
cut-through pedestrian refuge islands,
detectable warning surfaces shall be located
no greater than 6 inches (150 mm) from the
edges of the pedestrian refuge island or at
back of curb and shall be separated by a 24
inch (610 mm) minimum length of surface in
the direction of travel without detectable
warning surfaces.
R305.2.5 Pedestrian At-Grade Rail
Crossings. At pedestrian at-grade rail
crossings not located within a street,
detectable warning surfaces shall be located
on each side of the rail crossing. The edge of
the detectable warning surface nearest the
rail crossing shall be 6 feet (1.8 m) minimum
and 15 feet (4.6 m) maximum from the
centerline of the nearest rail. Where
pedestrian gates are provided, detectable
warning surfaces shall be located on the side
of the gate opposite the rail. Pedestrian gates
shall not overlap detectable warning
surfaces.
R305.2.6 Boarding Platforms. At boarding
platforms for transit vehicles, detectable
warning surfaces shall be located at the
boarding edge of the platform.
Exception: Where a curb is present at the
boarding edge of the platform, the detectable
warning surface may be placed at the back of
curb.
R305.2.7 Sidewalk and Street-Level Rail
Boarding and Alighting Areas. At boarding
and alighting areas at sidewalk or street-level
transit stops for rail vehicles, detectable
warning surfaces shall be located at the edge
of the boarding and alighting area closest to
the rail vehicles.
R305.2.8 Driveways. Where driveways are
controlled with yield or stop control devices
or traffic signals, detectable warning surfaces
shall be provided on the pedestrian
circulation path where the pedestrian
circulation path meets the driveway.
R306 Crosswalks
R306.1 General. Crosswalks shall comply
with R306.
R306.2 Pedestrian Signal Phase Timing.
Where a traffic control signal with pedestrian
signal indications is provided at a crosswalk,
pedestrian signal phase timing shall be based
on a pedestrian clearance time that is
calculated using a pedestrian walking speed
of 3.5 ft/s (1.1 m/s) or less from the location
of the pedestrian push button to a pedestrian
refuge island or the far side of the traveled
way. The walk interval shall be 7 seconds
minimum. Where the pedestrian clearance
time is calculated to a pedestrian refuge
island, an additional pedestrian push button
or passive detection device shall be provided
on the pedestrian refuge island.
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Exception: If a passive pedestrian detection
device is used to automatically adjust the
pedestrian clearance time based on the
pedestrian’s actual clearance of the
crosswalk, a faster walking speed may be
used.
R306.3 Accessible Walk Indication. An
accessible walk indication complying with
R308.2 shall have the same duration as the
walk interval.
Exception: Where the pedestrian signal
rests in walk, the accessible walk indication
may be limited to the first 7 seconds of the
walk interval. If the pedestrian signal is
resting in walk and there is sufficient time
remaining to provide an accessible walk
interval before the beginning of the
pedestrian change interval, the accessible
walk indication may be recalled by a button
press.
R306.4 Roundabouts. Where pedestrian
circulation paths are provided at
roundabouts, they shall comply with R306.4.
R306.4.1 Edge Detection. The street side
edge of the pedestrian circulation path at the
approach and along the circulatory roadway
of the roundabout shall comply with
R306.4.1.1 where not attached to the curb, or
R306.4.1.2 where attached to the curb.
Detectable warning surfaces shall not be used
for roundabout edge detection.
R306.4.1.1 Separation. Where pedestrian
crossing is not intended, the pedestrian
circulation path shall be separated from the
curb, crosswalk to crosswalk, with
landscaping or other nonprepared surface 24
inches (610 mm) wide minimum.
R306.4.1.2 Vertical Edge Treatment.
Where pedestrian crossing is not intended, a
curb-attached pedestrian circulation path
shall have a continuous and detectable
vertical edge treatment along the street side
of the pedestrian circulation path, from
crosswalk to crosswalk. The bottom edge of
the vertical edge treatment shall be 15 inches
(380 mm) maximum above the pedestrian
circulation path.
R306.4.2 Crosswalk Treatments. Each
multi-lane segment of the roundabout
containing a crosswalk shall provide a
crosswalk treatment consisting of one or
more of the following: a traffic control signal
with a pedestrian signal head; a pedestrian
hybrid beacon; a pedestrian actuated
rectangular rapid flashing beacon; or a raised
crossing.
R306.5 Channelized Turn Lanes.
Crosswalks at multi-lane channelized turn
lanes shall provide treatments consisting of
one or more of the following: a traffic control
signal with a pedestrian signal head; a
pedestrian hybrid beacon; a pedestrian
actuated rectangular rapid flashing beacon; or
a raised crossing.
R307 Pedestrian Push Buttons and Passive
Pedestrian Detection
R307.1 General. Pedestrian push buttons
and passive pedestrian detection devices
shall comply with R307. Operable parts of
pedestrian push buttons shall comply with
R403.
R307.2 Activation. Pedestrian push
buttons and passive detection devices shall
activate the accessible pedestrian signals
and, where applicable, the walk interval.
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R307.3 Extended Push Button Press.
Where an extended push button press is used
to provide any additional features, a push
button press of less than one second shall
actuate only the pedestrian timing and any
associated accessible walk indication, and a
push button press of one second or more
shall actuate the pedestrian timing, any
associated accessible walk indication, and
any additional features. If additional crossing
time is provided by means of an extended
pushbutton press, a sign so indicating shall
be mounted adjacent to or integral with the
pedestrian push button.
R307.4 Location. Pedestrian push buttons
shall be located no greater than 5 feet from
the side of a curb ramp run or the edge of
the farthest associated crosswalk line from
the center of the intersection. Pedestrian
push buttons shall be located between 1.5
and 10 feet from the edge of the curb or
pavement.
R307.4.1 Two Pedestrian Push Buttons on
Same Corner. Where two pedestrian push
buttons are provided on the same corner,
they shall be 10 feet or more apart.
Exception: In alterations, where
technically infeasible to provide 10 feet
separation between pedestrian push buttons
on the same corner, a pedestrian push button
information message complying with
R308.3.2 shall be provided.
R307.5 Push Button Orientation. The face
of the push button shall be parallel to its
associated crosswalk.
R307.6 Audible and Vibrotactile Walk
Indications for Pedestrian Signal Heads.
Pedestrian push buttons or passive detection
devices shall activate audible and vibrotactile
walk indications complying with R308.
R307.7 Audible and Vibrotactile
Indication for Pedestrian Activated Warning
Devices Without a Walk Indication. Where a
pedestrian push button or a passive detection
device is provided for pedestrian activated
warning devices, such as rectangular rapid
flashing beacons, the pedestrian push button
or passive detection device shall activate a
speech message that indicates the status of
the beacon in lieu of an audible walk
indication. The speech message volume shall
comply with R308.4. Where a pedestrian
push button is provided, it shall not include
vibrotactile features indicating a walk
interval.
R307.8 Locator Tone. Pedestrian push
buttons shall incorporate a locator tone
complying with R307.8.
R307.8.1 Duration. Locator tones shall
have a duration of 0.15 seconds or less and
repeat at one-second intervals except when
another audible indication from the same
device is active. When another audible
indication from the same device is active, the
locator tone shall be silenced.
Exception: A locator tone may be silenced
if a passive detection system activates the
locator tone when a pedestrian is within a
12-foot radius of the pedestrian push button.
R307.8.2 Locator Tone in Response to
Ambient Sound. Pedestrian push button
locator tones shall be intensity responsive to
ambient sound and shall be audible 6 to 12
feet from the push button, or to the building
line, whichever is less. The push button
locator tone shall be louder than ambient
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sound up to a maximum volume of 5 dBA
louder than ambient sound. Automatic
volume adjustment in response to ambient
traffic sound level shall be a maximum
volume of 100 dBA.
R307.8.3 Locator Tone and Audible
Beaconing. Where audible beaconing is used,
the volume of the push button locator tone
during the pedestrian change interval of the
called pedestrian phase shall be increased
and operated in one of the following ways:
A. The louder audible walk indication and
louder locator tone comes from the far end
of the crosswalk, as pedestrians cross the
street;
B. The louder locator tone comes from both
ends of the crosswalk; or
C. The louder locator tone comes from an
additional speaker that is aimed at the center
of the crosswalk and that is mounted on a
pedestrian signal head.
R307.8.4 Locator Tone and Traffic
Control Signal in Flashing Mode. When the
traffic control signal is operating in a flashing
mode, pedestrian push button locator tones
shall remain active, and the pedestrian push
button shall activate a speech message that
communicates the operating mode of the
traffic control signal. Where traffic control
signals or pedestrian hybrid beacons are
activated from a flashing or dark mode to a
stop-and-go mode by pedestrian actuations, a
speech message communicating the operating
status of the traffic control signal is not
required.
R307.9 Tactile Arrow. Pedestrian push
buttons shall have a tactile arrow with high
visual contrast that is aligned parallel to the
direction of travel on their associated
crosswalks.
R308 Accessible Pedestrian Signal Walk
Indications
R308.1 General. Accessible pedestrian
signal walk indications shall comply with
R308.
R308.2 Audible and Vibrotactile Walk
Indications. Accessible pedestrian signals
shall have an audible and vibrotactile walk
indication during the walk interval only. The
audible walk indication shall be audible from
the beginning of the associated crosswalk.
Following the audible and vibrotactile walk
indication and during the pedestrian change
interval, accessible pedestrian signals shall
revert to the pedestrian push button locator
tone.
R308.3 Audible Walk Indications.
Audible walk indications shall comply with
R308.3.
R308.3.1 Percussive Tone. Where an
accessible pedestrian signal is provided at a
single crossing or where two accessible
pedestrian signals are 10 feet or greater from
each other at a corner, the audible walk
indication shall be a percussive tone and
repeat eight to ten ticks per second with
multiple frequencies and a dominant
component at 880 Hz.
R308.3.2 Speech Walk Message. In
alterations, where it is technically infeasible
to provide 10 feet separation between
pedestrian push buttons on the same corner,
the audible walk indication for each signal
shall be a speech walk message that complies
with R308.3.2.
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R308.3.2.1 Speech Information Message
when Walk Interval is Not Timing. Where
speech push button information messages are
made available at a pretimed signal or by
actuating the accessible pedestrian push
button or passive detection device, they shall
only be actuated when the walk interval is
not timing. They shall begin with the term
‘‘Wait,’’ followed by intersection
identification information modeled after:
‘‘Wait to cross Broadway at Grand.’’ If
information on intersection signalization or
geometry is also given, it shall follow the
intersection identification information.
R308.3.2.2 Speech Walk Message during
Pedestrian Phasing Concurrent with
Vehicular Phasing. Speech walk messages
that are used at intersections having
pedestrian phasing that is concurrent with
vehicular phasing shall be patterned after the
model: ‘‘Broadway. Walk sign is on to cross
Broadway.’’
R308.3.2.3 Speech Walk Message during
Exclusive Pedestrian Phasing. Speech walk
messages that are used at intersections
having exclusive pedestrian phasing shall be
patterned after the model: ‘‘Walk sign is on
for all crossings.’’
R308.3.2.4 Speech Walk Message and
Pilot Light. If a pilot light is used at an
accessible pedestrian signal location, each
actuation shall be accompanied by the
speech message, ‘‘Wait.’’
R308.4 Volume. Audible walk indications
shall be louder than ambient sound up to a
maximum volume of 5 dBA louder than
ambient sound. Automatic volume
adjustment in response to ambient traffic
sound level shall be a maximum volume of
100 dBA.
Exception: Where audible beaconing is
provided in response to an extended push
button press, the beaconing can exceed 5
dBA louder than ambient sound.
R308.5 Vibrotactile Walk Indication. The
pedestrian push button shall vibrate during
the walk interval.
R309 Transit Stops and Transit Shelters
R309.1 Transit Stops. Transit stops shall
comply with R309.1.
R309.1.1 Boarding and Alighting Areas.
Boarding and alighting areas at sidewalk or
street-level transit stops must serve each
accessible vehicle entry and exit and shall
comply with R309.1.1 and R309.1.3.
R309.1.1.1 Dimensions. Boarding and
alighting areas shall have a clear length of 96
inches (2440 mm) minimum, measured
perpendicular to the face of the curb or street
edge, and a clear width of 60 inches (1525
mm) minimum, measured parallel to the
street.
R309.1.1.2 Slope. The slope of boarding
and alighting areas measured parallel to the
street shall be the same as the grade of the
street. The slope of boarding and alighting
areas measured perpendicular to the street
shall be 1:48 (2.1%) maximum.
R309.1.2 Boarding Platforms. Boarding
platforms at transit stops shall comply with
R309.1.2 and R309.1.3.
R309.1.2.1 Platform and Vehicle Floor
Coordination. Boarding platforms shall be
positioned to coordinate with vehicles in
accordance with the applicable requirements
in 49 CFR parts 37 and 38.
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R309.1.2.2 Slope. The slope of the
boarding platform measured parallel to the
track or street shall be the same as the grade
of the track or street. The slope of the
boarding platform measured perpendicular to
the track or street shall be 1:48 (2.1%)
maximum.
R309.1.3 Common Requirements.
Boarding and alighting areas and boarding
platforms shall comply with R309.1.3.
R309.1.3.1 Surfaces. The surfaces of
boarding and alighting areas and boarding
platforms shall comply with R302.6.
R309.1.3.2 Connection to Existing
Pedestrian Circulation Paths. In alterations,
boarding and alighting areas and boarding
platforms shall be connected to existing
pedestrian circulation paths by pedestrian
access routes complying with R302.
R309.2 Transit Shelters. Transit shelters
shall comply with R309.2.
R309.2.1 Connection to Boarding and
Alighting Areas. Transit shelters shall be
connected by pedestrian access routes
complying with R302 to boarding and
alighting areas complying with R309.1.1 or
boarding platforms complying with R309.1.2.
R309.2.2 Clear Space. Transit shelters
shall provide a minimum clear space
complying with R404 entirely within the
shelter. Where seating is provided within
transit shelters, the clear space shall be
located either at one end of a seat or so as
to not overlap the area within 18 inches (455
mm) from the front edge of the seat.
R309.2.3 Environmental Controls. Where
provided, environmental controls within
transit shelters shall be proximity-actuated.
R309.2.4 Protruding Objects. Protruding
objects within transit shelters shall comply
with R402.
R310 On-Street Parking Spaces
R310.1 General. On-street parking spaces
shall comply with R310.
R310.2 Parallel On-Street Parking Spaces.
Parallel on-street parking spaces shall
comply with R310.2.
R310.2.1 Dimensions. Parallel on-street
parking spaces shall be 24 feet (7.3 m) long
minimum and 13 feet (4.0 m) wide
minimum. Parallel on-street parking spaces
shall not encroach on the traveled way.
Exceptions: 1. Where parallel on-street
parking spaces are altered but the adjacent
pedestrian circulation path is not, any
accessible parallel on-street parking spaces
provided may have the same dimensions as
the adjacent parallel on-street parking spaces
if they are provided nearest the crosswalk at
the end of the block face or nearest a
midblock crosswalk, and a curb ramp or
blended transition is provided serving the
crosswalk.
2. In alterations, where providing parallel
on-street parking spaces with the dimensions
specified in R310.2.1 would result in an
available right-of-way width less than or
equal to 9 feet (2.7 m), measured from the
curb line to the right-of-way line, the
accessible parallel on-street parking spaces
may have the same dimensions as the
adjacent parallel on-street parking spaces if
they are provided nearest the crosswalk at the
end of the block face or nearest a midblock
crosswalk, and a curb ramp or blended
transition is provided serving the crosswalk.
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R310.2.2 Pedestrian Access Route
Connection. Parallel on-street parking spaces
shall connect to pedestrian access routes.
Where curb ramps and blended transitions
are used, they shall not reduce the required
width or length of the parking spaces and
shall be located at either end of the parking
space. Where two or more accessible parallel
on-street parking spaces complying with the
dimensions specified in R310.2.1 are
contiguous on a block face, each accessible
parallel on-street parking space shall have an
independent connection to the pedestrian
access route. Curb ramps and blended
transitions shall be provided in accordance
with R203.6.1.3 and shall comply with R304.
Detectable warning surfaces are not required
on curb ramps and blended transitions used
exclusively to connect accessible on-street
parallel parking spaces to pedestrian access
routes.
Exception: In alterations, where parallel
on-street parking spaces are provided in
accordance with Exception 1 or 2 to
R310.2.1, the parallel on-street parking space
shall be connected to the curb ramp or
blended transition serving the crosswalk by
a pedestrian circulation path complying with
R302.6, except that changes in level are not
permitted.
R310.2.3 Surfaces. Surfaces of parking
spaces shall comply with R302.6, except that
changes in level are not permitted.
R310.2.4 Clearance Adjacent to Parking
Spaces. The center 50 percent of the length
of the sidewalk, or other surface, adjacent to
an accessible parallel parking space shall be
free of obstructions, including parking
identification signs, parking pay meters, and
parking pay stations, and shall comply with
R302.6.
R310.2.5 Identification. Parallel on-street
parking spaces shall be identified by signs
displaying the International Symbol of
Accessibility complying with R411. Signs
shall be 60 inches (1525 mm) minimum
above the ground surface measured to the
bottom of the sign.
R310.3 Perpendicular Parking Spaces.
Perpendicular parking spaces shall comply
with R310.3.
R310.3.1 Access Aisles. Perpendicular
on-street parking spaces shall have adjacent
access aisles 96 inches (2440 mm) wide
minimum extending the full length of the
parking space. One access aisle shall be
permitted to serve two parking spaces where
front and rear entry parking are both
permitted. Where an access aisle serves only
one parking space and parking is restricted
to either front entry or rear entry orientation,
the access aisle shall be located on the
passenger side of the vehicle.
R310.4 Angled Parking Spaces.
Accessible angled parking spaces shall
comply with R310.4.
R310.4.1 Width. The width of an angled
parking space shall be 132 inches (3350 mm).
R310.4.2 Access Aisles. Each angled onstreet parking space shall have an adjacent
access aisle 60 inches (1525 mm) wide
minimum extending the full length of the
parking space on the passenger side.
R310.5 Common Requirements for
Perpendicular and Angled Parking Spaces.
Perpendicular and angled parking spaces
shall comply with R310.5.
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R310.5.1 Access Aisle Markings. The
access aisle surface shall be marked to
discourage parking in the access aisle.
R310.5.2 Access Aisle Location. Access
aisles shall be located at the same level as the
parking space they serve and shall not
encroach on the traveled way.
R310.5.3 Pedestrian Access Route
Connection. Access aisles shall connect to
pedestrian access routes. Where curb ramps
and blended transitions are used, they shall
not reduce the required width or length of
access aisles and parking spaces. Curb ramps
and blended transitions shall be provided in
accordance with R203.6.1.4 and shall comply
with R304. A detectable warning surface is
not required on a curb ramp or blended
transition used exclusively to connect onstreet parking access aisles to pedestrian
access routes.
Exception: In alterations, the access aisle
may connect to an existing pedestrian
circulation path in accordance with R202.2.
R310.5.4 Surfaces. Surfaces of parking
spaces and access aisles serving them shall
comply with R302.6, except that changes in
level are not permitted.
R310.5.5 Identification. Perpendicular or
angled on-street parking spaces shall be
identified by signs displaying the
International Symbol of Accessibility
complying with R411. The signs shall be
located at the head of the parking space.
Signs shall be 60 inches (1525 mm)
minimum above the ground surface
measured to the bottom of the sign.
R310.6 Parking Meters and Parking Pay
Stations. Parking meters and parking pay
stations that serve accessible parking spaces
shall provide operable parts complying with
R403. The clear space required by R403.2
shall be located so that displays and
information on parking meters and pay
stations are visible from a point located 40
inches (1015 mm) maximum above the center
of the clear space in front of the parking
meter or parking pay station.
R311
Passenger Loading Zones
R311.1 General. Accessible passenger
loading zones shall comply with R311.
R311.2 Vehicle Pull-Up Space. Accessible
passenger loading zones shall provide a
vehicular pull-up space that is 96 inches
(2440 mm) wide minimum and 20 feet (6.1
m) long minimum.
R311.3 Access Aisle. Vehicle pull-up
spaces shall have adjacent access aisles
complying with R311.3 that are 60 inches
(1525 mm) wide minimum extending the full
length of the vehicle pull-up space. Access
aisles shall be at the same level as the vehicle
pull-up space they serve and shall not
encroach on the traveled way.
R311.3.1 Clearance Adjacent to
Passenger Loading Zone. The center 50
percent of the length of the sidewalk, or other
surface, adjacent to an accessible passenger
loading zone shall be free of obstructions and
comply with R302.6.
R311.3.2 Marking. Access aisle surfaces
shall be marked to discourage parking in
them.
R311.4 Surfaces. Surfaces of vehicle pullup spaces and the access aisles serving them
shall comply with R302.6, except that
changes in level are not permitted.
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R311.5 Pedestrian Access Route
Connection. Access aisles shall connect to
pedestrian access routes. Where curb ramps
and blended transitions are used, they shall
be provided in accordance with R203.6.1.4
and comply with R304, and shall not reduce
the required width or length of access aisles.
Detectable warning surfaces are not required
on curb ramps and blended transitions used
exclusively to connect access aisles to
pedestrian access routes.
Exception: In alterations, the access aisle
may connect to an existing pedestrian
circulation path in accordance with R202.2.
Chapter 4: Supplemental Technical
Requirements
ddrumheller on DSK120RN23PROD with RULES2
R401 General
R401.1 Scope. The supplemental
technical requirements in Chapter 4 shall
apply where required by Chapter 2 or where
referenced by a requirement in these
guidelines.
R402 Protruding Objects and Vertical
Clearance
R402.1 General. Protruding objects and
vertical clearance shall comply with R402.
R402.2 Protrusion Limits. Objects with
leading edges more than 27 inches (685 mm)
and less than 80 inches (2030 mm) above the
walking surface shall not protrude
horizontally more than 4 inches (100 mm)
into pedestrian circulation paths.
Exception: Handrails shall be permitted to
protrude 41⁄2 inches (115 mm) maximum.
R402.3 Post-Mounted Objects. Where
objects are mounted on posts or pylons, they
shall comply with R402.3.
Exception: The sloping portions of
handrails serving stairs and ramps shall not
be required to comply with R402.3.
R402.3.1 Objects Mounted on Single Post
or Pylon. Where objects are mounted on a
single post or pylon and the objects are more
than 27 inches (685 mm) and less than 80
inches (2030 mm) above the walking surface,
the objects shall not protrude into the
pedestrian circulation path more than 4
inches (100 mm) measured horizontally from
the post or pylon or more than 4 inches
(100mm) measured horizontally from the
outside edge of the base where the base
height is 21⁄2 inches (64 mm) minimum.
R402.3.2 Objects Mounted Between Posts
or Pylons. Where objects are mounted
between posts or pylons and the clear
distance between the posts or pylons is
greater than 12 inches (305 mm), the lowest
edge of the object shall be 27 inches (685
mm) maximum or 80 inches (2030 mm)
minimum above the walking surface.
Exception: Objects mounted with the
lowest edge greater than 27 inches (685 mm)
and less than 80 inches (2030 mm) above the
walking surface are permitted if a barrier
with its lowest edge at 27 inches (685 mm)
maximum above the walking surface is
provided between the posts or pylons.
R402.4 Vertical Clearance. Vertical
clearance shall be 80 inches (2030 mm) high
minimum. Guards or other barriers to
prohibit pedestrian travel shall be provided
where the vertical clearance is less than 80
inches (2030 mm) high above the walking
surface. The lowest edge of the guard or
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barrier shall be located 27 inches (685 mm)
maximum above the walking surface.
R402.5 Required Clear Width. Protruding
objects shall not reduce the clear width
required for pedestrian access routes.
R403 Operable Parts
R403.1 General. Operable parts shall
comply with R403.
R403.2 Clear Space. A clear space
complying with R404 shall be provided at
operable parts.
R403.3 Height. Operable parts shall be
placed within one or more of the reach
ranges specified in R406.
R403.4 Operation. Operable parts shall
be operable with one hand and shall not
require tight grasping, pinching, or twisting
of the wrist. The force required to activate
operable parts shall be 5 pounds (22.2 N)
maximum.
R404 Clear Spaces
R404.1 General. Clear spaces shall
comply with R404.
R404.2 Surfaces. Surfaces of clear spaces
shall comply with R302.6. The slope of the
clear space shall be 1:48 (2.1%) maximum in
both directions.
Exception: Where the slope of the clear
space would exceed 1:48 (2.1%) in either or
both directions due to the grade of an
adjacent pedestrian access route conforming
to the requirements of R302.4, the slope of
the clear space may be consistent with the
slope of the pedestrian access route.
R404.3 Size. Clear spaces shall be 30
inches (760 mm) minimum by 48 inches
(1220 mm) minimum.
R404.4 Knee and Toe Clearance. Unless
otherwise specified, clear spaces shall be
permitted to include knee and toe clearance
complying with R405.
R404.5 Position. Clear spaces shall be
positioned either for forward approach where
the 30-inch side is nearest to the element, or
for parallel approach where the 48-inch side
is nearest to the element. Clear spaces shall
not be located on curb ramp runs or flares.
R404.6 Approach. One full unobstructed
side of a clear space shall adjoin a pedestrian
access route or adjoin another clear space.
R404.7 Maneuvering Clearance. Where a
clear space is confined on all or part of three
sides, additional maneuvering clearance shall
be provided in accordance with R404.7.1 and
R404.7.2.
R404.7.1 Forward Approach. The clear
space and additional maneuvering clearance
shall be 36 inches (915 mm) wide minimum
where the depth of the confined space
exceeds 24 inches (610 mm) measured
perpendicular to the element.
R404.7.2 Parallel Approach. The clear
space and additional maneuvering clearance
shall be 60 inches (1525 mm) wide minimum
where the depth of the confined space
exceeds 15 inches (380 mm) measured
perpendicular to the element.
R405 Knee and Toe Clearance
R405.1 General. Where space beneath an
element is included as part of a clear space,
the space shall comply with R405.
Additional space shall not be prohibited
beneath an element but shall not be
considered as part of the clear space.
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R405.2 Toe Clearance. Toe clearance
shall comply with R405.2.
R405.2.1 General. Space under an
element between the ground surface and 9
inches (230 mm) above the ground surface
shall be considered toe clearance and shall
comply with R405.2.
R405.2.2 Maximum Depth. Toe clearance
shall extend 25 inches (635 mm) maximum
under an element.
R405.2.3 Minimum Required Depth.
Where toe clearance is required at an element
as part of a clear space, the toe clearance
shall extend 17 inches (430 mm) minimum
under the element.
R405.2.4 Additional Clearance. Space
extending greater than 6 inches (150 mm)
beyond the available knee clearance at 9
inches above the ground surface shall not be
considered toe clearance.
R405.2.5 Width. Toe clearance shall be 30
inches (760 mm) wide minimum.
R405.3 Knee Clearance. Knee clearance
shall comply with R405.3.
R405.3.1 General. Space under an
element between 9 inches (230 mm) and 27
inches (685 mm) above the ground surface
shall be considered knee clearance and shall
comply with R405.3.
R405.3.2 Maximum Depth. Knee
clearance shall extend 25 inches (635 mm)
maximum under an element at 9 inches (230
mm) above the ground surface.
R405.3.3 Minimum Required Depth.
Where knee clearance is required under an
element as part of a clear space, the knee
clearance shall be 11 inches (280 mm) deep
minimum at 9 inches (230 mm) above the
ground surface, and 8 inches (205 mm) deep
minimum at 27 inches (685 mm) above the
ground surface.
R405.3.4 Clearance Reduction. Between 9
inches (230 mm) and 27 inches (685mm)
above the ground surface, the knee clearance
shall be permitted to reduce at a rate of 1
inch (25 mm) in depth for each 6 inches (150
mm) in height.
R405.3.5 Width. Knee clearance shall be
30 inches (760 mm) wide minimum.
R406 Reach Ranges
R406.1 General. Reach ranges shall
comply with R406.
R406.2 Reach Range Limits. For forward
and parallel approaches, the high reach shall
be 48 inches (1220 mm) maximum and the
low reach shall be 15 inches (380 mm)
minimum above the ground surface.
R406.3 Obstructions. Obstructed reach
shall comply with R406.3.
R406.3.1 Forward Reach. Where the clear
space is configured solely for a forward
approach to an element, obstructions shall
not be permitted between the clear space and
the element for a forward reach.
R406.3.2 Side Reach. Where a clear space
is configured for a parallel approach to an
element, an obstruction shall be permitted
between the clear space and the element
where the depth of the obstruction is 10
inches (255 mm) maximum and the height of
the obstruction is 34 inches (865 mm)
maximum.
R407
Ramps
R407.1 General. Ramps shall comply
with R407. R407 does not apply to curb
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ramps or pedestrian access routes following
the grade established for the adjacent street
consistent with the requirements of R302.4.1.
R407.2 Running Slope. The running slope
of each ramp run shall be 1:12 (8.3%)
maximum.
R407.3 Cross Slope. The cross slope of
ramp runs shall be 1:48 (2.1%) maximum.
R407.4 Clear Width. The clear width of a
ramp run shall be 48 inches (1220 mm)
minimum. Where handrails are provided, the
clear width between handrails shall be 48
inches (1220 mm) minimum.
Exception: Where a ramp only serves a
building entrance, the clear width of the
ramp run shall be permitted to be 36 inches
(915 mm) minimum. Where handrails are
provided, the clear width between handrails
shall be permitted to be 36 inches (915 mm)
minimum.
R407.5 Rise. The rise for any ramp run
shall be 30 inches (760 mm) maximum.
R407.6 Landings. Ramps shall have
landings at the top and the bottom of each
ramp run. Landings shall comply with
R407.6.
R407.6.1 Slope. Landing slopes shall be
1:48 (2.1%) maximum parallel and
perpendicular to the ramp running slope.
R407.6.2 Width. The landing clear width
shall be at least as wide as the widest ramp
run leading to the landing.
R407.6.3 Length. The landing clear length
shall be 60 inches (1525 mm) long minimum.
R407.6.4 Change in Direction. Ramps that
change direction between runs at landings
shall have a clear landing 60 inches (1525
mm) minimum by 60 inches (1525 mm)
minimum.
R407.7 Surfaces. Surfaces of ramp runs
and landings shall comply with R302.6,
except that changes in level are not
permitted.
R407.8 Handrails. Ramp runs with a rise
greater than 6 inches (150 mm) shall have
handrails complying with R409.
R407.9 Edge Protection. Edge protection
complying with R407.9.1 or R407.9.2 shall be
provided on each side of ramp runs and each
side of ramp landings except those serving an
adjoining ramp run, stairway, or other
pedestrian circulation path.
R407.9.1 Extended Ramp Surface. The
surface of the ramp run or landing shall
extend 12 inches (305 mm) minimum beyond
the inside face of a handrail complying with
R409.
R407.9.2 Curb or Barrier. A curb that is 4
inches (100 mm) high minimum, or a barrier
that prevents the passage of a 4-inch (100
mm) diameter sphere, where any portion of
the sphere is within 4 inches (100 mm) of the
surface of the ramp run or landing, shall be
provided.
ddrumheller on DSK120RN23PROD with RULES2
R408
Stairs
R408.1 General. Stairs shall comply with
R408.
R408.2 Treads and Risers. All steps on a
flight of stairs shall have uniform riser
heights and uniform tread depths. Risers
shall be 4 inches (100 mm) high minimum
and 7 inches (180 mm) high maximum.
Treads shall be 11 inches (280 mm) deep
minimum.
R408.3 Open Risers. Open risers are not
permitted.
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R408.4 Tread Surface. Stair treads shall
comply with R302.6, except that changes in
level are not permitted.
Exception: Treads shall be permitted to
have a slope not steeper than 1:48 (2.1%).
R408.5 Nosings. The radius of curvature
at the leading edge of the tread shall be 1⁄2
inch (13 mm) maximum. Nosings that project
beyond risers shall have the underside of the
leading edge curved or beveled. Risers shall
be permitted to slope under the tread at an
angle of 30 degrees maximum from vertical.
The permitted projection of the nosing shall
extend 11⁄2 inches (38 mm) maximum over
the tread below.
R408.6 Visual Contrast. The leading edge
of each step tread and top landing shall be
marked by a stripe. The stripe shall be 1 inch
(25 mm) wide minimum and shall contrast
visually with the rest of the step tread or
circulation path surface either light-on-dark
or dark-on-light.
R408.7 Handrails. Stairs shall have
handrails complying with R409.
R409 Handrails
R409.1 General. Handrails required at
ramps and stairs, and handrails provided on
pedestrian circulation paths shall comply
with R409. R409 does not apply to curb
ramps.
R409.2 Where Required. Handrails shall
be provided on both sides of ramps and
stairs.
R409.3 Continuity. Handrails shall be
continuous within the full length of each
ramp run or stair flight. Inside handrails on
switchback or dogleg ramps and stairs shall
be continuous between ramp runs or stair
flights.
R409.4 Height. The top of gripping
surfaces of handrails shall be 34 inches (865
mm) minimum and 38 inches (965 mm)
maximum vertically above walking surfaces,
ramp surfaces, and stair nosings. Handrails
shall be at a consistent height above walking
surfaces, ramp surfaces, and stair nosings.
R409.5 Clearance. Clearance between
handrail gripping surfaces and adjacent
surfaces shall be 11⁄2 inches (38 mm)
minimum.
R409.6 Gripping Surface. Handrail
gripping surfaces shall be continuous along
their length and shall not be obstructed along
their tops or sides. The bottoms of handrail
gripping surfaces shall not be obstructed for
more than 20 percent of their length. Where
provided, horizontal projections shall occur
11⁄2 inches (38 mm) minimum below the
bottom of the handrail gripping surface.
R409.7 Cross Section. Handrail gripping
surfaces shall have a cross section complying
with R409.7.1 or R409.7.2. Where expansion
joints are necessary for large spans of
handrails, the expansion joint cross section is
permitted to be smaller than the specified
cross section diameters for 1 inch (25 mm)
maximum in length.
R409.7.1 Circular Cross Section. Handrail
gripping surfaces with a circular cross
section shall have an outside diameter of 11⁄4
inches (32 mm) minimum and 2 inches (51
mm) maximum.
R409.7.2 Non-Circular Cross Section.
Handrail gripping surfaces with a noncircular cross section shall have a perimeter
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dimension of 4 inches (100 mm) minimum
and 61⁄4 inches (160 mm) maximum, and a
cross-section dimension of 21⁄4 inches (57
mm) maximum.
R409.8 Surfaces. Handrail gripping
surfaces and any surfaces adjacent to them
shall be free of sharp or abrasive elements
and shall have rounded edges.
R409.9 Fittings. Handrails shall not rotate
within their fittings. Where expansion joints
are necessary for large spans of handrails, the
expansion joint is permitted to rotate in its
fitting.
R409.10 Handrail Extensions. Handrail
gripping surfaces shall extend beyond and in
the same direction of ramp runs and stair
flights in accordance with R409.10. Handrail
extensions shall not extend into the roadway
or pedestrian circulation path. In alterations,
if handrail extensions complying with
R409.10 would reduce the clear width of a
pedestrian access route, they shall extend as
far as possible without reducing the clear
width of the pedestrian access route.
Exception: Extensions shall not be required
for continuous handrails at the inside turn of
switchback or dogleg ramps and stairs.
R409.10.1 Top and Bottom Extension at
Ramps. Ramp handrails shall extend
horizontally above the landing for 12 inches
(305 mm) minimum beyond the top and
bottom of ramp runs. Extensions shall return
to a wall, guard, or the landing surface, or
shall be continuous to the handrail of an
adjacent ramp run.
R409.10.2 Top Extension at Stairs. At the
top of a stair flight, handrails shall extend
horizontally above the landing for 12 inches
(305 mm) minimum beginning directly above
the first riser nosing. Extensions shall return
to a wall, guard, or the landing surface, or
shall be continuous to the handrail of an
adjacent stair flight.
R409.10.3 Bottom Extension at Stairs. At
the bottom of a stair flight, handrails shall
extend at the slope of the stair flight for a
horizontal distance at least equal to one tread
depth beyond the last riser nosing.
Extensions shall return to a wall, guard, or
the landing surface, or shall be continuous to
the handrail of an adjacent stair flight.
R410 Visual Characters on Signs
R410.1 General. Visual characters on
signs shall comply with R410.
R410.2 Finish and Contrast. Characters
and their background shall have a non-glare
finish. Characters shall contrast with their
background with either light characters on a
dark background or dark characters on a light
background.
R410.3 Case. Characters shall be
uppercase or lowercase or a combination of
both.
R410.4 Style. Characters shall be
conventional in form. Characters shall not be
italic, oblique, script, highly decorative, or of
other unusual forms.
R410.5 Character Proportions. Characters
shall be selected from fonts where the width
of the uppercase letter ‘‘O’’ is 55 percent
minimum and 110 percent maximum of the
height of the uppercase letter ‘‘I’’.
R410.6 Character Height. Minimum
character height shall comply with Table
R410.6. Viewing distance shall be measured
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Federal Register / Vol. 88, No. 151 / Tuesday, August 8, 2023 / Rules and Regulations
as the horizontal distance between the
character and an obstruction preventing
further approach towards the sign. Character
height shall be based on the uppercase letter
‘‘I’’.
R410.6
VISUAL CHARACTER HEIGHT
Height to finish surface from
baseline of character
Horizontal viewing
distance
40 inches (1015 mm) to less than
or equal to 70 inches (1780 mm).
40 inches (1015 mm) to less than
or equal to 70 inches (1780 mm).
Greater than 70 inches (1780 mm)
to less than or equal to 120
inches (3050 mm).
Greater than 70 inches (1780 mm)
to less than or equal to 120
inches (3050 mm).
Greater than 120 inches (3050 mm)
Greater than 120 inches (3050 mm)
Less than 72 inches (1830 mm) ...
5/8 inch (16 mm).
72 inches (1830 mm) and greater
5/8 inch (16 mm), plus 1⁄8 inch (3.2 mm) per foot (305 mm) of viewing
distance above 72 inches (1830 mm).
2 inches (51 mm).
Less than 180 inches (4570 mm)
Minimum character height
180 inches (4570 mm) and greater
2 inches (51 mm), plus 1⁄8 inch (3.2 mm) per foot (305 mm) of viewing distance above 180 inches (4570 mm).
Less than 21 feet (6400 mm) ........
21 feet (6400 mm) and greater .....
3 inches (75 mm).
3 inches (75 mm), plus 1⁄8 inch (3.2 mm) per foot (305 mm) of viewing distance above 21 feet (6400 mm).
R410.7 Stroke Thickness. Stroke
thickness of the uppercase letter ‘‘I’’ shall be
10 percent minimum and 30 percent
maximum of the height of the character.
R410.8 Character Spacing. Character
spacing shall be measured between the two
closest points of adjacent characters,
excluding word spaces. Spacing between
individual characters shall be 10 percent
minimum and 35 percent maximum of
character height.
R410.9 Line Spacing. Spacing between
the baselines of separate lines of characters
within a message shall be 135 percent
minimum and 170 percent maximum of the
character height.
R410.10 Height from Ground Surface.
Visual characters shall be 40 inches (1015
mm) minimum above the ground surface.
R411 International Symbol of Accessibility
R411.1 General. The International
Symbol of Accessibility shall comply with
R411 and Figure R411.
R411.2 Finish and Contrast. The symbol
and its background shall have a non-glare
finish. The symbol shall contrast with its
background with either a light symbol on a
dark background or a dark symbol on a light
background.
Figure R411—International Symbol of
Accessibility
[FR Doc. 2023–16149 Filed 8–7–23; 8:45 am]
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BILLING CODE 8150–01–P
Agencies
[Federal Register Volume 88, Number 151 (Tuesday, August 8, 2023)]
[Rules and Regulations]
[Pages 53604-53662]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 2023-16149]
[[Page 53603]]
Vol. 88
Tuesday,
No. 151
August 8, 2023
Part II
Architectural and Transportation Barriers Compliance Board
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36 CFR Part 1190
Accessibility Guidelines for Pedestrian Facilities in the Public Right-
of-Way; Final Rule
Federal Register / Vol. 88 , No. 151 / Tuesday, August 8, 2023 /
Rules and Regulations
[[Page 53604]]
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ARCHITECTURAL AND TRANSPORTATION BARRIERS COMPLIANCE BOARD
36 CFR Part 1190
[Docket No. ATBCB 2011-0004]
RIN 3014-AA26
Accessibility Guidelines for Pedestrian Facilities in the Public
Right-of-Way
AGENCY: Architectural and Transportation Barriers Compliance Board.
ACTION: Final rule.
-----------------------------------------------------------------------
SUMMARY: The Architectural and Transportation Barriers Compliance Board
(Access Board or Board) issues its final rule that provides minimum
guidelines for the accessibility of pedestrian facilities in the public
right-of-way. These guidelines, once adopted, would ensure that
facilities used by pedestrians, such as sidewalks and crosswalks,
constructed or altered in the public right-of-way by Federal, state,
and local Governments are readily accessible to and usable by
pedestrians with disabilities. When the guidelines are adopted, with or
without modifications, as accessibility standards in regulations issued
by other Federal agencies implementing the Americans with Disabilities
Act, Section 504 of the Rehabilitation Act, and the Architectural
Barriers Act, compliance with those enforceable accessibility standards
is mandatory.
DATES: The final rule is effective September 7, 2023.
FOR FURTHER INFORMATION CONTACT: Scott Windley, Office of Technical and
Information Services, Architectural and Transportation Barriers
Compliance Board, 1331 F Street NW, Suite 1000, Washington, DC 20004-
1111. Telephone (202) 272-0025 (voice) or (202) 272-0028 (TTY). Email
address board.gov">[email protected]board.gov.
SUPPLEMENTARY INFORMATION:
I. Executive Summary
The U.S. Access Board issues its final rule for accessibility
guidelines for pedestrian facilities in public rights-of-way (PROWAG or
guidelines). These guidelines are issued under Title II of the
Americans with Disabilities Act of 1990 (ADA) and the Architectural
Barriers Act of 1968 (ABA). Title II of the ADA applies to State and
local government facilities, among others. The ABA applies to
facilities constructed or altered by or on behalf of the Federal
Government, facilities leased by Federal agencies, and some facilities
built with Federal funds.
The purpose of these guidelines is to ensure that pedestrian
facilities located in the public right-of-way are readily accessible to
and usable by pedestrians with disabilities. Despite on-going efforts
to improve access, pedestrians with disabilities throughout the United
States continue to face major challenges in public rights-of-way
because many sidewalks, crosswalks, and other pedestrian facilities are
inaccessible. Equal access to pedestrian facilities is of particular
importance because pedestrian travel is the principal means of
independent transportation for many persons with disabilities.
Key accessible features of pedestrian facilities specified in these
guidelines include:
Pedestrian Access Routes: Sidewalks, shared use paths and other
pedestrian circulation paths must contain a ``pedestrian access
route,'' which is required to be accessible to and traversable by
individuals with disabilities. The portions of these sidewalks and
paths that comprise the pedestrian access route must be wide enough to
minimize the possibility of a pedestrian using a mobility device
falling into a roadway when passed by another pedestrian. Pedestrian
access routes have specified cross slopes and running slopes so that
they are traversable by pedestrians using manual wheelchairs or other
mobility aids without exhaustive effort. Surfaces of paths in the
pedestrian access route must be firm, stable, and slip resistant,
without large openings or abrupt changes in level. Objects may not
hazardously protrude onto sidewalks, shared use paths, or other
pedestrian circulation paths.
Alternate Pedestrian Access Routes: When an entity closes
a pedestrian access route for construction, it must provide a temporary
alternate pedestrian access route with basic accessible features.
Alternate pedestrian access routes ensure that construction in the
public right-of-way does not prevent pedestrians with disabilities from
reaching their destinations.
Accessible Pedestrian Signals: All new and altered
pedestrian signal heads installed at crosswalks must include
``accessible pedestrian signals'' (APS), which have audible and
vibrotactile features indicating the walk interval so that a pedestrian
who is blind or has low vision will know when to cross the street.
Pedestrian push buttons must be located within a reach range such that
a person seated in a wheelchair can reach them. The walk speed used to
calculate the crossing time allows pedestrians with disabilities
sufficient time to cross.
Crosswalks: Curb ramps and detectable warning surfaces are
required where a pedestrian circulation path meets a vehicular way.
Crosswalks at multilane roundabouts and channelized turn lanes must
have additional treatments that alert motorists to the presence of
pedestrians or slow or stop traffic at those crosswalks.
Transit Stops: Boarding and alighting areas at sidewalk or
street level, as well as elevated boarding platforms, must be sized and
situated such that a person with a disability can board and alight
buses and rail cars. Pedestrian access routes must connect boarding and
alighting areas and boarding platforms to other pedestrian facilities.
Transit shelters must have clear space for use by a person in a
wheelchair.
On-Street Parking: On-street non-residential parking must
have designated accessible parking spaces sized so that a person with a
disability may exit a parked vehicle and maneuver to the sidewalk
without entering a vehicular way. Standard size designated accessible
on-street parking spaces must be situated near an existing crosswalk
with curb ramps.
These minimum guidelines will become enforceable once they are
adopted, with or without modifications, as mandatory standards under
the ADA by the U.S. Department of Justice (DOJ) and the U.S. Department
of Transportation (USDOT), or the four Federal agencies that set
standards for the Federal Government under the Architectural Barriers
Act--the U.S. Postal Service (USPS), General Services Administration
(GSA), U.S. Department of Defense (DOD), and U.S. Department of Housing
and Urban Development (HUD)).
II. Legal Authority and Need for Rulemaking
These guidelines are issued pursuant to the ADA and the
Rehabilitation Act, which provide statutory authority for the Access
Board to issue minimum accessibility guidelines to ensure that
transportation facilities are usable by persons with disabilities. See
29 U.S.C. 792(b)(3)(B), 42 U.S.C. 12204. These guidelines serve as the
minimum requirements for enforceable standards issued by other agencies
pursuant to their responsibilities under the ADA and the ABA. 29 U.S.C.
792(b)(3)(B); 42 U.S.C. 4151 et seq., 12134(c), 12149(b).
As described in the Rulemaking History section below, these final
guidelines have been long awaited, particularly by state and local
governments subject to Title II of the ADA. Both the Access Board's
2004
[[Page 53605]]
Americans with Disabilities Act and Architectural Barriers Act
Accessibility Guidelines (2004 ADAAG/ABAAG), and the Board's initial
1991 Americans with Disabilities Act Accessibility Guidelines, were
developed primarily for buildings and facilities on sites. 36 CFR part
1191; 56 FR 35408 (July 26, 1991). While some of the requirements can
be readily applied to pedestrian facilities in the public right-of-way,
others need substantial modification, and many issues specific to
public rights-of-way were simply not addressed. Further, the magnitude
of existing physical constraints in public rights-of-way poses unique
considerations that are not present in the context of buildings and
sites.
In the absence of final technical requirements for accessibility of
pedestrian facilities, state and local governments have been left to
determine on their own how to comply with the ADA's existing mandate to
make public pedestrian transportation facilities accessible. The lack
of final Federal standards has contributed to uncertainty about the
relevant standards, which has resulted in courts determining technical
requirements for accessibility, in some cases applying requirements for
buildings and sites to public rights-of-way, although public rights-of-
way are, for the most part, not specifically addressed by these
standards (see e.g., Kirola v. City & Cty. of S.F., 860 F.3d 1164 (9th
Cir. 2017) (finding that ADAAG applies to public rights-of-way);
Fortyune v. City of Lomita, 766 F.3d 1098 (9th Cir. 2014) (applying the
2010 ADA Standards to diagonal parking in public rights-of-way in the
absence of enforceable accessibility standards for public rights-of-
way); see also Sarfaty v. City of L.A., No. 2:17-cv-03594-SVW-KS, 2020
U.S. Dist. LEXIS 40893 (C.D. Cal. Feb. 7, 2020) (concluding that
neither PROWAG draft guidelines nor the 2010 ADA Standards are
applicable to on-street parking).
In addition, the Federal Government similarly lacks accessibility
criteria for public rights-of-way, although there are numerous Federal
sites that contain public rights-of-way, such as national parks,
medical and educational campuses, and military installations.
Consequently, the Federal Government, which seeks to be a leader in
accessibility, has been without clear, specific, enforceable technical
standards for accessibility in public rights-of-way. These final
accessibility guidelines for pedestrian facilities in public rights-of-
way will serve as the technical basis of enforceable standards issued
under the ABA by GSA, USPS, DoD, and HUD. See 29 U.S.C. 792(b)(3)(B);
42 U.S.C. 4151 et seq.
III. Rulemaking History
The Access Board began developing accessibility guidelines for
pedestrian facilities in public rights-of-way shortly after the ADA was
enacted in 1990. In 1992, the Board issued proposed guidelines for
state and local government facilities, including pedestrian facilities
in public rights-of-way, followed by interim guidelines in 1994 that
also contained provisions for public rights-of-way. 57 FR 60612
(December 21, 1992); 59 FR 31676 (June 20, 1994).
In response to the proposed and interim guidelines, the Board
received numerous public comments that indicated a need for further
outreach, education, and research on accessible pedestrian facilities
in public rights-of-way. Consequently, when the Board issued its first
final guidelines for state and local government facilities in 1998, the
requirements for pedestrian facilities in the public right-of-way were
not included. 63 FR 2000 (January 13, 1998).
In 1999, the Access Board established a Federal advisory committee
to recommend accessibility guidelines for pedestrian facilities in
public rights-of-way. The committee included a wide range of
stakeholders, including representatives of state and local governments,
the transportation industry, disability rights advocacy organizations,
and other interested groups.\1\
---------------------------------------------------------------------------
\1\ The following organizations were members of the advisory
committee: AARP, America Walks, American Association of State
Highway and Transportation Officials, American Council of the Blind,
American Institute of Architects, American Public Transit
Association, American Public Works Association, Association for
Education and Rehabilitation of the Blind and Visually Impaired,
Bicycle Federation of America, Californians for Disability Rights,
Canadian Standards Association (Technical Committee on Barrier-Free
Design), City of Birmingham (Department of Planning, Engineering and
Permits), Council of Citizens with Low Vision International,
Disability and Business Technical Assistance Centers, Disability
Rights Education and Defense Fund, Federal Highway Administration,
Hawaii Commission on Persons with Disabilities, Hawaii Department of
Transportation, Institute of Traffic Engineers (now called Institute
of Transportation Engineers), Los Angeles Department of Public Works
(Bureau of Street Services), Massachusetts Architectural Access
Board, Municipality of Anchorage, National Center for Bicycling and
Walking, National Council on Independent Living, National Federation
of the Blind, New York State Department of Transportation, Paralyzed
Veterans of America, Portland Office of Transportation, San
Francisco Mayor's Office on Disability, State of Alaska, TASH, Texas
Department of Transportation, and The Seeing Eye.
---------------------------------------------------------------------------
In 2001, the advisory committee presented its consensus
recommendations to the Board. See U.S. Access Board, Building a True
Community: Final Report of the Public Rights-of-Way Access Advisory
Committee. (Jan. 10, 2001). Based on the advisory committee's
recommendations, the Access Board developed draft accessibility
guidelines for pedestrian facilities in the public right-of-way, which
it made available for public review and comment in 2002. 67 FR 41206
(June 17, 2002). In 2005, the Board published revised draft guidelines,
also seeking to gather data for a regulatory assessment of the
guidelines' potential costs and benefits. 70 FR 70734 (November 23,
2005).
Following the 2005 release, the Access Board continued to further
improve the draft guidelines, engaging numerous stakeholders and
sponsoring research on various key provisions. The Access Board also
engaged in substantial education and outreach efforts, conducting
training programs around the country, and answering questions on its
technical assistance hotline. In July 2007, the Public Rights-of-Way
Access Advisory Committee released a 108-page planning and design guide
for alterations based on the 2005 draft guidelines.
In July 2011, the Access Board initiated the instant rulemaking,
issuing a Notice of Proposed Rulemaking for Accessibility Guidelines
for Public Rights-of-Way (NPRM). See 76 FR 44664 (July 26, 2011);
Notice of Proposed Rulemaking--Correction, 76 FR 45481 (July 29, 2011).
The NPRM was supported by a regulatory analysis based in part on cost
estimates provided through a 2010 interagency agreement with the Volpe
National Transportation Systems Center (Volpe Center). See Regulatory
Assessment of Proposed Guidelines for Pedestrian Facilities in the
Public Right-of-Way & Appendix (June 2011); Volpe Center, ``Cost
Analysis of Public Rights-of-Way Accessibility Guidelines'' (November
29, 2010), both available at https://www.regulations.gov in rulemaking
docket (ATBCB-2011-0004).
The NPRM requested public comments on all provisions of the
proposed Accessibility Guidelines for Public Rights-of-Way (proposed
rule or proposed guidelines). In particular, the Access Board sought
comments from regulated entities, including state and local
governments, on the costs and impacts of certain portions of the
proposed rule. The comment period ended on November 23, 2011, and was
subsequently reopened until February 2,
[[Page 53606]]
2012.\2\ During the two comment periods, 460 commenters submitted
approximately 600 comments. The Board also held public hearings in
Dallas, Texas and Washington, DC in fall 2011.
---------------------------------------------------------------------------
\2\ Before the NPRM's initial comment period ended on November
23, 2011, three national associations of local elected officials
requested that the Access Board extend the comment period to allow
local governments additional time to respond to the proposed rule. A
national association of engineering companies also requested an
extension of the comment period. The Access Board thus reopened the
comment period through February 2, 2012. See Notice of Proposed
Rulemaking--Reopening of Comment Period, 76 FR 75844 (Dec. 5, 2011).
---------------------------------------------------------------------------
On February 13, 2013, the Board issued a supplemental notice of
proposed rulemaking (SNPRM) announcing its intent to add requirements
for shared use paths (SUPs) to the proposed guidelines for pedestrian
facilities in the public right-of-way.\3\ 78 FR 10110 (Feb. 13, 2013).
The SNPRM specified which provisions of the proposed rule would be
changed to include requirements for SUPs. During the 90-day comment
period that followed, 55 commenters provided feedback on the provisions
outlined in the SNPRM.
---------------------------------------------------------------------------
\3\ In March 2011, the Board issued an advance notice of
proposed rulemaking announcing its intent to develop accessibility
guidelines for SUPs and noted that it was considering including the
SUP requirements in the guidelines for pedestrian facilities in the
public right-of-way. 76 FR 17064, 17070 (March 28, 2011). The Board
initially determined that SUPs would be addressed in a separate
rulemaking, and thus did not include SUPs in the proposed public
right-of-way guidelines. However, upon further consideration, the
Board determined that SUPs were sufficiently similar to other
pedestrian circulation paths such that they should be included in
the final rule for pedestrian facilities in the public right-of-way.
The Board then issued the SNPRM informing the public of its decision
to include SUPs in the proposed guidelines and soliciting comments
regarding the specific provisions that would apply to SUPs. 78 FR
10110 (Feb. 13, 2013).
---------------------------------------------------------------------------
The Board carefully reviewed the public comments received in
response to the NPRM and SNPRM, consulted with DOJ and USDOT, and
revised the rule text for final publication. In 2015, the Board entered
into a second interagency agreement with the Volpe Center to assess
costs of the final provisions. However, in January 2017, in response to
Executive Order 13771 (January 30, 2017), which required that agencies
identify two regulations for elimination for every new regulation
proposed and that the total incremental cost of any new regulations and
deregulatory actions be zero, the Board ceased work on the PROWAG final
rule. Staff shifted efforts to education, outreach, and technical
assistance. From 2017 through 2022, Board staff addressed hundreds of
technical assistance inquiries related to PROWAG.
In 2021, following issuance of E.O. 13992 (January 20, 2021), which
rescinded E.O. 13771, the Board resumed work on the PROWAG rulemaking
and entered into a final interagency agreement with the Volpe Center to
prepare the final regulatory impact analysis (FRIA). The FRIA is
available in the docket for this rulemaking on regulations.gov and on
the Access Board's website, www.access-board.gov.
In consideration of the FRIA, public comments and testimony,
feedback from other Federal agencies, and many years of close
collaboration with stakeholders, the Access Board now issues these
final guidelines on accessible pedestrian facilities in the public
right-of-way.
IV. Summary of Significant Changes
The significant changes to the final rule text from the versions
proposed in the NPRM and SNPRM are as follows:
Alterations. There are three major changes with the way
alterations are treated in the final rule. First, any portion of a
pedestrian facility that is altered must be altered to comply with
these guidelines regardless of the intended ``scope of the project'' by
the entity undertaking the alteration (R201.1). This approach is
consistent with the way accessibility guidelines for buildings and
sites are applied. The change is described in the Major Issues section
below.
Second, in the final rule, facilities and portions of facilities
that are ``added'' to an existing, developed public right-of-way are
``alterations,'' and are subject to the requirements for altered
facilities (see R104.3; R201.1; R202). This includes that compliance
with the requirements is required to the maximum extent feasible where
existing physical constraints make compliance with the applicable
requirements technically infeasible (R202.3). In the proposed rule,
added elements were treated as new construction and subject to full
compliance with all applicable requirements regardless of existing
physical constraints (NPRM R202.2). This change is addressed in the
Major Issues section below.
Third, altered facilities must be connected to an existing
pedestrian circulation path by a pedestrian access route (R202.2). In
the proposed rule, only select alterations required a connection;
however, to ensure that pedestrians with disabilities can realize the
benefits of an altered pedestrian facility that is made accessible
consistent with these guidelines, the final rule requires all altered
facilities to connect to a pedestrian circulation path.
Manual on Uniform Traffic Control Devices for Streets and
Highways (MUTCD). In the final rule, MUTCD provisions are not
incorporated by reference. The Board proposed to incorporate by
reference various sections of the MUTCD in the NPRM. As explained in
the major issues section below, this created confusion as to the
application of those provisions in the context of PROWAG. Consequently,
the Board has stated all required technical provisions directly in the
rule text, many of which were taken from the MUTCD, as explained in the
Section-by-Section discussion below.
Alterations that Trigger Installation of Accessible
Pedestrian Signals. In the NPRM, the Board indicated that the
alteration of a signal controller and software, or the replacement of a
signal head, would trigger the requirement to install an accessible
pedestrian signal (NPRM R209.2). Upon consideration of public comments,
the Access Board acknowledges the diverse nature of alterations that
affect pedestrian signals, and declines in the final guidelines to list
specific actions that trigger the requirement to install accessible
pedestrian signals. Rather, pedestrian signals are subject to the same
alteration requirements as other pedestrian facilities. The entity
making the alteration will assess, according to requirements in the
guidelines as adopted by USDOT and DOJ, whether installation of an
accessible pedestrian signal is required. The Board notes that USDOT
and DOJ may provide further specifics as to alterations triggering
installation of APS in their rulemakings adopting these guidelines.
Crosswalk Treatments at Roundabouts. The final rule
expands the crosswalk treatment options among which jurisdictions must
select for installation at multilane pedestrian crossings at
roundabouts to include: a traffic control signal with a pedestrian
signal head, a pedestrian hybrid beacon, a pedestrian actuated
rectangular rapid flashing beacon, and a raised crossing. This change
is discussed in the Major Issues section below.
V. Summary of Comments and Major Issues Raised by Commenters
A. Overview of Commenters
In response to the NPRM, 460 commenters submitted approximately 600
comments on the provisions of the proposed rule, including 25 state
departments of transportation and highway administrations, 2 state
utility organizations, and 1 state transit
[[Page 53607]]
authority. Eighty-seven local government organizations commented,
including city and county departments of transportation, engineering,
public works, and planning; city councils and mayor's offices; and
highway districts and transit authorities.
The Access Board received comments from approximately 255
individuals commenting on their own behalf, including persons with a
range of disabilities who will directly benefit from these guidelines,
and mobility specialists with experience teaching persons with
disabilities how to navigate public rights-of-way. Individual
commenters also included numerous civil engineers and planners with
expertise in the design and construction of pedestrian facilities.
In addition, the Access Board received comments from
representatives of approximately 90 organizations including national
and local disability rights advocacy organizations, engineering
companies, law firms involved in ADA litigation, professional
associations, and pedestrian and citizen advocacy organizations.
In addition to soliciting written comments, the Board also held two
public hearings on the proposed rule. NPRM, 76 FR at 44664. In Dallas,
Texas, on September 12, 2011, twelve witnesses testified regarding the
proposed guidelines. See PROW NPRM Public Hearing, Dallas, Sept. 2011,
Docket ID ATBCB-2011-0346. Witnesses included engineers and architects,
local government officials, and disability rights advocates, among
others. Id. Fifteen individuals testified at a public hearing in
Washington, DC on November 9, 2011, including representatives from
organizations working with people with disabilities, private industry,
and professional associations. See Transcript from PROW NPRM, Docket ID
ATBCB-2011-0607.
In response to the SNPRM to add shared use paths to the proposed
rule, the Access Board received comments from 55 commenters. Eighteen
state and local government entities commented, as well as seven
disability rights organizations, three engineering companies, four
citizens' organizations, and two industry associations. In addition,
over 20 individuals, including industry professionals and persons with
disabilities, responded to the SNPRM.
The Access Board appreciates the robust and thoughtful public
response to the PROWAG rulemaking, and carefully considered all
testimony and comments received in response to both the NPRM and the
SNPRM. Commenters provided feedback on many specific provisions of the
proposed rule. The majority of these comments are addressed in the
Section-by-Section Analysis in Section VI of this preamble. However,
numerous commenters raised concerns regarding four issues: the
application of the guidelines to new construction and alterations; the
requirements regarding accessible pedestrian signals; the requirement
for pedestrian signals or pedestrian hybrid beacons at roundabouts; and
the extension of the leveling out of intersections to pedestrian
crossings. The Board addresses these major issues below.
B. Major Issues
1. Application of the Guidelines to New Construction and Existing
Facilities
Treatment of New Construction, Added Facilities, and Alterations
In the proposed rule, the Board identified three types of
pedestrian facilities subject to PROWAG: newly constructed facilities,
added facilities, and altered facilities. The NPRM specified that newly
constructed and added facilities were subject to full compliance with
PROWAG (NPRM R201.1; NPRM R202.2), while alterations were expected to
comply to the maximum extent practicable where existing physical
constraints make it impracticable to fully comply (NPRM R202.3.1).
These three classifications of facilities were carried over from
the accessibility guidelines for buildings and sites, where they have
been used successfully for many years. 69 FR 44083, 36 CFR part 1191
(July 23, 2004) and 56 FR 35408 (July 26, 1991). However, in response
to the PROWAG NPRM, the Board received comments from state DOTs and
others indicating confusion as to how to distinguish between new,
added, and altered facilities in the public right-of-way. In addition,
since publication of the NPRM, the Board has regularly received
technical assistance inquiries from individuals seeking to determine
whether a particular public right-of-way construction project must
fully comply with requirements for new construction or is subject to
considerations for existing physical constraints for alterations.
The Board concurs that the distinctions between new construction,
added facilities, and alterations, which are readily apparent in
construction of a building, are not as clear in the public right-of-
way. For example, under the language of the NPRM, a jurisdiction might
consider the extension of a sidewalk an alteration of an existing
pedestrian facility or alternatively an addition of a new pedestrian
facility. The level of compliance with accessibility requirements might
hinge on that characterization.
In determining how to resolve this confusion in the final rule, the
Board considered comments from state DOTs, local government entities,
an association of engineering companies, and the American Association
of State Highway and Transportation Officials (AASHTO) indicating that
any construction in existing public rights-of-way should be subject to
considerations for existing physical constraints, highlighting that
existing storm and sanitary sewer infrastructure, utilities, and
adjacent developed facilities may make full compliance with the
guidelines impossible.
In the final rule, the Board has defined ``alteration'' as ``a
change to or an addition of a pedestrian facility in an existing
developed public right-of-way that affects or could affect pedestrian
access, circulation, or usability'' (R104.3). In so defining
``alteration,'' the Board has revised the requirements for added
facilities, now allowing them to comply to the maximum extent feasible
where existing physical constraints make compliance with applicable
requirements technically infeasible (R202.3). The Board has also
provided a definition for ``developed'' as ``[c]ontaining buildings,
pedestrian facilities, roadways, utilities, or elements'' (R104.3).
Taken together, the Board expects full compliance with the requirements
for new construction on undeveloped land (i.e., greenfield), while any
construction undertaken in an existing developed right-of-way is
expected to comply to the maximum extent feasible where existing
physical constraints make compliance with applicable requirements
technically infeasible. The Board has concluded that these expectations
for compliance are reasonable in light of existing infrastructure in
developed rights-of-way, and the opportunity for full compliance in a
new public right-of-way built on undeveloped land.
Alterations vs. Maintenance
In response to the NPRM, the Board received several comments
seeking clarity on what types of roadwork would constitute an
``alteration'' within the meaning of the rule. The proposed guidelines
defined ``alteration'' as ``[A] change to a facility in the public
right-of-way that affects or could affect pedestrian access,
circulation, or use. Alterations include, but are not limited to,
resurfacing, rehabilitation, reconstruction, historic restoration, or
changes or rearrangement of structural
[[Page 53608]]
parts or elements of a facility'' (NPRM R105.5).
One state department of transportation, four local government
entities, a national parks and recreation organization, and an
individual engineer commenter requested further clarification on the
definition of ``alteration,'' or additional examples.
Much of the concern centered on the Board's inclusion of the
example of ``resurfacing.'' Five states and AASHTO, seven local
government entities, various organizations associated with the
construction industry, an independent Federal agency, and an
engineering company expressed concern that ``resurfacing'' was included
in the definition of alteration and sought additional information on
the definition of ``resurfacing.'' These commenters were concerned that
``maintenance'' operations and ``pavement preservation'' would trigger
an obligation to comply with these guidelines.
Since the publication of the NPRM, this issue has largely been
resolved. In 2013, DOJ and USDOT issued joint guidance clarifying when
resurfacing is considered an ``alteration'' for purposes of ADA Title
II compliance and specifying the types of treatments that are
considered maintenance. See DOJ and USDOT, Department of Justice/
Department of Transportation Joint Technical Assistance on Title II of
the Americans with Disabilities Act Requirements to Provide Curb Ramps
when Streets, Roads, or Highways are Altered through Resurfacing (July
8, 2013), available at https://www.ada.gov/doj-fhwa-ta.htm; see also Q
& A Supplement to the 2013 DOJ/DOT Joint Technical Assistance on the
Title II of the ADA Requirements To Provide Curb Ramps when Streets,
Roads, or Highways are Altered through Resurfacing, available at
https://ada.gov/doj-fhwa-ta-supplement-2015.html.
The Board's revised definition of ``alteration'' in the final rule
omits the examples of specific roadway treatments, deferring to USDOT's
and DOJ's joint technical assistance as to which treatments and types
of construction are considered alterations for purposes of enforcement
of their standards. However, the Board here clarifies that where a
roadway treatment is determined to be an alteration, compliance with
PROWAG is triggered and the technical requirements apply, regardless of
the ``scope of the [alteration] project.'' The elimination of the
``scope of the project'' language from the final rule is discussed
below.
Scope of the Project
The proposed guidelines indicated that where existing elements are
altered, each altered facility ``within the scope of the project'' must
be made to comply with the guidelines (NPRM R202.3). One state and
several local government entities requested clarification on the
intended meaning of ``scope of the project,'' and disability rights
advocacy organizations expressed concern that regulated entities may
define the scope of the project to avoid compliance. The Board has thus
removed this language from the final rule.
Under the final rule, altered portions of existing pedestrian
facilities are expected to comply with the requirements (R201.1). This
means that the portion of a pedestrian facility that is altered is
expected to comply with all applicable technical requirements. Where
existing physical constraints make compliance with applicable
requirements technically infeasible, compliance with these requirements
is required to the maximum extent feasible (R202.3). This is the same
approach that is employed in the 2004 ADA and ABA Accessibility
Guidelines for buildings and sites.
Existing Physical Constraints
Section R202.3.1 of the NPRM stated that where existing physical
constraints make full compliance with these guidelines
``impracticable,'' alterations must comply with the technical
specifications of these guidelines to the ``extent practicable.'' The
proposed section R202.3.1 provided examples of existing physical
constraints, including ``underlying terrain, right-of-way availability,
underground structures, adjacent developed facilities, drainage, or the
presence of a notable natural or historic feature.''
Numerous commenters expressed varying concerns about section
R202.3.1 of the proposed rule. One state public utility commission,
four local government entities, and an engineering firm requested that
the Access Board provide further explanation of the meaning of ``extent
practicable'' and one state DOT recommended replacing the term with
``maximum extent practicable.'' A disability rights advocacy
organization requested a requirement for full compliance with the
guidelines unless ``technically infeasible.'' Three disability rights
advocacy organizations and two individuals expressed concern that the
language describing existing physical constraints was too broad or
might be used as an excuse to deviate from the technical requirements.
Three state DOTs and one local government entity requested
clarification on ``right-of-way availability'' as an existing physical
constraint and wondered whether they would be expected to obtain
additional right-of-way.
In the final rule, the Board has replaced the term
``impracticable'' with ``technically infeasible'' and ``extent
practicable'' with ``maximum extent feasible,'' which are the terms
used in the 2004 ADA and ABA Accessibility Guidelines. See e.g., 36 CFR
part 1191, App. B, 202.3 Exception 2. The Board acknowledges that
``impracticable'' and ``extent practicable'' were intended to be
interpreted in the same way as ``technically infeasible'' and ``maximum
extent feasible,'' and the use of different terms was creating
confusion. The expectation is that in the context of alterations,
entities are responsible for compliance with applicable technical
requirements to the maximum extent feasible where existing physical
constraints make compliance with those requirements technically
infeasible.
The Board also eliminated ``right-of-way availability'' as an
example of an existing physical constraint. The Board acknowledges that
in many cases regulated entities have authority to acquire additional
right-of-way, which made it a confusing example of an existing physical
constraint. DOJ and USDOT may provide further information as to any
expectations that entities acquire additional right-of-way to meet
accessibility requirements.
A disability rights advocacy organization requested that the Board
apply the ``primary function'' and ``path of travel'' requirements from
the 2004 ADA and ABA Accessibility Guidelines. 36 CFR part 1191, App. B
202.4. In addition, a local chapter of a national public works
association, seven local government entities, and a disability rights
advocacy organization would like the final rule to contain a 20%
threshold for determining whether the cost of providing accessibility
features is disproportionate to the overall cost of the alteration.\4\
The Board points
[[Page 53609]]
commenters to the detailed explanation in the preamble to the NPRM as
to why the primary function area and path of travel concepts are not
appropriate for pedestrian rights-of-way. 76 FR 44664, 44672 (July 26,
2011).
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\4\ Section 202.4 of the 2004 ADA and ABA Guidelines states that
an alteration that affects or could affect the usability of or
access to an area containing a primary function shall be made so as
to ensure that, to the maximum extent feasible, the path of travel
to the altered area, including the rest rooms, telephones, and
drinking fountains serving the altered area, are readily accessible
to and usable by individuals with disabilities, unless such
alterations are disproportionate to the overall alterations in terms
of cost and scope as determined under criteria established by the
Attorney General. In existing transportation facilities, an area of
primary function shall be as defined under regulations published by
the Secretary of the Department of Transportation or the Attorney
General. 36 CFR part 1191, App. B, Sec. 202.4.
DOJ's 2010 ADA Standards state in part that alterations made to
provide an accessible path of travel to the altered area will be
deemed disproportionate to the overall alteration when the cost
exceeds 20% of the cost of the alteration to the primary function
area. 28 CFR 35.151(b)(4)(iii)(A).
---------------------------------------------------------------------------
Existing Facilities
Several commenters expressed concern about their obligations under
Title II of the ADA and Section 504 of the Rehabilitation Act for
existing facilities that are not altered. See 28 CFR 35.150 (containing
DOJ accessibility requirements for state and local governments'
existing facilities); see also 49 CFR 27.11(c) (requiring recipients of
USDOT Federal financial assistance to undertake accessibility
compliance planning). When DOJ and USDOT conduct rulemaking to include
accessibility standards for pedestrian facilities in the public right-
of-way in regulations implementing Title II of the ADA and Section 504
of the Rehabilitation Act, they will address the application of their
accessibility standards to existing facilities that are not altered.
Comments concerning existing facilities that are not altered should be
directed to DOJ and USDOT at that time. These guidelines address only
new construction and alterations of existing facilities, and are
voluntary until adopted by other agencies, with or without
modifications, as enforceable standards.
2. Accessible Pedestrian Signals
Scoping for Accessible Pedestrian Signals
Accessible Pedestrian Signals are devices that communicate
information about pedestrian signal timing in non-visual formats such
as audible tones, speech messages, and/or vibrating surfaces (R104.3).
In the NPRM, the Board proposed that all new and altered pedestrian
signals conform to the requirements for accessible pedestrian signals
in sections 4E.08 through 4E.13 of the MUTCD (NPRM R209.1).
Several entities submitted comments opposing universal installation
of accessible pedestrian signals. Eight state and three local
government entities advocated for their jurisdictions' more limited
practices with respect to determining where accessible pedestrian
signals should be installed: six states and one local government
installed accessible signals upon citizen request or as part of planned
upgrades; one state and one local government consulted with mobility
specialists or disability advocacy groups before installing an
accessible pedestrian signal in a given location; one state only
installed accessible pedestrian signals where a substantial population
of blind individuals is known to travel, such as near a school for
students who are blind; one city installed accessible pedestrian
signals within a quarter mile of light rail stations, and elsewhere
upon request.
Two local governments, while not stating a current practice,
indicated that they would like to work with organizations representing
the ``low vision community'' to determine where accessible signals
should be installed. Fifteen other local government commenters and six
individual commenters from the engineering industry, and an association
of city transportation engineers preferred that the guidelines leave
the decision as to whether to install accessible pedestrian signals to
``engineering judgment,'' as specified in the MUTCD. A national
organization of transportation officials expressed that the guidelines
should require accessible pedestrian signals only where there is a
demonstrated need. Three states and two cities indicated that they
already provide accessible pedestrian signals whenever possible when
new pedestrian signals are installed, or existing signals are altered.
This requirement for the installation of accessible pedestrian
signals was also one of the proposed provisions of PROWAG that
generated the most public support. More than 115 commenters, including
disability rights organizations, individuals with disabilities, and
mobility specialists, supported the proposed requirement.
Upon careful consideration of the comments, as well as the costs
and benefits of this requirement, the Board has decided to retain in
the final rule scoping specifying that accessible pedestrian signals be
installed wherever new pedestrian signals are provided, and whenever
pedestrian signals are altered. Accessible pedestrian signals are
crucial to the independent movement of individuals who are blind or
have low vision throughout public rights-of-way.\5\ Over time this
requirement will make accessible pedestrian signals ubiquitous
throughout the United States, allowing people who are blind or have low
vision to undertake independent pedestrian travel to any destination
where pedestrian facilities exist. Anything less than a universal
requirement is unlikely to achieve a uniform nationwide result.
---------------------------------------------------------------------------
\5\ The Access Board acknowledges a historical difference of
opinion between advocacy organizations for people who are blind as
to the need for accessible pedestrian signals. The Board further
notes that this difference of opinion has diminished over time. In
the NPRM, the Access Board observed that in response to the 2002
draft guidelines, two thirds of commenters identifying themselves as
being blind or having low vision supported installation of
accessible pedestrian signals. 76 FR at 44676. In response to the
NPRM, commenters indicating a vision disability overwhelmingly
expressed support for accessible pedestrian signals. In 2001, the
National Federation of the Blind (NFB) opposed universal
installation of accessible pedestrian signals on the grounds that
they were unnecessary in most circumstances, and that the sounds
emitted by accessible signals interfered with detection of vehicles
through audible cues. See Public Rights of Way Advisory Committee,
Building a True Community, Minority Report. 153 (January 10, 2001).
However, even at that time, the NFB noted changing features of
public rights-of-way that complicated the traditional reliance on
traffic noises for navigation, including quieter cars, complex
signal intersections, wide streets, and the use of pedestrian
actuated signals. Id. In response to the NPRM, the NFB advised that
it now supports the use of accessible pedestrian signals when
installed in consultation with the blind community. See NFB, Public
Comment, ATBCB-2011-0004-0251, available at www.regulations.gov. The
Access Board notes that accessible pedestrian signals must be
equally available to all individuals, whether or not they are
affiliated with or known to any particular advocacy organization or
civic group. The Board observes that the American Council of the
Blind strongly supports the installation of accessible pedestrian
signals wherever pedestrian signals exist. See American Council of
the Blind, Public Comment, ATBCB-2011-0004-0341, available at
www.regulations.gov.
---------------------------------------------------------------------------
The Board has assessed the incremental costs associated with the
installation of accessible pedestrian signals. FRIA at 46. The Board
acknowledges that the requirement for universal installation of APS is
the single most costly provision of PROWAG. Id. However, it is the
provision expected to provide the greatest advance in equity for
persons who are blind or have low vision, as the use of accessible
pedestrian signals is one of the accessibility features of public
rights-of-way that has not been uniformly adopted across the United
States. The Board has assessed the costs and benefits of this
requirement and is confident that the combination of the monetizable
and unmonetizable benefits greatly outweigh the costs. See FRIA at 129.
Specific changes to language of the provision are addressed in the
section-by-section analysis below.
Alterations of Accessible Pedestrian Signals
In the NPRM, the Board specified alteration of the signal
controller and software, and replacement of a signal head as
alterations that would trigger
[[Page 53610]]
installation of an accessible pedestrian signal consistent with the
technical requirements (NPRM R209.2). The Access Board received
numerous comments disagreeing with the proposed provision. Ten state
departments of transportation and 28 local government entities
responded, in addition to five professional organizations. These
commenters indicated that neither altering a signal controller and
software, nor replacing a signal head offers an opportunity to convert
an existing pedestrian signal to an accessible pedestrian signal. Some
of these commenters were concerned that under the proposed language, a
minor modification or repair could result in an extensive project to
upgrade an entire intersection. Others worried that they would have to
forgo regular software upgrades provided by signal manufactures unless
they intended to convert existing equipment to accessible pedestrian
signals.
Four disability rights advocacy organizations, one pedestrian
advocacy organization, and four individuals supported the proposed
specifications regarding specific actions that should trigger
installation of accessible pedestrian signals, and requested that the
Access Board add other triggering actions in the final rule. The
National Committee on Uniform Traffic Control Devices (NCUTCD)
recommended requiring installation of accessible pedestrian signals
when traffic signal equipment modification or timing changes affect the
ability of a pedestrian with a disability to be aware of the change.
See NCUTCD, Public Comment, ATBCB-2011-0004-0477, available at
www.regulations.gov. NCUTCD cited reduction of walk time or pedestrian
clearance, and installation of modified turn phasing as examples of
such changes that should warrant conversion to an accessible pedestrian
signal. Id.
The Access Board proposed the requirements of section R209.2 to
ensure that accessible pedestrian signals would be installed during
alteration projects. Upon consideration of public comments, the Access
Board acknowledges the diverse nature of alterations that affect
pedestrian signals, and declines in the final guidelines to specify
specific actions that trigger the requirement to install accessible
pedestrian signals. Rather, pedestrian signals are subject to the same
alteration requirements as other pedestrian facilities. The entity
making the alteration will assess, according to requirements in the
guidelines as adopted by USDOT and DOJ, whether installation of an
accessible pedestrian signal is required. The Board notes that USDOT
and DOJ may provide further specifics as to alterations triggering
installation of APS in their rulemakings adopting these guidelines.
3. Pedestrian Crossing Treatments at Roundabouts
In the NPRM, the Board proposed a requirement for installation of
an accessible pedestrian actuated signal at multilane pedestrian street
crossings \6\ at roundabouts (NPRM Section R306.3.2). In an advisory
issued with the proposed rule, the Board indicated that a Pedestrian
Hybrid Beacon (PHB) could be used in lieu of a standard pedestrian
signal.\7\
---------------------------------------------------------------------------
\6\ In the final rule, the term ``crosswalk'' has been
substituted for ``pedestrian street crossing'' to use terminology
consistent with the MUTCD.
\7\ Pedestrian Hybrid Beacons (PHBs) are a special type of
hybrid beacon used to war and control traffic at an unsignalized
location to assist pedestrians in crossing a street at a marked
crosswalk (R104.3).
---------------------------------------------------------------------------
Roundabouts present unique challenges for pedestrians who are
blind. At roundabouts, entering and exiting vehicles yield, but do not
stop. The continuous traffic flow removes many of the audible cues that
pedestrians who are blind use to navigate pedestrian street crossings.
Without signals that periodically stop vehicles, pedestrians must
assess when there is a sufficient gap in traffic to cross. Sighted
pedestrians visually assess the distance and speed of on-coming cars to
decide when they should cross. However, pedestrians who are blind or
have low vision are not able to identify breaks in on-coming traffic by
sight and lack the audible cues that might otherwise substitute for
visible information.
The Board included the requirement for an accessible pedestrian
signal or an accessible PHB at multilane pedestrian street crossings at
roundabouts to make those complex pedestrian street crossings
accessible to people who are blind or have low vision. At multilane
roundabouts, pedestrians who are blind or have low vision face
additional challenges. While a vehicle in the lane nearest the curb
might stop for a pedestrian who is blind, the stopped vehicle may mask
the audible cues of a car in the next lane that does not yield. See
Transportation Research Board, NCHRP Report 674: Crossing Solutions at
Roundabouts and Channelized Turn Lanes for Pedestrians with Vision
Disabilities, 6 (2011), available at https://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_674.pdf. https://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_674.pdf. https://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_674.pdf. As a result, pedestrians who are
blind take substantially more time to locate a crossing opportunity and
make more errors in assessing such opportunities than sighted
pedestrians. Id. To address these challenges, the proposed rule
specified a requirement for a pedestrian actuated signal to be provided
at all multilane pedestrian street crossings at roundabouts.
The Access Board received numerous comments on this proposed
provision. Five state departments of transportation, eleven local
government entities, two professional associations for engineers, three
engineering companies, and two individuals opposed a universal
requirement for the proposed pedestrian treatments at multilane
roundabouts. These commenters opined that engineering judgement and/or
warrant criteria should be used on a case-by-case basis to determine
whether a pedestrian treatment is appropriate at a given roundabout
crossing. Two states, seven local government entities, a local public
works association, and AASHTO opposed the requirement on the grounds
that pedestrian signals and PHBs will create a false sense of safety
for pedestrians as drivers who would not be expecting signals at
roundabouts would fail to yield to pedestrians.
One state, five local government entities, and a professional
association related to the construction industry expressed concern that
the addition of pedestrian signals or PHBs would defeat the purpose of
using roundabouts instead of traditional intersections. Specifically,
these commenters noted that roundabouts keep traffic continuously
flowing, reduce air pollution from idling vehicles, reduce accidents,
and may cost less to build as compared to fully signalized
intersections. Three local government entities expressed concern that
PHBs would be confusing to motorists in parts of the country where, at
the time the comments were submitted, they were not frequently used.
Three state departments of transportation, eight local government
entities, a transportation engineering firm, and a public works
professional association found the proposed provision too restrictive
as written and urged the Access Board to consider other pedestrian
crossing treatments such as raised crosswalks and rapid rectangular
flashing beacons (RRFBs).
Many other commenters supported the proposed requirement for
signals or PHBs at multilane pedestrian street crossings at
roundabouts. Two municipalities, seven disability rights advocacy
organizations, two pedestrian
[[Page 53611]]
advocacy organizations, one engineering firm, and 99 individuals,
including persons with disabilities, mobility specialists, and others,
supported the proposed provision. Three disability rights organizations
requested that the final rule require signals or PHBs at all
roundabouts, including single lane pedestrian crossings. Two
researchers who generally supported the proposed rule also encouraged
further study on other acceptable treatments, such as raised crosswalks
and RRFBs.
The Access Board considered all of the comments submitted regarding
pedestrian treatments at roundabouts. In addition to the comments, the
Board considered relevant research on alternate pedestrian treatments
such as raised crosswalks and RRFBs. Raised crosswalks are marked
pedestrian crossings on elevated speed tables that require a driver to
slow down to cross the speed table. Because drivers must slow their
vehicles to traverse the raised crossing, they are more likely to yield
to pedestrians waiting to cross. RRFBs are flashing yellow rectangular
lights that are activated by the pedestrian and supplement a pedestrian
warning sign. The flashing beacons draw a driver's attention to the
pedestrian in the crosswalk, increasing the likelihood that the driver
will yield to the pedestrian. Unlike the PHB, neither the raised
crosswalk nor the RRFB provide the driver with a ``stop'' signal.
Rather, they bring increased awareness to the presence of a pedestrian.
National Cooperative Highway Research Program Project 674 assessed
the use of PHBs and raised crosswalks at a multilane roundabout by
blind pedestrians in Golden, Colorado. See Transportation Research
Board, NCHRP Report 674: Crossing Solutions at Roundabouts and
Channelized Turn Lanes for Pedestrians with Vision Disabilities 6
(2011), available at https://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_674.pdf. Researchers found positive effects on decision
making regarding crossings by blind pedestrians using both types of
treatments. Id.
A study undertaken by Western Michigan University confirmed the
effectiveness of PHBs at multilane roundabouts and showed that RRFBs
could be effective in some instances. See Dept. of Blindness and Low
Vision Studies, Western Michigan University et al., Road Commission for
Oakland County PHB and RRFB Study: Final Report, 5-7 (October 5, 2011)
available at https://www.rcocweb.org/DocumentCenter/Home/View/99
(indicating that RRFBs installed at two-lane roundabout entries had a
positive impact on decision making by blind pedestrians as to assessing
when to cross; however, RRFBs were less effective at two-lane
roundabout exits and three-lane roundabouts).
A Federal Highway Administration (FHWA) study found further support
for the conclusion that under certain circumstances, RRFBs can be
effective at providing accessibility for pedestrian crossings at
multilane roundabouts. FHWA, Pub. No. FHWA-SA-15-69, Evaluation of
Rectangular Rapid-Flashing Beacons (RRFB) at Multilane Roundabouts, 34
(2015, Updated 2020) available at https://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa15069.pdf.
The Board also reviewed Transportation Research Board-sponsored
research on crossing solutions at roundabouts and channelized turn
lanes for pedestrians who are blind or have low vision. See
Transportation Research Board, NCHRP 3-78b: Guidelines for the
Application of Crossing Solutions at Roundabouts and Channelized Turn
Lanes for Pedestrians with Vision Disabilities, Final Project Report
(2016) available at https://itre.ncsu.edu/wp-content/uploads/sites/2/2017/04/NCHRP-03-78b_Final-Guidelines.pdf; see also Transportation
Research Board, NCHRP 834: Crossing Solutions at Roundabouts and
Channelized Turn Lanes for Pedestrians with Vision Disabilities, A
Guidebook (2017) available at https://www.trb.org/Main/Blurbs/175586.aspx.
Multilane roundabouts remain highly complex crossings for
pedestrians who are blind or have low vision. In light of the lack of
clear audible cues at these crossings and the additional challenges
posed by the geometry of multilane crossings in these locations, in the
final rule the Board has retained the requirement for an enhanced
crosswalk treatment at each multilane pedestrian crossing at
roundabouts. However, based on commenter feedback and the Board's
review of available research, the final rule includes three treatment
options for crosswalks at roundabouts, in addition to standard
accessible pedestrian signals: PHBs, raised crosswalks, and RRFBs. All
three treatments demonstrated positive effects over untreated crossings
in the research studies described above. While the three treatments did
not perform identically in each research study, the Board finds that
each treatment was effective in certain scenarios. The final rule
requires that, like other accessible pedestrian signals, all new and
altered PHBs provide audible and vibrotactile information in addition
to visible cues, and all new and altered RRFBs provide audible
information communicating that the warning lights are flashing.
The Board notes that research on single lane roundabouts indicates
that certain single lane roundabouts pose challenges to pedestrians
with disabilities attempting to cross. See David A. Guth et. al., Blind
and Sighted Pedestrians' Road Crossing Judgments at a Single-Lane
Roundabout, 55 Human Factors, 632 (June 2013). However, it is not clear
from the limited available research, whether all single lane
roundabouts, or only those with certain characteristics, pose barriers
to safe crossing for pedestrians who are blind such that enhanced
crossing treatments are required. USDOT plans to undertake additional
research to study the conditions under which single lane crossings at
roundabouts present challenges for pedestrians who are blind.
4. Leveling Out of Intersections Extended Through Pedestrian Crossings
In the NPRM, the Board proposed to require that the grade of
pedestrian access routes in crosswalks not exceed 5% (NPRM R302.5.1).
The proposed rule also limited the cross slope of pedestrian access
routes to 2% (NPRM R302.6), and the cross slope of pedestrian access
routes contained within crosswalks at approaches without yield or stop
control to 5% (NPRM R302.6.1). The effect of these provisions was to
require that in new construction, the leveling out of streets at
intersections be extended to crosswalks. It is common practice to level
out streets at intersections so that the slope of a street does not
present a significant cross slope to the intersecting roadway. AASHTO
recommends that at intersections, grades in excess of three percent
should be avoided. See AASHTO, Policy on Geometric Design of Highways
and Streets at 9-34.
The cross slope of a crosswalk is the same as the grade of the
roadway that runs through it. Where traffic is required to slow down at
a crosswalk because there is a device such as a stop or yield sign, the
grade of the road (and the cross slope of the crosswalk) can be flatter
because vehicles move more slowly through the crosswalk. However, where
traffic will flow across a crosswalk without slowing or stopping, such
as during a green light or at an intersection without any traffic
control device, abrupt changes in the grade of the road should be
minimized to prevent a vehicle from jolting or bottoming out on the
grade change in hilly areas.
The proposed rule specified cross slope of pedestrian street
crossing in
[[Page 53612]]
new construction and alterations according to the type of traffic
control provided at the intersection. At NPRM section R302.6.1, the
proposed guidelines called for a maximum 5% cross slope for pedestrian
street crossings ``without yield or stop control.'' In an advisory at
R302.6.1, the Board explained that crossings ``without yield or stop
control'' refer to those crossings that do not have a stop or yield
sign, or alternately have a traffic signal that is ``designed for the
green phase.'' The Board further clarified that crossings ``without
yield or stop control'' are those intersections where ``vehicles can
proceed through the intersection without slowing or stopping.''
Proposed provision R302.6 provided for a 1:48 maximum cross slope for
other pedestrian street crossings at intersections, which would include
those with a stop or yield sign, or other type of traffic control
device requiring a full stop or yield.
In response to the NPRM, ten state entities, six local government
entities, eight individuals from the engineering and planning industry,
and one engineering firm indicated that the Board should use clearer
language to distinguish between the types of crossings. Thus, in the
final rule, the Board has separated the requirements according to the
type of traffic control at the crosswalk: crosswalk with yield or stop
control devices (R302.5.2.1); crosswalk at an uncontrolled approach
(R302.5.2.2); crosswalk with traffic control signal or PHB
(R302.5.2.3); and midblock and roundabout crosswalks (R302.5.2.4).
Many commenters expressed concern about the application of the
cross slope provisions in alterations. Three state departments of
transportation and one local government entity were concerned that
changes in signalization alone, without any construction to the roadway
itself, would trigger a requirement to comply with the cross slope
requirements at pedestrian crossings. Two states, one association
representing state departments of transportation, one local government,
and one engineer pointed out that signalization of intersections change
over time and questioned whether the requirement should be tied to a
fluid marker. The local government and engineer commenters noted that
while 5% maximum cross slope might be acceptable at the time of new
construction, once more houses and facilities are built around an
intersection warranting a stop sign, the requirement would shift to 2%.
Commenters noted that a 2% maximum cross slope is less easily achieved
in an alteration than in new construction. The Board notes that an
alteration to a traffic control device would not necessarily trigger a
requirement to comply with cross slope requirements at that crosswalk
if the crosswalk is not being altered.
One state expressed concern that resurfacing roadways would trigger
a requirement to regrade intersections. A local government indicated
that retrofitting cross slopes of existing crossings would have more
than minimal impacts, and another local government requested that
existing crossings be entirely exempted from the requirement. Four
organizations associated with the construction and public works
industries expressed concern about the cost of compliance for existing
intersections. One state was not sure that it could meet the cross
slope requirements given existing infrastructure. Seven local
government entities expressed that altering intersections to comply
with cross slope requirements would be ``unreasonable,''
``burdensome,'' ``impractical,'' ``difficult,'' or ``not feasible
without major reconstruction.''
The Board acknowledges that full compliance with the cross slope
requirements for crosswalks, which is expected in new construction, may
be challenging in some alterations due to existing physical
constraints. In alterations, compliance with R302.5.2 is required to
the maximum extent feasible where existing physical constraints, as
discussed in R202.3, make compliance technically infeasible. If
existing curbs, gutters, sidewalks, and utilities are not part of the
facility being altered, they are generally considered ``adjacent
developed facilities'' which are a type of existing physical constraint
under R202.3 that could constrain the technical feasibility of
compliance with R302.5.2. Thus, if a public entity is not otherwise
altering the adjacent developed facilities as part of its crosswalk
alteration and those existing physical constraints would make
compliance with R302.5.2 technically infeasible, then compliance is
required to the maximum extent feasible without needing to alter the
adjacent developed facilities.
The Board notes, however, that when alterations are made to
crosswalks, R203.6.2 requires curb ramps or blended transitions to be
provided on both ends of the crosswalk where a pedestrian access route
crosses a curb, thus making such curb ramps or blended transitions part
of the crosswalk being altered. Accordingly, existing curb ramps and
blended transitions are not considered existing physical constraints
under R202.3. Similarly, existing curbs within the crosswalk where
there is no curb ramp or blended transition, are not considered
existing physical constraints under R202.3.
The Board has assessed the costs of compliance with the crosswalk
cross slope requirements in the FRIA. See FRIA at 114. In light of the
existing physical constraints provision at R202.3, the application of
which to R302.5.2 is described above, as well as the large number of
jurisdictions whose design guidance for crosswalk cross slope already
meets the PROWAG technical requirements, the Board believes commenters'
concerns that this requirement is ``unreasonable,'' ``burdensome,'' or
``not feasible without major reconstruction'' to be based on a
misunderstanding of the requirements. Further, the Board regards the
accessibility of crosswalks, where individuals with disabilities are
present in vehicular ways, to be critical in ensuring equitable use of
pedestrian facilities.
Several state and local jurisdictions objected to the technical
requirements themselves. One state department of transportation
indicated that a 3% maximum cross slope is appropriate for pedestrian
crossings with stop and yield control, and 6% maximum is appropriate
for other crossings. Two local government entities recommended 5%
maximum cross slope for all crossings. Another state agreed with a
grade limitation on side streets, but not through streets, which would
eliminate restrictions on cross slope of pedestrian crossings spanning
through streets. Another state DOT commented that regrading pedestrian
crossings is costly and problematic for vehicles, and preferred that
tabling not be required. Three local government entities, a public
works association, and an association of engineering professionals
expressed concern that the cross slope requirements will create a
``roller coaster'' street profile or ``jolt'' vehicles as they pass
over pedestrian crossings. The Board disagrees that the technical
requirements, when properly implemented, will result in the engineering
concerns expressed by some commenters. Further, the Board observes that
if an entity can demonstrate that the unique characteristics of the
underlying terrain of a specific newly designed intersection preclude
full compliance with the cross slope requirements, under DOJ's Title II
regulations under the ADA, full compliance with the cross slope
requirements may not be required. See 28 CFR 35.151. In alterations,
where compliance is technically infeasible,
[[Page 53613]]
alterations must comply with requirements to the maximum extent
feasible (R202.3). In addition, the Board has provided an exception for
the grade of crosswalks where superelevation exceeds 5% (R302.4.3).
Other commenters supported the proposed requirements. A
professional organization of mobility specialists for people who are
blind requested that the Board encourage tabling wherever feasible. A
pedestrian advocacy organization asserted that 2% should be the maximum
cross slope for all pedestrian crossings. A non-profit accessible
design organization also indicated that 2% maximum cross slope should
be the standard for all pedestrian crossings, noting that a 5% cross
slope is too steep for many manual wheelchair users.
After careful review of the comments, the Board has retained the
substantive cross slope requirements for crosswalks as proposed. A
cross slope of 1:48 (2.1%) is well established in accessibility
guidelines as the appropriate maneuverable cross slope for most
individuals in manual wheelchairs and persons with balance impairments.
See, e.g., Uniform Federal Accessibility Standards (UFAS), 49 FR 31528
(Aug. 7, 1984) and the 2004 ABA and ADA Accessibility Guidelines, 36
CFR part 1191.
The Board notes that if the 1:48 cross slope ratio were expressed
as a percentage to the nearest hundredth, the relevant percentage would
be 2.08%. This percentage has been expressed as 2.1% in the regulatory
text due to the limitations of current digital measuring tools commonly
used in sidewalk construction, which would round 2.08% to 2.1%.
In these guidelines, the Board balances accessibility with
engineering considerations. The Board has assessed the costs of
compliance with the crosswalk cross slope requirements in the FRIA. See
FRIA at 114.
5. MUTCD
The proposed guidelines incorporated by reference portions of the
2009 edition of the USDOT Federal Highway Administration's (FHWA's)
Manual on Uniform Traffic Control Devices (MUTCD), which is the
standard for traffic control devices used throughout the United States.
The incorporated sections included several definitions and technical
requirements for alternate pedestrian access routes and accessible
pedestrian signals and push buttons (NPRM R105.2; R205; R209.1).
Several disability rights advocacy organizations objected to this
approach. Two organizations objected to the Access Board's use of the
MUTCD in lieu of creating its own technical specifications for these
regulated features, while others did not oppose the use of the MUTCD
standard but felt that the relevant text of the MUTCD should be
reproduced within the guidelines or in an appendix. A variety of
commenters urged the Access Board to include the full text of MUTCD
definitions for specified terms incorporated by reference.
The National Technology Transfer and Advancement Act requires
Federal agencies to use technical standards developed by voluntary
consensus standards organizations to carry out policy objectives. 15
U.S.C. 3701 et seq. Wherever practical and appropriate, government
adoption of voluntary standards reduces the burden of compliance with
Federal regulations on regulated entities, and also reduces costs to
the government. See generally, Office of Management and Budget (OMB),
Circular A-119. The MUTCD was developed as a voluntary consensus
standard for traffic control devices and was subsequently adopted by
the FHWA as a national standard. See FHWA, Evolution of MUTCD,
available at https://mutcd.fhwa.dot.gov/kno-history.htm. States must
adopt the content of the MUTCD within two years of issuance. 23 CFR
part 655, subpart F.
Consistent with its statutory obligations and OMB guidance to
reduce the burden on regulated entities, the Access Board uses existing
technical standards where possible to meet its policy objectives.
Accordingly, the Board proposed incorporation by reference of the MUTCD
sections. However, upon review of the comments, and after over a decade
of providing technical assistance on the application of those
provisions, the Board concurs with commenters that incorporating MUTCD
provisions by reference does not provide sufficient clarity for a
mandatory standard.
Specifically, the Board notes that the MUTCD contains several types
of provisions, some of which are mandatory standards and some of which
are guidance, options, and supporting explanations. The Board proposed
to incorporate by reference the standards, but further indicated that
the guidance, options, and support statements must be used to interpret
the standards. The NPRM further stated that if there were any
differences between the MUTCD and the proposed rule, the proposed rule
applied. Upon review, and in light of the comments, it is clear that
this approach does not provide sufficient specificity to achieve
uniform nationwide accessibility. In addition, application of the MUTCD
relies heavily on engineering judgement, which further invites the
possibility of subjective determinations of the need for specific
accessibility features.
In the final rule, the Board has addressed this confusion by
eliminating all references to the MUTCD and including the specific
definitions and requirements directly in the rule text. The technical
provisions and the definitions included in the rule text adhere closely
to substantive requirements of the MUTCD. The origin of the substantive
requirements, and any deviations from the MUTCD, are explained in the
Section-by-Section discussion below.
The Board notes that four state DOTs and three local government
commenters expressed concern that these guidelines ``conflict'' with
the MUTCD. One state DOT and two local governments indicated that where
MUTCD and these guidelines differ, the MUTCD should apply. Two state
DOTs commented that if certain treatments are required for
accessibility purposes, they should be contained in the MUTCD. Another
state department of transportation observed that the MUTCD and the
guidelines should not be interpreted as conflicting.
In the development of this final rule, the Access Board consulted
representatives from USDOT's Federal Highways Administration, which
issues the MUTCD. In addition, the Access Board reviewed USDOT's
proposed rule to update the MUTCD. National Standards for Traffic
Control Devices; the Manual on Uniform Traffic Control Devices for
Streets and Highways; Revision, 85 FR 80898 (proposed Dec. 14, 2020)(to
be codified at 23 CFR parts 470, 635, and 655). When USDOT undertakes
its own rulemaking to adopt these guidelines as enforceable standards,
USDOT will determine how to ensure that there is no ``conflict'' within
its own regulations.
VI. Section-by-Section Analysis
A. Structural Changes to the Rule Text
To improve clarity of the rule text, the Board made some non-
substantive structural changes. First, while not a change to the rule
text itself, the advisories that appeared with the proposed rule text
have been removed. The Access Board no longer publishes advisories in
the Code of Federal Regulations (CFR) as the information contained in
those advisories is guidance, not mandatory requirements. The Access
Board will provide guidance on its website to assist regulated parties
understand and properly implement the final enforceable standards that
are
[[Page 53614]]
issued by the standard-setting agencies. In some areas, information
that previously appeared in an advisory has been moved to the rule
text. Those instances are discussed in the section-by-section
discussion below.
Second, as previously noted, the Board eliminated incorporation by
reference of portions of the MUTCD, opting instead to state the
requirements directly in the PROWAG rule text. The Board agreed with
numerous commenters who indicated that stating the requirements in the
rule text would provide greater clarity. Substantive changes relating
to the specific MUTCD sections referenced in the proposed rule are
discussed in their respective sections below.
B. Chapter 1: Application and Administration
R101 Purpose and Application
The final rule contains scoping and technical requirements that
ensure that pedestrian facilities located in public rights-of-way are
readily accessible to and usable by pedestrians with disabilities. This
includes both pedestrian facilities in a street or highway right-of-way
and pedestrian facilities located in an independent right-of-way or
easement, such as a shared use path. These scoping and technical
requirements apply to facilities covered by both the ADA and the ABA
and become mandatory once adopted for enforcement by another Federal
agency issuing regulations implementing the ADA, Section 504 of the
Rehabilitation Act, or the ABA.
The intent of this section has not changed from what was proposed
in the NPRM; however, the text has been edited for clarity.
Specifically, R101.1 states that the guidelines apply to public rights-
of-way, including a public right-of-way that forms the boundary of a
site or that lies within a site. This clarification is provided so that
jurisdictions understand that these guidelines apply to public rights-
of-way that may also be part of a ``site,'' and thus subject to 36 CFR
1191. See CFR part 1191, App. B, 106.5 & App. C F106.5 (defining
``site'' as a ``parcel of land bounded by a property line or a
designated portion of a public right-of-way''). Where a public right-
of-way is part of a site covered by the ABA or Title II of the ADA,
these guidelines apply to the public right-of-way portion of that site.
As stated in the Major Issues section above, these guidelines do
not address existing facilities unless they are altered at the
discretion of a covered entity. DOJ's and USDOT's regulations
implementing these guidelines under the ADA, will address requirements
for existing pedestrian facilities in the public right-of-way.
R102 Deviations From These Guidelines
This section, titled ``Equivalent Facilitation'' in the proposed
rule, states that under the ADA, the use of alternative designs,
products, or technologies that result in substantially equivalent or
greater accessibility and usability than the proposed guidelines is
permitted. The Access Board has added language clarifying that the use
of alternative designs, products, or technologies is not permitted for
facilities subject to the ABA. The Board has also added a provision at
R102.2 explaining that under the ABA, deviations from an enforceable
standard issued by GSA, HUD, DoD, or USPS require an approved waiver or
modification, which is issued by the standard-setting agency upon a
determination that the waiver or modification is ``clearly necessary.''
See 42 U.S.C. 4156.
R103 Conventions
R103.1 Conventional Industry Tolerances
Conventional industry tolerances apply where dimensions are not
stated as a range. The final rule clarifies that dimensions that are
stated as having a specific minimum or maximum endpoint are considered
a range. For example, a cross slope specified as ``1:48 (2.1%)
maximum'' is considered a range from zero to 1:48 (2.1%). Designing to
a dimension below the maximum allows for construction inaccuracies
without the need for a tolerance.
Several engineers and state DOTs requested that we provide a list
of specific tolerances. Tolerances are determined by the industry for
the material used. It would not be beneficial to codify specific
tolerances in these guidelines that cannot be easily updated when
revised by industry. The Board also received comments requesting
guidance on how measurements should be taken to assess compliance and
others expressing concern about how construction variations would be
treated in enforcement scenarios. These concerns should be directed to
the enforcing agencies when they issue their proposed rules.
R103.2 Calculation of Percentages
Where the required number of elements or facilities to be provided
based on the specified ratio or percentage is not a whole number, the
result is rounded up to the next whole number. For example, if a group
of five benches is provided at a location that is not a transit stop or
shelter, R209.6.2 requires 50% of the benches to provide clear space
complying with R404. Since 50% of five is 2.5, the result is rounded up
and three benches would be required to provide the clear space.
In the final rule, the Board has omitted the proposed sentence
indicating that rounding down for values less than one half is
permitted where the determination of the required size or dimension of
an element or facility involves ratios or percentages. The Board notes
the potential for misinterpretation of this sentence as allowing a
regulated entity to round down the measurement of a slope, for example
a cross slope of 2.44%, to a whole number. The Board further notes that
while this provision is included in the 2004 ABA and ADA Accessibility
Guidelines, it has long been a source of confusion. Notably, the Board
received a comment from a local government entity erroneously applying
this provision to the walking speed used to determine pedestrian signal
timing.
R103.3 Units of Measurement
Linear measurements in these guidelines are stated in both U.S.
customary units and metric units. Slopes are expressed in both ratios
and percentages. Each system should be used independently and
consistently, as they may not be exact equivalents.
In the proposed rule, slope measurements were stated only in
percentages, which in most cases had been rounded to whole numbers. For
consistency with the 2004 ADA and ABA Accessibility Guidelines, which
expresses slope only in ratios, in the final rule slopes are expressed
in both ratios and percentages. The practical effect of this change is
that slopes stated as 2 percent in the proposed rule are 1:48 (2.1%) in
the final rule, which is the ratio used in the 2004 ADA and ABA
Accessibility Guidelines. The Board has elected to state percentages to
one decimal place for ease of implementation, as current digital
measuring tools commonly used in sidewalk construction typically
provide measurements to one decimal place.
R104 Definitions
This was section 105 in the NPRM but was redesignated as section
104 when the Board deleted proposed section 104 as the result of the
decision to eliminate the reference to the MUTCD in favor of providing
the actual language from the MUTCD (sometimes as modified) throughout
the rule.
[[Page 53615]]
R104.1 Undefined Terms
The proposed rule indicated that undefined terms are defined using
a collegiate dictionary in the sense that the context implies. The
final rule implements the Board's current standard approach to
undefined terms, stating that undefined terms shall be given their
ordinary meaning in the sense that the context implies.
R104.2 Interchangeability
This provision states that the plural and singular forms of a word
are used interchangeably in these guidelines.
R104.3 Defined Terms
The Board's decision to include all substantive requirements in the
final rule text in lieu of incorporating MUTCD provisions by reference
has resulted in significant expansion of the number of defined terms in
these guidelines. The proposed rule text, as modified by the SNPRM,
included 17 definitions and nine MUTCD definitions that were
incorporated by reference.
In addition, the proposed rule specified that terms appearing in
the sections of the MUTCD that were incorporated by reference would
have the meanings as stated in the definition section of the MUTCD. In
moving MUTCD requirements and definitions that had been previously
incorporated by reference directly into the rule text, the Board also
added to the rule text the relevant defined terms from MUTCD that
appeared in these sections.
The Board also added several terms to provide clarity to the rule
text and removed a few defined terms that were no longer needed in
light of revisions to the proposed rule. In total, the final rule has
52 defined terms, which are identified throughout the rule text in
italic font.
The following terms were added from the MUTCD, either verbatim, or
with minimal edits made for clarity: Accessible Pedestrian Signal,
Crosswalk, Highway, Median, Pedestrian, Pedestrian Interval Change,
Pedestrian Hybrid Beacon, Pedestrian Signal Head, Push Button, Push
Button Locator Tone, Roadway, Roundabout, Sidewalk, Splitter Island,
Traveled Way, and Walk Interval. The following additional terms, which
have definitions that are not taken from MUTCD, have been added to
provide further clarity to the rule text: Block Perimeter, Boarding
Platform, Building, Curb, Detectable Warning Surface, Developed, Grade,
Parallel Curb Ramp, Passenger Loading Zone, Pedestrian Activated
Warning Devices, Pedestrian Refuge Island, Perpendicular Curb Ramp,
Ramp, Stair, Standard Curb Height, Street,\8\ Transit Shelter, Transit
Stop, Transitional Segment, and Vibrotactile.
---------------------------------------------------------------------------
\8\ In the NPRM, the Board proposed to incorporate the
definition of ``street'' from MUTCD, which is used in the MUTCD as a
synonym of ``highway.'' However, the definition of ``street'' in the
final rule reflects the use of the term in PROWAG as a synonym of
the defined term ``roadway,'' not ``highway.''
---------------------------------------------------------------------------
A few proposed defined terms have been removed from the final rule:
``Facility,'' a term and definition that came from ADAAG,
has been replaced by ``pedestrian facility'' and a corresponding
definition that more accurately reflects how the term is used in
PROWAG. In addition, the reference to ``elements'' was removed from the
definition of pedestrian facility, since elements are components of a
pedestrian facility.
``Island,'' which was proposed to be incorporated by
reference from MUTCD, has been replaced by ``Pedestrian Refuge Island''
with a corresponding definition that clarifies the characteristics that
make an island suitable for pedestrian refuge (specifically, that the
traversable path of the island be at least 72 inches long in the
direction of travel to allow sufficient space for two detectable
warning surfaces, separation of those surfaces, and space for a
pedestrian to wait).
``Intersection,'' which was proposed to be incorporated by
reference from MUTCD, has been eliminated from the defined terms. The
Board concluded that future regulated entities, specifically state and
local departments of transportation, can readily identify an
intersection, and that reproducing the highly technical MUTCD
definition of intersection in the rule text would not provide
additional clarity.
``Vertical Surface Discontinuities'' was eliminated
entirely from the rule text. In the final rule, this concept is
expressed in the relevant provisions as ``changes in level,'' which is
a widely understood requirement of ADAAG.
In the final PROWAG rule text, most of the original definitions
that were proposed have been edited for clarity as follows:
Accessible: The word ``facility,'' which is no longer a
defined term, has been replaced with ``pedestrian facility'' and
``element.''
Alteration: The defined term now also includes
``altered.'' As explained in the Major Issues section above, the
definition has been edited to clarify that an addition of a pedestrian
facility to an existing, developed right-of-way is considered an
alteration within the requirements of PROWAG. Several commenters
requested edits to or clarifications regarding the examples that were
included in the proposed definition. The Board has removed the examples
from the definitions. Providing examples, if necessary, is better left
to the enforcing agencies.
Blended Transition: This definition has been revised to
more accurately describe the portion of a pedestrian access route that
is a blended transition, and to differentiate blended transitions from
curb ramps.
Cross Slope: The word ``grade'' has been changed to slope,
which reflects more typical usage.
Curb Line: The word ``highway'' was removed for clarity,
as ``street'' sufficiently conveys the concept.
Curb Ramp: The edited definition clarifies that the words
``parallel'' and ``perpendicular'' are stated relative to the curb or
street that curb ramps serve.
Element: The word ``pedestrian facility'' has been
substituted for ``facility,'' reflecting the substitution of defined
terms, as described above.
Grade Break: The term ``running slope'' has been
substituted for ``grade'' for consistency in the way these terms are
used throughout the rule text.
Operable Part: The phrase ``interact with the element''
has been added to as a use of an operable part. This addition is
designed to cover QR codes and any other markings that are intended to
be scanned with a mobile device.
Pedestrian Access Route: The term ``accessible'' has been
added to clarify that the pedestrian access route is the portion of a
pedestrian circulation path that complies with the pedestrian access
route accessibility requirements in these guidelines. The phrase
``coinciding with'' has been removed as redundant.
Pedestrian Circulation Path: The word ``travel'' was
removed in favor of the word ``use'' for clarity.
Qualified Historic Building or Facility: The term
``qualified historic facility'' was updated to ``qualified historic
building or facility'' for clarity to match the term that is used in
the 2004 ABA and ADA Accessibility Guidelines.
Running Slope: The word ``slope'' has been substituted for
``grade'' for consistency. In response to comments, the Board has
clarified that grade and running slope are synonymous.
Shared Use Path: In response to comments from state and
local government entities, the Board has edited the definition to
emphasize the transportation purpose of shared use paths. While many
shared use paths are also used for recreation, a path that is used
primarily for recreation is not subject to the shared use path
[[Page 53616]]
requirements in this rule. Regulated entities should carefully consider
the purpose and use of paths when determining whether to treat them as
shared use paths under these guidelines. A wooded cut-through in a
suburban area regularly used by residents on foot and on bicycles to
reach a transit stop is likely a shared use path. A hiking trail
through a mountainous area used primarily for recreational hiking and
biking is probably not a shared use path under these guidelines.
C. Chapter 2: Scoping Requirements
R201 General
Scope (R201.1)
All newly constructed pedestrian facilities and elements, and all
altered portions of existing pedestrian facilities must comply with
these guidelines. There is no substantive change in the general scope
of the final rule from what was proposed. However, as described in the
major issues section above, the Board clarified that newly constructed
pedestrian facilities are those that are constructed on greenfield. Any
pedestrian facilities or elements that are constructed on or added to
developed land, as defined in section R104 are subject to the
requirements for alterations, described in section R202.
R201.1 excepts from compliance pedestrian facilities within areas
used only by service personnel for maintenance, repair, or monitoring
of equipment. This exception was included in the proposed rule as a
separate provision entitled ``R203 Machinery Spaces.''
Temporary and Permanent Pedestrian Facilities (R201.2)
This provision specifies that both temporary and permanent
pedestrian facilities in the public right-of-way must comply with these
guidelines. Temporary facilities might include outdoor festival
structures or pop-up service counters. In the final rule, the provision
clarifies that when a pedestrian circulation path or transit stop is
temporarily closed, an alternate pedestrian access route or transit
stop must be provided in accordance with R204. As stated in R204,
temporary alternate pedestrian access routes are subject to the
technical requirements of R303 and R402 in lieu of the full
requirements for permanent pedestrian access routes described at R203.
Buildings, Structures, and Elements (R201.3)
This provision explains that buildings, structures, and elements
that are in the public right-of-way and are not specifically covered by
these guidelines are subject to the applicable requirements for
buildings and sites at 36 CFR part 1191. In response to commenters'
requests for clarity as to what is intended here, the Board added
examples of buildings, structures and elements at safety rest areas or
park and ride lots, and temporary performance stages and reviewing
stands. As stated in R201.2, all permanent and temporary pedestrian
facilities in the public right-of-way must comply with accessibility
standards. However, PROWAG does not provide technical requirements for
every type of structure that is provided for pedestrian use in the
public right-of-way. For example, technical accessibility requirements
for performance stages are not included in PROWAG, but this provision
directs a jurisdiction constructing a performance stage in the public
right-of-way to the buildings and sites guidelines for technical
accessibility requirements of that structure.
R202 Alterations
The main purpose of this section is to describe the additional
flexibilities provided for compliance when construction of pedestrian
facilities and elements occurs on developed land as compared to the
expected full compliance of new construction on undeveloped land. These
flexibilities are as follows.
R202.2: Altered elements are connected by a pedestrian
access route to an existing pedestrian circulation path. This allows
altered elements to tie into an existing pedestrian circulation path
(which may not necessarily have a pedestrian access route) instead of
requiring a full network of pedestrian access routes as specified in
R203.2, which for new construction requires all accessible elements,
spaces, and pedestrian facilities to be connected by a pedestrian
access route. A transitional segment, as defined in R104.3, may be used
in the connection of an altered pedestrian access route to an existing
pedestrian circulation path.
R202.3: Alterations must comply with a requirement to the
maximum extent feasible where existing physical constraints make full
compliance with that requirement technically infeasible. Examples of
physical constraints include underlying terrain, underground
structures, adjacent developed facilities, drainage, or the presence of
a significant natural or historic feature. The language of this section
has been revised for clarity. Numerous commenters indicated that the
proposed language, which stated that compliance was required to the
``extent practicable'' where physical constraints made full compliance
``impracticable,'' was confusing, and requested that the Board use the
phrase ``maximum extent feasible'' the term that is used in the 2004
ABA and ADA Accessibility Guidelines. The Board concurred with
commenters and modified the language of the provision for consistency.
R202.5: Alterations to qualified historic buildings or
facilities must comply with a requirement to the maximum extent
feasible where full compliance with the requirement would threaten the
historic significance of the qualified historic building or facility.
The wording of this provision was changed slightly from the proposed
language to clarify that this exception is not intended to protect
every element of a historic property, for example every historic
cobblestone, present in a public right-of-way. Rather, the intent is to
protect the historic significance of the facility generally. The
revised language clarifies, for example, that the removal of a portion
of cobblestones to install a curb ramp that provides access to
individuals with disabilities does not necessarily threaten the
historic significance of the entire facility.
In addition, in section R202.4, the final rule states that
alterations may not decrease the accessibility of existing pedestrian
facilities below the requirements of the guidelines. This provision has
been edited for clarity. The Board uses the term ``accessible'' in the
rule text to refer to pedestrian facilities that are compliant with the
guidelines (R104.3). This baseline is useful for jurisdictions
implementing PROWAG in certain alteration scenarios where they must
make choices amongst various accessible features to achieve compliance.
For example, to add a missing landing, the slope of an existing curb
ramp may need to be increased to the maximum allowable slope. This is
an acceptable choice under these guidelines.
In addition to the above-described changes, the Board has made two
other important modifications to the Alterations section of these
guidelines. First, as described in the Major Issues section, the Board
has included pedestrian facilities and elements that are ``added'' to
developed areas within the definition of alteration. This is a change
from the proposed rule where added elements and facilities were subject
to the requirements for new construction. The Board agreed with
numerous commenters who expressed the view that existing physical
constraints present on developed property might affect the extent to
[[Page 53617]]
which some added elements and facilities in the public right-of-way
could comply strictly with new construction standards.
Second, also as discussed in the Major Issues section, the Board
stated at proposed R202.3 that each altered element, space, or facility
``within the scope of the [alteration] project'' was required to comply
with these guidelines. Some state and local government commenters
indicated confusion over the meaning of ``scope of the project,'' and
some disability rights advocacy organizations expressed concern that
the phrase did not clearly convey expectations for compliance with
these guidelines. The Board concurs that this provision was an
unnecessary source of confusion and has eliminated the proposed R202.3
(which would have appeared at 202.1 in the final rule) as duplicative
with the general scoping provision at R201.1. The term ``scope of the
project'' no longer appears in the guidelines. As in the 2004 ABA & ADA
Accessibility Guidelines, whatever is altered must be made compliant.
R203 Pedestrian Access Routes
This section contains scoping requirements that explain where
pedestrian access routes are required, and scoping requirements that
point to the technical requirements in Chapters 3 and 4 applicable to
each component of pedestrian access routes.
Pedestrian access routes are a portion of the traversable
pedestrian facilities in a public right-of-way that must comply with
the accessibility requirements in these guidelines. In new
construction, there will be a continuous network of pedestrian access
routes that connect all accessible elements, spaces, and pedestrian
facilities (R203.2). In alterations, a continuous network of pedestrian
access routes will be established piece-by-piece as pedestrian
facilities are altered and brought into compliance with PROWAG.\9\
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\9\ Consistent with the incremental method of application of
this rule, the Board has included an exception for existing
pedestrian circulation paths. This exception allows a jurisdiction
to alter an element in the public right-of-way that is on or
adjacent to an existing pedestrian circulation path without altering
the pedestrian circulation path to provide a fully compliant
pedestrian access route. For example, if a jurisdiction installs a
bench on an existing sidewalk, the bench must comply with PROWAG
requirements (R209.6), but the jurisdiction is not also required by
PROWAG to replace the sidewalk. However, if the jurisdiction were to
install a bench where no pedestrian circulation path existed, it
would be required to connect the bench with a compliant pedestrian
access route to an existing pedestrian circulation path (R202.2).
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A pedestrian access route exists within or is connected by each
newly constructed or altered traversable pedestrian facility:
pedestrian circulation paths (including shared use paths) (R203.3);
crosswalks (R203.4); pedestrian at-grade rail crossings (R203.5); curb
ramps and blended transitions (R203.6); pedestrian overpasses and
underpasses (R203.7); ramps (R203.8); elevators and limited use/limited
application elevators (R203.9); platform lifts (R203.10); and doors and
gates (R203.11).\10\ Again, the goal, over time, is a continuous
accessible pathway through all traversable facilities in the public
right-of-way.
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\10\ Stairs are not part of a pedestrian access route and are
not acceptable as a sole connector of pedestrian facilities.
However, stairs may be provided in addition to ramps or other
pedestrian access route components. Where stairs are provided in the
public right-of-way, they must meet technical requirements (R213).
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The structure of section R203 Pedestrian Access Routes in the final
rule has been revised from the proposed section R204 of the NPRM (as
modified by the SNPRM). First, with edits to R203.1 General, the Board
has clarified that the facilities listed in R203 either ``contain'' or
``connect'' a pedestrian access route. In the years since the NPRM was
published, Access Board technical staff have received inquiries related
to whether each piece of sidewalk or pedestrian facility is expected to
be part of a pedestrian access route, or whether, for example, a
pedestrian access route could be provided on one side of the street and
not the other. This confusion stems from a requirement in the 2004 ABA
and ADA Accessibility Guidelines that at least one accessible route
connect buildings, sites, elements, and spaces, but does not require
that each route between these locations be accessible. See 36 CFR part
1191, App. A, Ch. 2, 206.2.2.
The public right-of-way in this aspect is not analogous to
buildings and sites. Every new or altered pedestrian facility must be
made accessible. Thus, the Access Board clarifies that the requirements
for pedestrian access routes are applicable to every newly constructed
or altered pedestrian circulation path, crosswalk, pedestrian at-grade
rail crossing, and pedestrian overpass and underpass, and the curb
ramps, ramps, elevators, platform lifts, and doors and gates that
connect pedestrian facilities with pedestrian access routes must also
comply with the accessibility requirements of PROWAG.
Second, the Board has moved the scoping for crosswalks (referred to
as pedestrian street crossings in the proposed rule at NPRM R206) and
the scoping for curb ramps and blended transitions (NPRM R207) into the
final rule's scoping section for pedestrian access routes at R203. The
Board made this change to further clarify that crosswalks, curb ramps,
and blended transitions are pedestrian facilities that comprise part of
the continuous network of pedestrian access routes present in the
public right-of-way.
Third, in response to numerous technical assistance inquiries over
the years since the NPRM was published, in the final rule the Board has
added detailed scoping as to the required placement of curb ramps. The
scoping clarifies when curb ramps are required at intersection
crosswalks, midblock and roundabout crosswalks, on-street parking, and
passenger loading zones. It further clarifies that when alterations are
made to crosswalks, missing curb ramps must be added as part of the
alteration. This added scoping is discussed in greater detail below.
Pedestrian Circulation Paths (R203.3)
In response to the proposed rule (NPRM 204.2), some commenters
requested that the Access Board explicitly require that jurisdictions
provide sidewalks, while others requested that the Board clarify that
the PROWAG rule does not require sidewalks. The final rule requires
that pedestrian access routes connect accessible elements, spaces, and
pedestrian facilities (R203.2). A pedestrian access route is comprised
primarily of conforming portions of a pedestrian circulation path,
which are defined as ``a prepared exterior or interior surface provided
for pedestrian use in the public right-of-way'' (R104.3). It does not
matter under the rule whether the pedestrian access route runs through
a sidewalk, shared use path, shoulder intended for pedestrian use, or
other type of prepared surface, as long as it meets the technical
requirements for pedestrian access routes. Jurisdictions may meet the
requirements of PROWAG using any of the available options.
In the final rule the Board has revised this provision to indicate
that transitional segments, as defined in R104.3, may be used to
connect new or altered pedestrian access routes to existing pedestrian
circulation paths. Transitional segments appeared in the proposed rule
at NPRM R202.3.2.
Crosswalks (R203.4)
As noted above, in the final rule, the Board has relocated the
scoping for crosswalks to the scoping section for pedestrian access
routes to reinforce that crosswalks have a pedestrian access
[[Page 53618]]
route within them and are part of the continuous network of accessible
pedestrian facilities required through public rights-of-way. In
addition, the Board has substituted the MUTCD-defined term
``crosswalk,'' with minor revisions to the MUTCD definition, for the
term ``pedestrian street crossing'' that was used in the proposed rule
(NPRM R204.3). In doing so the Board clarifies that there is no
distinction between the places the Access Board expects pedestrian
crossings to occur and the industry understanding of the places where
crosswalks are located. The main impact of the use of the MUTCD-defined
term ``crosswalk'' in place of ``pedestrian street crossing'' is to
further clarify the places where curb ramps are required. This is
detailed below in the discussion of R203.6.
Pedestrian At-Grade Rail Crossings (R203.5)
The Board has added scoping for pedestrian at-grade rail crossings
to clarify that wherever pedestrian at-grade rail crossings are
provided they contain a pedestrian access route. The technical
requirements are referenced.
Curb Ramps and Blended Transitions (R203.6)
The 2011 NPRM specified that a curb ramp (or blended transition)
must be provided for each pedestrian crossing (NPRM R207.1). The
proposed rule indicated that a diagonal curb ramp would continue to be
permitted in an alteration scenario where physical constraints
prevented the installation of a curb ramp for each crossing (NPRM
R207.2). In response to these proposed provisions, a few state and
local government commenters requested flexibility to install a single
curb ramp based on engineering judgement, while others either agreed
with the changes or requested that the Board more clearly state the
requirements. Two local government commenters lamented the costs of
having installed non-compliant curb ramps over a number of years. Other
individuals and disability rights advocacy organizations agreed with
limiting the use of diagonal curb ramps.
The final rule maintains the requirement that one curb ramp or
blended transition be provided for each crosswalk at an intersection
corner, and alternatively allows a blended transition to span all
crosswalks at an intersection corner. Use of a single curb ramp at the
apex of an intersection corner is permitted in alterations where
existing physical constraints make compliance technically infeasible.
Diagonal curb ramps often route users into the roadway, not within a
crosswalk. To provide equity to persons with disabilities in the public
right-of-way, PROWAG must ensure that a person in a wheelchair who
requires a curb ramp to cross a street is afforded the same opportunity
to stay within the safety of a crosswalk as a person who is able to
step off the curb directly into a crosswalk. Thus, unless there are
existing physical constraints that prohibit the provision of a curb
ramp for each crosswalk, one curb ramp per crossing that is contained
within the crosswalk must be provided.
The Board notes that since 2011, numerous state and local
jurisdictions have adopted a requirement for one curb ramp per
crosswalk at an intersection corner, and the Board is not aware of
widespread engineering concerns that have resulted from this shift in
local policies. See FRIA at 99. In addition, the Board notes that when
requesting flexibility for new construction, jurisdictions were
characterizing newly installed curb ramps in existing rights-of-way as
new construction. Such installations are considered alterations under
the final rule, and the flexibility for a single curb ramp would be
permitted if physical constraints make compliance technically
infeasible. The Board does not anticipate that insurmountable
engineering issues would prevent full compliance in new construction,
which as described above, would be construction on undeveloped land.
In response to numerous technical assistance inquiries received by
the Board since the NPRM was published seeking clarification on the
places where curb ramps must be installed, the Board has added detailed
scoping for the required placement of curb ramps. The NPRM stated that
curb ramps or blended transitions are required at each pedestrian
street crossing. This substantive requirement has not changed, but the
Board has provided further clarification regarding what it meant by
``pedestrian street crossing'' to explain where curb ramps are
required. As described above, the Board replaced the term ``pedestrian
street crossing'' with the MUTCD-defined term ``crosswalk.''
The MUTCD definition of crosswalk, which appears in R104.5,
indicates that a crosswalk is present wherever there is a pedestrian
circulation path on one side of a street that approaches the roadway at
an angle such that the path would cross the street if the lateral lines
of the path were continued (regardless of whether it is marked or
unmarked), or where pavement markings indicate a crosswalk. R203.6.1.1
and R203.6.2 clarify that a curb ramp or blended transition must be
provided at each end of a crosswalk at an intersection corner, a
midblock crossing, and a roundabout crossing. These provisions further
clarify that where crossing is prohibited at an intersection or not
intended midblock or at a roundabout, jurisdictions must take care to
ensure that there is no crosswalk, no curb ramp, and the pedestrian
circulation path is separated from the roadway. Information on how to
ensure that no crosswalk is present has been added to these provisions
for clarity. This information was previously stated in an advisory that
accompanied the NPRM rule text (NPRM Advisory 206).
Equity in the public right-of-way requires that persons with
disabilities have equal access to crosswalks and information about
whether a crosswalk is present. Where pedestrian crossing is permitted,
curb ramps must be provided so that persons who use wheelchairs can
access them. Where pedestrian crossing is prohibited at an intersection
or is not intended midblock or at a roundabout, cane-detectable
features must indicate to persons who are blind that this a not a place
to cross. Several state DOTs commented on the NPRM advisory, expressing
concern that the addition of detectable treatments would be costly,
unnecessary, or obstruct sightlines for motorists. The Board has
included an assessment of the costs in its Final Regulatory Impact
Analysis and notes that jurisdictions have options for ensuring that
they do not create a crosswalk where crossing is prohibited or not
intended. This includes options, such as grass strips and landscaping,
that can be used where a jurisdiction is concerned that a sign or
barrier might obstruct motorists' sightlines.
The Board is aware of concerns expressed by individuals seeking
technical assistance implementing the proposed rule that a curb ramp is
required on each side of a crosswalk, even in scenarios where there is
a pedestrian circulation path only on one side. The purpose of this
requirement is to ensure that a person in a wheelchair who has entered
a crosswalk on one side is able to safely exit the roadway on the other
side as a person who does not use a wheelchair would do by stepping
onto the curb. Jurisdictions that do not wish to provide a curb ramp on
the side of the street where no pedestrian circulation path is present
must ensure that there is no crosswalk, as defined in R104.3. Thus, the
jurisdiction must provide a separation between the pedestrian
circulation path and the roadway to indicate to pedestrians that
crossing is prohibited. Where no
[[Page 53619]]
crosswalk is present and a separation treatment exists, curb ramps are
not required. USDOT and DOJ may provide additional information
regarding the acceptable characteristics of a separation treatment used
to indicate the absence of a crosswalk.
The Board has added scoping provisions at R203.6.1 clarifying that
curb ramps or blended transitions may be required to connect on-street
parking spaces, on-street parking space access aisles, and passenger
loading zones to pedestrian access routes if needed to accomplish the
required connection.
At R203.6.2, the Board has clarified that when alterations are made
to crosswalks, curb ramps or blended transitions must be provided on
both ends of the crosswalk where the pedestrian access route crosses a
curb. This provision provides consistency with DOJ's and USDOT's joint
technical assistance document on the requirements to provide curb ramps
when streets, roads, or highways are altered through resurfacing. See
Department of Justice/Department of Transportation Joint Technical
Assistance on Title II of the Americans with Disabilities Act
Requirements to Provide Curb Ramps when Streets, Roads, or Highways are
Altered through Resurfaces, available at https://www.fhwa.dot.gov/civilrights/programs/ada/doj_fhwa_ta.cfm; see also Q & A Supplement to
the 2013 DOJ/DOT Joint Technical Assistance on the Title II of the ADA
Requirements To Provide Curb Ramps when Streets, Roads, or Highways are
Altered through Resurfacing, available at https://ada.gov/doj-fhwa-ta-supplement-2015.html. By adding this requirement to PROWAG, the Board
seeks to minimize confusion as to the legal obligations of
jurisdictions to provide curb ramps.
Pedestrian Overpasses and Underpasses (R203.7)
In R203.7, the Board has clarified that pedestrian overpasses and
underpasses include overpasses and underpasses on shared use paths. In
addition, the Board has eliminated platform lifts as an option to
achieve accessibility of these structures in new construction. A state
disability council opined in its comments that limited use/limited
application elevators and platform lifts do not provide equal access
because of limited functionality. Platform lifts are more difficult for
users with disabilities to independently operate and are more likely to
breakdown in outdoor environments than elevators and limited use/
limited application elevators. The Board is aware of many instances of
maintenance issues and mechanical failures with respect to platform
lifts and has thus revised the rule text to allow these devices only in
alterations when installation of an elevator or limited use/limited
application elevator is not technically feasible. Jurisdictions that
install platform lifts should be aware of their maintenance obligations
to ensure platform lifts remain operable at all times that the
pedestrian facility is open for pedestrian use.
Ramps (R203.8); Elevators and Limited Use/Limited Application Elevators
(R203.9); Platform Lifts (R203.10)
At R203.8 through R203.10, the Board added scoping provisions for
ramps, elevators and limited use/limited application elevators, and
platform lifts so that it is clear that wherever these facilities are
present in the public right-of-way, they must comply with accessibility
requirements.
Doors, Doorways, and Gates (R203.11)
In the final rule, the Board has revised the scoping for doors,
doorways, and gates to require that all doors, doorways and gates that
are part of a pedestrian access route must comply with the specified
technical accessibility requirements. This is a change from the
proposed rule, which required all doors, doorways, and gates of any
pedestrian facility to comply with requirements (NPRM R218), and a
change from the SNPRM which exempted doors, doorways, and gates on
shared use paths from compliance (SNPRM R218). In the preamble to the
SNPRM, the Board indicated that the exemption for shared use paths was
provided to avoid a perceived conflict with AASHTO guidance. 78 FR
10110, 10113 (Feb. 13, 2013). AASHTO discourages the use of physical
barriers on shared use paths. See AASHTO, Guide for the Development of
Bicycle Facilities at 5-46.
In response to the SNPRM, several disability rights advocacy
organizations commented that doors, doorways, and gates on shared use
paths should not be excepted, and two state DOTs requested clarity
regarding applicable technical standards for these facilities. The
Board concurred with commenters that pedestrian gates on shared use
paths should not be excepted from accessibility requirements. Persons
with disabilities must be able to access shared use paths through gates
if they are provided. The Board has thus reinstated the technical
requirements for doors, doorways, and gates in the final rule. Further,
consistent with AASHTO guidance, which recommends the use of bollards
if physical barriers are needed to restrict motor vehicle entry, the
final rule permits the use of bollards on shared use paths (R302.2).
R204 Alternate Pedestrian Access Routes, Transit Stops, and Passenger
Loading Zones
Alternate Pedestrian Access Route (R204.1)
The proposed scoping for alternate pedestrian access routes stated
that an alternate pedestrian access route is required when a pedestrian
circulation path is closed due to construction, alterations,
maintenance operations, or other similar conditions (NPRM R205). In the
final rule, the Board has maintained similar scoping; however, it has
removed the term ``alterations'' from the list of conditions to avoid
confusion as ``construction'' accurately covers the intended scenario.
In addition, the Board has edited the text to indicate that the
requirement to provide an alternate pedestrian access route is
triggered by a pedestrian circulation path being made inaccessible due
to the described conditions, rather than being completely closed, since
a pedestrian circulation path can be unusable for persons with
disabilities without being completely closed to all users. The Board
has added ``closure'' to the list of conditions triggering the
requirement for an alternate pedestrian access route to clarify that
where a pedestrian circulation path is completely closed for any
reason, an alternate pedestrian access route must be provided.
In the proposed rule, the scoping provision for alternate
pedestrian access routes pointed to provisions of the MUTCD that were
incorporated by reference. The final rule instead points to the
relevant technical provisions of chapters 3 and 4, as the MUTCD
provisions are no longer incorporated by reference.
In response to the proposed rule, state and local government
commenters raised concerns regarding scenarios where the alternate
route would need to deviate substantially from the original pedestrian
circulation path. For example, one state DOT indicated that freeway
widening projects may necessitate the complete closure of a bridge,
including the pedestrian facilities, making an alternate pedestrian
access route infeasible or impossible to provide.
In response to these concerns, in the final rule the Board has
added an exception allowing an ``alternate means of providing access''
for pedestrians with disabilities where establishing an alternate
pedestrian access route is technically infeasible. An ``alternate
[[Page 53620]]
means of providing access'' does not mean an alternate pedestrian
access route that falls short of the technical requirements stated at
R303. Rather, this exception is intended to allow for completely
different means of access in scenarios such as a bridge closure, where
establishing an alternate pedestrian access route is not technically
feasible. For example, in the case of a bridge closure, an alternate
means of providing access might be the provision of accessible shuttle
bus service. DOJ and USDOT may provide additional information regarding
acceptable alternate means of providing access and the circumstances
under which this exception may be used.
The Access Board received numerous public comments supporting a
requirement for the provision of alternate pedestrian access routes,
including approximately 150 individual commenters and several
disability rights and pedestrian advocacy organizations. Several local
government commenters and one state DOT requested flexibility to
provide alternate accessible routes only when deemed practicable. In
addition, two state DOTs, two local government commenters, and two
industry organizations expressed concern regarding the cost of
providing alternate routes.
The Board acknowledges that there are costs involved in providing
alternate pedestrian access routes and has assessed those costs in the
FRIA. See FRIA at 126. However, equity in our public rights-of-way
cannot be achieved without the provision of temporary accessible
facilities where permanent accessible facilities are temporarily
unavailable. A person without a disability may readily assess safety
and traffic conditions and navigate around a closed pedestrian
circulation path if an alternate facility is not provided. However, a
pedestrian with a disability may not be able to see alternatives,
assess traffic to step into a roadway, or have the ability to step on
and off of the curb for a few feet around a closure. The Board thus
maintains the requirement for the provision of alternate pedestrian
access routes where pedestrian circulation paths are made inaccessible
due to construction, maintenance operations, closure, or similar
conditions. The technical requirements, now stated in R303, seek to
provide minimum accessibility for alternate routes while minimizing the
costs for regulated entities. The technical requirements are detailed
in the discussion of section R303, below.
Alternate Transit Stops (R204.2)
In the final rule, the Board has added a provision requiring that
where accessible transit stops are not accessible due to construction,
maintenance operations, or other similar conditions, an alternate
transit stop be provided. MUTCD section 6D.01, which the Board proposed
to incorporate by reference indicates that to accommodate the needs of
individuals with disabilities, transit stops should be maintained in
temporary traffic control zones (6D.01 paragraph 11). If the
accessibility of a transit stop cannot be maintained, an alternate
accessible transit stop must be provided.
Alternate Passenger Loading Zones (R204.3)
The Board has added a provision in the scoping of the final rule to
emphasize that where a temporary passenger loading zone is provided, it
must be accessible per the relevant technical provisions. This
requirement is already covered by the general scoping provision R201.2,
which indicates that the requirements in the guidelines apply to
temporary pedestrian facilities. However, the Board added this
provision to emphasize that alternate passenger loading zones provided
in the public right-of-way during construction or maintenance
operations must be accessible.
R205 Detectable Warning Surfaces
Detectable warning surfaces are standardized surfaces built in or
applied to certain pedestrian walking surfaces to warn pedestrians who
are blind or have low vision of a hazard. A distinct cane-detectable
pattern of truncated domes provides a tactile cue of transitions to
vehicular routes and of open drop-offs at transit platforms. The
proposed rule required detectable warning surfaces at curb ramps or
blended transitions, which remove tactile cues otherwise provided by
curb faces; at cut-through pedestrian refuge islands to indicate their
presence within a crosswalk; at at-grade rail crossings not located in
a street or highway; along drop-offs at the boundary of passenger
boarding platforms, which are above standard curb height; and along
boarding sidewalk and street-level rail boarding and alighting areas
not protected by screens or guards.
In the final rule, the Board is also requiring detectable warning
surfaces on pedestrian circulation paths at driveways with stop or
yield control to alert pedestrians who are blind or have low vision
that they are walking into an active vehicular way. The Board indicated
in an advisory that accompanied the proposed rule text that detectable
warning surfaces should be provided at commercial driveways with stop
or yield control (NPRM Advisory R208.1). Several commenters, including
state and local governments, requested clarification on the provision
of detectable warning surfaces at commercial driveways. In the final
rule, the Board clarifies that detectable warning surfaces are required
at driveways where stop or yield control is provided. In the final
rule, the Board declines to limit the covered driveways to
``commercial'' driveways to ensure that pedestrian circulation paths at
driveways to multifamily housing facilities that have stop or yield
control also have detectable warning surfaces.
Some state and local government commenters encouraged the Board to
move the requirement for detectable warning surfaces at commercial
driveways from the advisory to the rule text. Two state DOT commenters
questioned whether stop or yield control was the appropriate threshold
for application of the requirement. The Board has concluded that where
there is sufficient vehicular traffic to provide stop or yield control
(i.e., stop or yield signage) or traffic signals, there is a sufficient
hazard to pedestrians who are blind or have low vision such that a
detectable warning surface is warranted to advise individuals that they
are entering an active vehicular way. Two state DOTs objected to
implementing detectable warning surfaces at commercial driveways
because they would be provided at sidewalk as opposed to street level.
In response to these concerns, the Board notes that detectable warning
surfaces are consistently used to provide tactile notification of a
vehicular way where a curb is not present. This could be at street
level, in the case of curb ramps, or at sidewalk level in the case of
driveways.
Several commenters questioned whether the Board intended to require
detectable warning surfaces at street or sidewalk level bus stops. In
R104.3, the Board added a definition of ``boarding platform'' to
clarify that detectable warning surfaces are only required where the
bus boarding and alighting area is on a platform raised above standard
curb height.
The proposed rule indicated that detectable warning surfaces are
neither required nor desirable at cut-through pedestrian refuge islands
that are less than 6 feet in length in the direction of pedestrian
travel (NPRM R208.2 and NPRM Advisory R208.2). In the final
[[Page 53621]]
rule, the Board has clarified this substantive requirement by defining
the term ``pedestrian refuge island'' at R104.3. The definition
clarifies that only islands that are at least 72 inches in length in
direction of pedestrian travel are considered suitable for pedestrian
refuge. Islands that are at least 72 inches in length allow for a 24-
inch detectable warning surface at each edge and at least 24 inches
between the surfaces to provide detectable separation of the surfaces
and to have sufficient space to wait. A cut-through island that is
shorter than 72 inches is not suitable for pedestrian refuge, and there
is thus no need to distinguish the cut-through from the rest of the
crosswalk; the timing provided for pedestrian crossing must allow for
the pedestrian to cross the entire traveled way as required by R306.2.
In the final rule, the Board has restructured for clarity the
scoping section for detectable warning surfaces at R205 to provide a
separate provision for each place that detectable warning surfaces are
required. Each provision indicates that technical requirements relevant
to that placement.
R206 Pedestrian Signal Heads and Pedestrian Activated Warning Devices
Where pedestrian signal heads and pedestrian activated warning
devices are provided at crosswalks, they must be accompanied by audible
information devices that make those visual signals accessible to
persons who are blind or have low vision. In the proposed rule, the
Board incorporated by reference sections of the MUTCD in lieu of
providing technical requirements for these devices.
As proposed by incorporation by reference of MUTCD section 4E.09
paragraph 7 (NPRM R209.1), the final rule requires that the accessible
features of pedestrian signal heads and pedestrian activated warning
devices must be available at all times.
Commenters expressed confusion regarding the expectations for
implementation of the incorporated sections of the MUTCD. In response
to these concerns, in the final rule the Board has stated the technical
requirements for accessible pedestrian signal heads and accessible
pedestrian activated warning devices directly in the rule text. The
scoping section for these devices has been modified to provide detailed
references to the new technical sections.
Numerous state and local government commenters objected to a
universal requirement for accessible pedestrian signals in new
construction wherever pedestrian signal heads are provided. As
described above in the Major Issues section, after careful
consideration of these comments, the Board has retained the requirement
for accessible features for all new and altered pedestrian signal heads
and pedestrian activated warning devices.
In the proposed rule, the Board specified that altering the signal
controller and software, or replacing the signal head, would constitute
an alteration requiring compliance with the technical requirements for
accessible pedestrian signals and push buttons. As described above in
the Major Issues section, in the final rule the Board has removed the
provision specifying the types of alterations that would trigger
implementation of the technical accessibility requirements for
pedestrian signal heads and pedestrian activated warning devices. USDOT
and DOJ may provide additional guidance on these issues.
Finally, in the final rule the Board has updated the terminology
used in the heading of this section for consistency with the
terminology used by MUTCD and USDOT, and to better described the
devices that must be made accessible.
R207 Protruding Objects and Vertical Clearance
Limitations on the extent to which objects may protrude
horizontally into a pedestrian circulation path, as well as vertical
clearance requirements above a pedestrian circulation path, apply to
the full width of pedestrian circulation paths. The specific technical
requirements for protruding objects and vertical clearances appear in
section R402 of the final rule.
In the public right-of-way context, a ``protruding object'' is
anything that extends into the three-dimensional space above a
pedestrian circulation path, or an object contained wholly within it.
Examples include, but are not limited to, streetlights, utility poles
and equipment cabinets, signposts and signs, parking meters, trash
receptacles, public telephones, mailboxes, newspaper vending machines,
benches, transit shelters, kiosks, bicycle racks, planters and planted
trees, and street sculptures. Technical requirements for protruding
objects are designed to ensure that objects located within pedestrian
circulation paths are cane-detectable, so they do not present hazards
for people who are blind or have low vision.
Regulated entities will need to comply with the requirements for
protruding objects when installing or permitting the installation of
utilities, trees, awnings, street furniture, and other objects on or
adjacent to pedestrian circulation paths. The American Association of
State Highway and Transportation Officials (AASHTO) recommends that
trees and shrubs be pruned to maintain usability of walkways, and that
permitted uses of public rights-of-way, such as sidewalk cafes, be
monitored to ensure that they do not encroach upon the pedestrian
access route. See AASHTO, Guide for the Planning, Design, and Operation
of Pedestrian Facilities 4-3 (2021). State and local governments will
be responsible for enforcing compliance with maintenance agreements to
prevent tree branches or other objects from impermissibly protruding
into a pedestrian circulation path where the jurisdiction does not
provide the maintenance directly.
The scoping provision for protruding objects included in the SNPRM
modified the proposed scoping provision text indicating that protruding
objects must not reduce the clear width required for pedestrian access
routes (NPRM 210). In the SNPRM, the Board added an 8-foot vertical
clearance requirement for shared use paths (SNPRM 210.3). In the final
rule, the Board has moved both vertical clearance and clear width
requirements to the technical section on protruding objects and
vertical clearance at R402.4 and R402.5. Comments received regarding
those provisions are addressed in the discussion of R402.4 and R402.5
below. The Board has renamed the section to ``Protruding Objects and
Vertical Clearance'' for clarity.
In response to the NPRM, a local government and an engineer
commented that the requirements for protruding objects should apply
only to the pedestrian access route portion of the pedestrian
circulation path. A local government entity commented that an exception
should be provided applying protruding objects requirements to only 36
inches of the pedestrian circulation path in constrained conditions.
While a person using a wheelchair can visually assess a sidewalk to
determine which portion has less cross slope or fewer changes in level,
a blind pedestrian or a person with low vision is not going to know
which portion of the pedestrian circulation path has been designated as
a pedestrian access route. Thus, objects that protrude into any portion
of the pedestrian circulation path could create a hazard if not cane-
detectable. The Board thus maintains the requirement that the entire
pedestrian circulation path comply with the technical requirements for
protruding objects.
The Board acknowledges that the advisory included with the proposed
rule created confusion for commenters
[[Page 53622]]
regarding the concepts of clear width and protruding objects (NPRM
Advisory 210). Clear width refers to the width of pedestrian access
route walking surface that is required to be completely clear of any
objects. This means that within the width of the pedestrian access
route, there can be no street furniture, utility poles, or other
objects of any kind directly on the walking surface. Clear width
technical requirements for pedestrian access routes are specified in
R302.2. Protruding objects refer to objects that are in the three-
dimensional area above the walking surface, but not directly touching
the walking surface. Those objects must conform to the technical
requirements for protruding objects at R402.
R208 Pedestrian Signs
Signs that are intended solely for pedestrians, including transit
signs, and all signs serving shared use paths, must comply with the
technical requirements for visual characters at R410. Thus, signs that
are not on shared use paths and are intended for both motorists and
pedestrians, or bicyclists and pedestrians, are not required to comply.
However, all signs on shared use paths are required to comply as
pedestrians (1) should be aware of the potential movement of bicycles
in the shared space, and (2) have a reasonable expectation that any
sign on a shared use path is potentially providing pedestrian
information.
The scoping excepts two categories of pedestrian signs from
compliance with technical requirements for visual characters at R410.
First, transit schedules, timetables, and maps are not required to
comply. Compliance with the technical requirements for these specific
types of transit signs would render them too large. Other types of
transit signs, such as signs that identify stops and routes, must
comply with the requirements. The second category of signs that are
exempted from compliance are signs that are mounted immediately above
or incorporated into a push button detector unit. The requirements of
R410 may also make these signs too large.
In the NPRM, the Board used inartful language to convey that signs
intended solely for pedestrians are the signs covered by this rule
(NPRM 211.2). The Board has edited this language for clarity. Also, in
the NPRM, the Board proposed that where audible sign systems and other
technologies are used to provide equivalent information to information
contained on pedestrian signs, the signs would not need to comply with
technical requirements for visual characters (NPRM R211.1). In an
accompanying advisory, the Board presented remote infrared signs as an
example of an audible technology, that if used, would make it
unnecessary for the sign to comply with technical requirements for
visual characters (NPRM Advisory 211.1). In response to the proposed
rule, two advocacy organizations for people who are blind or have low
vision and a state DOT commented that the provision of audible signs
does not negate the need for compliance with technical requirements for
visual characters.
The Board concurs that reliance on audible signs in lieu of
compliance for visual characters is insufficient for persons who have
both low vision and hearing impairments. Further, while acknowledging
the 14 commenters who indicated support for the use of remote infrared
signs, the Board has concluded that relying on technologies that
require a pedestrian to have a receiver does not currently provide
equal access to visual signs; however, in the future this may be a
possibility with more widespread development and adoption of wayfinding
mobile applications. Thus, in the final rule, all signs intended solely
for pedestrians must comply with technical requirements for visual
characters except for the two categories of signs described above.
Requirements for accessible parking space signs have been moved to
the technical section for on-street parking spaces (R310). The
requirement for signage at accessible passenger loading zones has been
eliminated in the final rule for consistency with ADAAG and to avoid
misinterpretation of the sign as indicating exclusive use for
passengers with disabilities, particularly where there is only one
loading zone.
R209 Street Furniture
Drinking Fountains (R209.2)
Each drinking fountain in the public right-of-way must comply with
accessibility requirements at 602.1 through 602.6 of Appendix D to 36
CFR part 1191 (ADA & ABA Accessibility Guidelines).
Public Street Toilets (R209.3)
Each permanent public street toilet must comply with sections 603
through 610 of Appendix D to 36 CFR part 1191 (ADA & ABA Accessibility
Guidelines). Permanent street toilets are standalone toilet room units
that are provided in public rights-of-way in cities throughout the
United States. Specific examples of these permanent street toilets are
discussed in the FRIA. FRIA at 125. Street toilets are different than,
for example, traditional restroom facilities provided at highway rest
stops. Those traditional bathroom facilities are in a building;
pursuant to R201.3, they are subject to the applicable requirements of
36 CFR part 1191 (ADA & ABA Accessibility Guidelines).
Portable toilet units must comply with section 603 of Appendix D to
36 CFR part 1191 (ADA & ABA Accessibility Guidelines). Where there are
multiple portable toilet units clustered in a single location, at least
5 percent, but no fewer than one of each type of toilet unit at each
cluster must comply with the referenced technical requirements. In this
context, ``type'' references those units differentiated by gender.
The Board has revised the scoping of the public street toilet
section for clarity, including revising the heading, which reads
``Public Toilet Facilities,'' to avoid the confusion between public
street toilets and traditional toilet facilities that was reflected in
the public comments. The Board has also corrected the references to 36
CFR part 1191 (ADA & ABA Accessibility Guidelines) and provided
separate provisions for permanent street toilets and portable toilet
units.
Tables (R209.4)
At each group of adjacent tables, at least 5 percent, but no fewer
than one table, must comply with technical accessibility requirements
at 902 of Appendix D to 36 CFR part 1191 (ADA & ABA Accessibility
Guidelines). The proposed rule had stated the requirements relative to
each ``location'' where tables were provided, and a state government
commenter indicated that this language was unclear. The Board has thus
revised the text of this provision to clarify that the requirement
applies to each group of adjacent tables, as opposed to all tables in a
larger area that might be considered a ``location.''
Sales or Service Counters (R209.5)
Each sales or service counter in the public right-of-way must
comply with section 904.4 of Appendix D to 36 CFR part 1191 (ADA & ABA
Accessibility Guidelines). In the final rule, the Board has added
exceptions (one applicable to facilities subject to the ADA and a
second applicable to facilities subject to the ABA) to this scoping for
sales and service counters that are located in a building that is not
itself in the public right-of-way, but that directly serves the public
right-of-way, such as a walk-up service window on a sidewalk. The Board
added these exceptions to eliminate confusion for sales and service
counters that are part of a building and thus subject to 36 CFR part
[[Page 53623]]
1191, but directly serve the public right-of-way. In buildings, at
least one of each type of sales or service counter must comply with
technical requirements. In the public right-of-way, each sales or
service counter must comply.
Benches (R209.6)
In the proposed rule, the Board provided a single scoping provision
for all benches in the public right-of-way except for those at tables
(which are covered under the technical requirements for tables) (NPRM
R212.6). This included benches along pedestrian circulation paths and
those at transit stops and shelters. Commenters indicated that the
requirement that clear space not overlap the area within 1.5 feet of
the front of the bench was confusing. The Board concluded that while
the requirement is appropriate for transit shelters, it should be
revised for other contexts.
In the final rule, the Board has clarified that for benches at
transit stops (R209.6.1) and benches not at transit stops or shelters
(R209.6.2) the clear space complying with R404 must be next to either
end of the bench, or if the bench does not have an ``end,'' such as a
circular bench, the clear space must be either integral to the bench or
located no more than 18 inches (455 mm) from the front of the bench.
Where the clear space is integral to the bench, there will be a break
in the bench where the clear space is located. These requirements
ensure that a pedestrian using a wheelchair may sit in proximity to a
companion seated on the bench. The Board has restructured the provision
for clarity.
In the final rule, the Board has maintained the requirement that
the clear space not overlap the area within 18 inches (455 mm) for
benches provided within transit shelters. See R209.6.1; R309.2.2. In a
transit shelter, the primary goal is to provide shelter to as many
individuals as possible within the limited space. Thus, the clear space
may be situated at the end of a bench or at least 18 inches from the
front edge of the seat, ensuring that the bench may be fully occupied
while the clear space is in use.
Four commenters requested that the Board provide technical criteria
for benches. The Board concurs with commenters that benches in the
public right-of-way should have armrests and back support for maximum
accessibility. As stated in the advisory that accompanied the proposed
rule, benches that provide full back support and armrests to assist in
sitting and standing are more useable by pedestrians with disabilities.
However, as the Board did not propose specific technical requirements,
such as specifications for armrest loads and dimensions and back
height, the Board declines to add those now at the final rule stage.
One company that provides jurisdictions with advertisement-funded
bus stop benches requested that the Board exempt bus stop benches
located on unimproved surfaces from the requirement to provide clear
space in order to protect the company's business model. The Access
Board declines this request. Consistent with the implementation
approach of many accessibility regulations, new construction and
alterations provide an opportunity for a jurisdiction to add
accessibility to a pedestrian facility at minimal additional cost.
PROWAG requires the provision of boarding and alighting areas at all
newly constructed and altered transit stops. Thus, when installing
concrete for the boarding and alighting areas required by PROWAG, a
jurisdiction has the opportunity to install a concrete pad for a bench
if the jurisdiction so desires. PROWAG does not require jurisdictions
to provide benches at transit stops, but where provided, they must
comply with accessibility requirements.
Operable Parts of Other Fixed Elements (R209.7)
Operable parts of other fixed elements to be used by pedestrians,
including street furniture, not specifically addressed by this rule
must comply with technical requirements for operable parts at R403.
This provision has been added in response to commenters' concerns about
other types of street furniture that are not specifically addressed in
the rule text.
The Board notes that operable parts on parking meters and pay
stations other than those that serve accessible parking spaces, which
have additional technical requirements specified at 310.6, are covered
under R209.7 and must comply with the technical requirements for
operable parts at R403. This means that all parking meters and pay
stations must meet clear space, reach range, and operation
requirements; however, they do not need to comply with requirements for
visual displays stated at R310.6 that ensure information is visible to
a person using a manual wheelchair. Two disability rights advocacy
organizations commented in support of clear space at all parking meters
and pay stations. The Board observes that many individuals with
disabilities use parking spaces other than accessible spaces; to ensure
equity in public rights-of-way, persons with disabilities must be able
to access parking meters and pay stations wherever they park.
R210 Transit Stops and Transit Shelters
Where provided, transit stops and transit shelters shall comply
with the technical requirements at R309. In response to the NPRM, a
local government transit advisory group commented that the Board had
failed to propose a scoping provision for vending machines at transit
shelters. The Board concurs that this was an oversight, and has added a
scoping provision for fare vending machines that references the
operable parts technical requirements at R403 and the relevant
provisions of Section 707 of 36 CFR part 1191. The Board also added a
scoping provision for operable parts of other fixed elements at transit
stops and shelters intended to be used by pedestrians.
R211 On-Street Parking
Where on-street parking is provided and is metered or designated by
signs or pavement markings, accessible parking spaces complying with
the technical provisions at R310 must be provided. The minimum number
of accessible on-street parking spaces required is determined according
to Table R211 assessing the total number of spaces.
The Board has made several revisions to this scoping section based
on public comments. In the proposed rule, the board used the total
number of spaces on a ``block perimeter'' to determine the number of
accessible spaces required. Several commenters indicated that the
meaning of block perimeter was unclear, while others noted that not all
on-street parking is located on a block perimeter. In response to these
concerns, the Board has defined block perimeter in R104.3 and included
an example within the definition for clarity. In addition, the Board
has added a provision for parking not on a block perimeter to clarify
that those on-street parking spaces are also subject to accessibility
requirements.
In response to commenter concerns, the Board has excepted on-street
spaces that are designated exclusively for commercial or law
enforcement vehicles, or residential parking. Those excepted spaces are
not counted for the purpose of determining the required number of
accessible spaces. These spaces must be designated for use solely for
the excepted purpose; spaces that are designated for commercial or law
enforcement vehicle use or residential parking only during certain
hours are not excepted and must be counted for the purpose of
determining the required number of accessible spaces. Another
[[Page 53624]]
exception states that where on-street parking spaces are altered, the
requirements of R211 shall apply only to the affected parking spaces
until the minimum number of accessible on-street parking spaces as
specified in Table R211 are provided. Thus, for example, alteration of
a single on-street parking space on a block perimeter would not trigger
the obligation to provide the total number of required accessible
spaces on the block perimeter. Only the altered space would need to be
made accessible if an insufficient number of accessible spaces were
available.
The Board notes that these minimum guidelines for the provision of
accessible parking in public rights-of-way do not prevent regulated
entities from providing additional accessible parking, including
residential accessible parking. Standard-setting agencies may also
adopt a more stringent standard.
In response to the NPRM, a local government commenter asked whether
on-street accessible spaces are required where there is an adjacent
public off-street lot, and a state government DOT requested that the
Board allow jurisdictions to combine the number of on-street and off-
street parking spaces for the purpose of designating accessible spaces.
On-street parking spaces are covered by PROWAG and off-street parking
in lots or garages is covered by the requirements at 36 CFR 1191.
Accessible parking must be separately designated for on-street and off-
street locations. To ensure equity for persons with disabilities, if
on-street parking is provided then accessible on-street parking must
also be provided.
Several local government commenters requested flexibility for the
provision of accessible on-street parking where paratransit or other
parking management programs, such as free parking, are provided for
persons with disabilities. The Board has carefully considered these
comments and has declined to provide exceptions for jurisdictions with
paratransit or parking management programs. The provision of accessible
on-street parking spaces consistent with PROWAG ensures that parking
spaces are available that will allow persons with disabilities to park
close to their destinations and have either a direct or nearby
connection to a pedestrian access route or pedestrian circulation path.
The provision of paratransit or free parking for persons with
disabilities does not address the availability of accessible parking
for persons with disabilities who rely on private vehicle
transportation. Jurisdictions that allow persons with disabled parking
placards to park in ``no parking'' or loading zone areas cannot
guarantee that those areas will have accessible features such as
proximity to a curb ramp or an adjacent sidewalk clear of obstructions
such that a ramp can be deployed.
One commenter indicated that the rule should include guidelines for
accessible electric vehicle charging stations. The Board is undertaking
a separate rulemaking to address the accessibility of electric vehicle
charging stations, which may ultimately address electric vehicle
charging stations in the public right-of-way. See ATBCB Fall 2022
Unified Agenda, available at https://www.reginfo.gov/public/do/eAgendaViewRule?pubId=202210&RIN=3014-AA48.
R212 Passenger Loading Zones
Where permanently designated passenger loading zones other than
transit stops are provided, at least one accessible passenger loading
zone complying with technical requirements must be provided in every
continuous 100 feet (30 m) of loading zone space, or fraction thereof.
The Board revised the text of this scoping provision to clarify that
the passenger loading zones covered by this rule are those that are
permanently designated for passenger loading, other than transit stops.
This includes passenger loading zones permanently designated for ride
share. Often, permanent passenger loading zones in the public right-of-
way are comprised of a sidewalk cut out so that vehicles can pull out
of the traveled way to unload passengers. However, a permanently
affixed sign designating a passenger loading zone is sufficient to
bring the loading zone under coverage of this rule. Passenger loading
zones that vary with the time of day or the occupancy of a particular
retail space, such as valet stands that are provided only during
certain hours, are not considered permanently designated and are
therefore not subject to PROWAG.
R213 Stairs and Escalators
Where provided on pedestrian circulation paths, stairs must comply
with technical requirements at R408 and escalators must comply with
section 810.9 of Appendix D to 36 CFR part 1191 (ADA & ABA
Accessibility Guidelines). Stairs and escalators are not part of
pedestrian access routes, but where they are provided in the public
right-of-way, they must comply with technical requirements. Persons
with certain disabilities will find a short set of stairs more useable
than a long ramp, thus although these pedestrian facilities are not
part of the pedestrian access route, it is nonetheless important that
they conform to accessibility requirements.
In the final rule, the Board substituted the word ``stairs'' for
``stairways'' for consistency with the term used in the requirements of
36 CFR part 1191 (ABA & ADA Accessibility Guidelines), and to clarify
that a single stair is subject to the requirements of PROWAG.\11\ In
response to technical assistance inquiries made to the Board over the
years since the proposed rule was published, the Board has added a
definition for ``stair'' in R104.3 to clarify that a curb is not a
stair.
---------------------------------------------------------------------------
\11\ Section 504 of Appendix D to 36 CFR part 1191 (ABA & ADA
Accessibility Guidelines) is entitled ``Stairways,'' however the
terms ``stair'' or ``stairs'' are used throughout the text of the
requirements.
---------------------------------------------------------------------------
R214 Handrails
Wherever handrails are installed on pedestrian circulation paths,
including on stairs, they must comply with technical requirements at
R409. A few commenters expressed confusion over where handrails must be
installed. PROWAG requires handrails in two places: on ramp runs with a
rise greater than 6 inches (150mm) (R407.8) and on stairs (R408.8). The
Board has taken care to ensure that the distinction between ramps
requiring handrails and other sloped surfaces not requiring handrails
is clear in the final rule. The final rule text clarifies that a
sidewalk or other pedestrian circulation path is not subject to the
requirements for ramps, including the requirement for handrails, unless
its grade exceeds the allowable specifications of R302.4 (R407.1).
Jurisdictions may install handrails in places other than ramps and
stairs at their own discretion. Wherever handrails are installed in the
public right-of-way, they must conform to the technical requirements of
R409 regardless of whether they are required by PROWAG or have been
placed voluntarily.
D. Chapter 3: Technical Requirements
R301 General
The technical requirements contain accessibility design criteria
and apply as specified in the scoping provisions of Chapter 2 or where
referenced by another technical requirement in Chapter 3 or 4. These
technical requirements were developed specifically for pedestrian
facilities in the public right-of-way.
R302 Pedestrian Access Routes
The technical requirements for pedestrian access routes at R302 are
intended to provide a continuous path throughout the pedestrian
facilities of a
[[Page 53625]]
public right-of-way that is accessible to persons with disabilities.
These technical requirements include clear width, passing spaces,
grade, cross slope, and surface characteristics. The technical
requirements as proposed in the NPRM were adapted from the technical
requirements for accessible routes for buildings and facilities at 36
CFR part 1191, Appx. A 206. Based on careful consideration of the many
comments received in response to the proposed and supplemental proposed
rules, the Board has modified several of the pedestrian access route
technical provisions for consistency with the public right-of-way
context and for clarity of the requirements.
In the final rule, the Board eliminated the list of components of
pedestrian access routes that appeared in NPRM R302.2. The Board
concurred with a local government commenter who opined that each
facility included in this list should have scoping in Chapter 2. The
Board revised R203 to provide scoping for each pedestrian facility, and
then determined that the list of facilities with associated technical
provisions at NPRM R302.2 was duplicative of the revised section R203.
Further, the Board concluded that the list at NPRM R302.2 added to the
confusion regarding the concept of a pedestrian access route in the
public right-of-way.
As explained above in the discussion of R203, pedestrian access
routes in the public right-of-way function differently than accessible
routes in buildings and on sites. Accessible routes in buildings and on
sites are required to connect accessible facilities and elements to
other accessible facilities and elements and may consist of various
components. 36 CFR part 1191, Appx. D 206.2, 402.2. A pedestrian access
route in the public right-of-way runs through nearly every traversable
surface within the pedestrian facilities; thus, unlike the requirements
for a building, every new and altered traversable surface in the public
right-of-way, except for stairs and facilities that have been
specifically excepted, must comply with pedestrian access route
requirements. As a result of elimination of the proposed R302.2, the
sub-provisions of R302 have been renumbered.
Continuous Clear Width (R302.2)
The requirements for clear width of pedestrian access routes have
not changed from what the Board proposed, as modified by the SNPRM
(SNPRM R302.3). Specifically, a 48-inch (1220 mm) continuous clear
width is required for most portions of the pedestrian access route.
There are two exceptions: (1) places where a pedestrian access route
crosses medians and pedestrian refuge islands, which require 60 inches
of clear width or the width of the crosswalk (whichever is greater),
and (2) shared use paths where the clear width must extend the entire
width of the path. In response to commenter questions, the Board
revised the language of the provision to clarify that the required
width is measured exclusive of any curb. Also, in response to comments,
the Board has added a sentence clarifying that bollards are permitted
on shared use paths as long as the clear width of the pedestrian access
route is 48 inches (1220 mm) or wider (R302.2.2).
In response to the NPRM, three state DOTs and two utility companies
requested that the Board allow a reduction in the clear width of
pedestrian access routes to accommodate utility poles, traffic signal
poles, and similar obstructions. An additional 28 individual commenters
employed by utility companies requested that the Board revise the clear
width requirement to 36 inches. In alterations, including the addition
of a pedestrian circulation path to an existing right-of-way, where
existing physical constraints make compliance with the clear width
requirements technically infeasible, compliance with these requirements
is required to the maximum extent feasible. See R202.3. In that
circumstance, the jurisdiction must comply with the requirement to the
maximum extent feasible. Thus, these guidelines permit a jurisdiction
to reduce the clear width of a pedestrian access route to account for
existing utility infrastructure if the pedestrian circulation path
cannot be rerouted around the utility and the utility cannot reasonably
be relocated.
In the context of alterations, where there are existing physical
constraints, the width must still comply to the maximum extent
feasible; a pedestrian circulation path narrower than 36 inches may be
impassible by a person with a mobility device. In new construction of
undeveloped land, by contrast, the Board expects jurisdictions to
insist that utilities, traffic signals, and street furniture be located
to allow for full compliance with accessibility requirements. However,
as provided in DOJ's Title II regulations, full compliance with the
relevant accessibility requirements is not required in the context of
new construction where a public entity can demonstrate that it is
structurally impracticable to meet the requirements. Full compliance is
considered structurally impracticable only in those rare circumstances
when the unique characteristics of terrain prevent the incorporation of
accessibility features. 28 CFR 35.151.
Some commenters, including two disability rights advocacy
organizations, a pedestrian advocacy organization and a local
government DOT, requested that the Board expand the required clear
width to 60 or 72 inches. The Board acknowledges that its public
rights-of-way advisory committee recommended a width of 60 inches. See
Public Rights of Way Access Advisory Committee, Building a True
Community: Final Report, 13 (2001) available at https://www.access-board.gov/files/advisory-committee-reports/prow-report.pdf. However,
that recommendation included several circumstances where a reduction in
width would be permitted. Id. The Board opted to require 48 inches
clear width with a requirement for 60 inch passing spaces as a minimum
accessibility requirement. Forty-eight inches allows room for a person
using a mobility device to traverse a pedestrian circulation path.
In response to the SNPRM, some commenters requested that the Access
Board add a minimum width for shared use paths. Jurisdictions determine
the width for a shared use path using criteria related to anticipated
user volumes. AASHTO recommends that two-directional shared use paths
should be 10 feet wide minimum. AASHTO, Guide for the Development of
Bicycle Facilities 5-3 (4th ed. 2004). Where shared use paths are
anticipated to serve a high percentage of pedestrians and high user
volumes, AASHTO recommends that the paths should be 11 to 14 feet wide
to enable a bicyclist to pass another path user travelling in the same
direction, at the same time a path user is approaching from the
opposite direction. Id. In certain ``very rare'' circumstances, AASHTO
permits the width of shared use paths to be reduced to 8 feet. Id.
The Board is concerned that stating a minimum width, such as the
width required for a pedestrian access route, may cause confusion that
would result in the installation of narrower shared use paths than what
would otherwise be used. Thus, the Board has maintained the requirement
stated in the SNPRM that technical requirements for pedestrian access
routes are applicable to the full width of shared use paths, whatever
the width.
In response to a local government commenter that expressed concern
that motorists would mistake a full-width curb ramp of a shared use
path for a driveway, and a state DOT requested an exception for
bollards that prohibit vehicular travel, the Board has added a
[[Page 53626]]
sentence to R302.2.2 clarifying the obstructions such as bollards are
permitted on shared use paths as long as the clear width of the
pedestrian access route is not reduced to less than 48 inches (1220
mm).
One local government commenter sought clarification regarding the
applicable clear width for a path where bicyclists and pedestrians
travel on separate but adjacent paths. A state's department of
recreation asserted that for pedestrian paths with adjacent equestrian
paths, the requirements should apply only to the pedestrian portion of
the path. Whether a particular pedestrian facility should be considered
a shared use path or not will be determined by the specific
characteristics of the path. The question is whether there is a shared
use path, or a pedestrian circulation path and an adjacent bike path or
equestrian path.
If there is a detectable separation between the pedestrian portion
of the path and the bike or equestrian portion of the path, then it may
not actually be a shared use path, but rather two distinct facilities
in close proximity.
Passing Spaces (R302.3)
Passing spaces must be provided at intervals of 200 feet (61 m)
maximum where the clear width of the pedestrian access route is less
than 60 inches (1525 mm). The passing spaces, which are 60 inches by 60
inches, are provided to allow sufficient space for two persons in
wheelchairs to pass each other. Pedestrian access routes and passing
spaces may overlap. In response to the NPRM, a utility company
expressed concern about passing spaces being added to a pedestrian
access route near an at-grade rail crossing where typically pedestrians
would be channelized into the crossing. Passing spaces must be added at
intervals no greater than 200 feet, but jurisdictions have flexibility
to place some passing spaces at shorter intervals to ensure that
specific areas are avoided.
A local government commenter requested clarification as to what
length of a pedestrian circulation path would need to be altered to
trigger the requirement for a passing space. As this is a question
regarding how the technical requirements will be enforced, the Board
notes that USDOT and DOJ may provide further specifics on this issue.
Grade (R302.4)
The grade of a pedestrian access route is the running slope of the
route in the direction of pedestrian travel. Grade is the vertical
change in elevation over the horizontal distance covered and is
expressed as either a ratio or, when dividing these two numbers, as a
percent. The grade of pedestrian access routes must comply with the
specifications corresponding to the location of the pedestrian access
route, except for the grade of curb ramps and blended transitions, and
ramps, which must comply with the grade specifications of their
respective technical requirements (R304, R407).
Where pedestrian access routes are contained within a street or
highway right-of-way, the grade of the pedestrian access route shall
not exceed 1:20 (5.0%). An exception permits the grade of the
pedestrian access route to not exceed the grade established for the
adjacent street or highway, where the grade established for that
adjacent street or highway exceeds 1:20 (5.0%) (R302.4.1). However,
where pedestrian access routes are contained within crosswalks, a
maximum grade of 1:20 (5.0%) is required (R302.4.3). This is consistent
with AASHTO guidance, which recommends that the sidewalk grade follow
the grade of adjacent roadways, and also recommends maximum cross
slopes for roadways. See AASHTO, A Policy on Geometric Design of
Highways and Streets 4-7 (7th ed. 2018); see also AASHTO, Guide for the
Development of Bicycle Facilities 5-16 (4th ed. 2012). Where pedestrian
access routes are not contained within a street or highway right-of-
way, such as a shared use path that runs through either a separate
right-of-way or an easement on private land, a maximum grade of 1:20
(5.0%) is required (R302.4.2).
In response to comments from state and local government entities,
the Board restructured R302.4.1 (NPRM 302.5) to clarify that a
pedestrian access route within a highway right-of-way may be graded to
1:20 (5.0%), even where the grade of the adjacent street is less than
1:20 (5.0%). The Board has restructured this provision to provide a
general requirement of 1:20 (5.0%) maximum grade of the pedestrian
access route, with an exception stating that where the grade of the
adjacent street exceeds 1:20 (5.0%), the grade of the pedestrian access
route shall not exceed the grade of the adjacent street. In some
circumstances where the grade of the adjacent street is less than 1:20
(5.0%), compliance with the general requirement could result in a
pedestrian access route with a grade of 1:20 (5.0%) maximum being
steeper than the grade of the adjacent street if the grade of the
adjacent street is less than 1:20 (5.0%).
The Board also received comments from four state DOTs indicating
that their standard maximum for superelevation exceeds 5%. To address
this concern, the Board has added an exception for the grade of the
pedestrian access route within a crosswalk, which specifies that where
roadway design requires superelevation greater than 1:20 (5.0%) at the
location of a crosswalk, the grade of the pedestrian access route
within the crosswalk may be the same as the superelevation (R302.4.3).
In the SNPRM, the Board added a provision requiring compliance with
grade requirements to the ``extent practicable'' in both new
construction and alterations where compliance with grade requirements
for pedestrian access routes ``not practicable'' due to existing
terrain or infrastructure, right-of-way availability, a notable natural
feature, or similar existing physical constraints (SNPRM R302.5.2). The
Board explained that this provision was responsive to comments to the
Advance Notice of Proposed Rulemaking (ANPRM) on accessibility
guidelines for shared use paths indicating that physical constraints
may prevent full compliance with grade requirements.
The comments received in response to the SNPRM indicate that the
proposed language at SNPRM R302.5.2 did not provide additional clarity
or substantial flexibilities beyond what is already available through
other provisions and standards. The Board received comments from some
state DOTs and local governments detailing circumstances where the
grade of SUPs in their jurisdictions exceed 5% principally due to
underlying terrain. For example, one local government located in a
mountainous area noted that only 17% of the land within its
jurisdiction has a slope of 5% or less and indicated that its design
guidelines allow the grade of shared use paths to exceed 5% for short
sections where topographical constraints necessitate design
flexibility. A state DOT observed that the language of the SNPRM
created a ``grey area'' where jurisdictions would use engineering
judgement in determining whether compliance with the 5% maximum grade
was ``practicable'' due to existing terrain. An accessibility advocacy
organization commented that accessibility standards should be applied
``100 percent'' and only scaled back where existing site conditions
warrant.
Upon consideration of the comments and further reflection and
research, the Board has concluded that the proposed provision at SNPRM
R302.5.2 specifically allowing the grade of the pedestrian access route
to comply with grade requirements to the ``extent
[[Page 53627]]
practicable'' \12\ where compliance is ``not practicable'' is not
needed for the following reasons.
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\12\ As explained in the Major Issues section above, to improve
clarity of the final rule text the Board has removed the word
``practicable'' in favor of ``feasible,'' which is used in the 2004
ABA and ADA Accessibility Guidelines.
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First, the Board notes that the Volpe Center, which assessed the
costs of compliance with this provision, observed that the majority of
shared use path miles cataloged in available documentation are built on
abandoned or converted railroad track beds, and thus have a grade of
less than 1:100 (1.0%) due to their railroad origins. See FRIA at 66.
Further, the Board notes that the grade of shared use paths built
within a highway right-of-way may match the grade of the adjacent
street if it exceeds 1:20 (5.0%) (R302.4.1 Exception). In addition,
AASHTO advises that the grade of a shared use path in an independent
right-of-way should not exceed 5%. See AASHTO, Guide for the
Development of Bicycle Facilities 5-16 (4th ed. 2012). Consequently,
the majority of shared use paths will meet the technical requirements
for the grade of pedestrian access routes at R302.4.
Second, the Board notes that most shared use paths are built on
existing rights-of-way and thus considered alterations under the final
rule. See FRIA at 66. As explained above, ``added'' pedestrian
facilities were required to fully comply with technical requirements as
``new construction'' under the proposed rule; however, under the final
rule pedestrian facilities added to existing, developed rights-of-way
are alterations. See 104.3. Section R202.3 of the final rule allows a
regulated entity to comply with a requirement to the maximum extent
feasible where the requirement is technically infeasible due to
existing physical constraints. Section R202.3 specifically lists
underlying terrain, underground structures, adjacent developed
facilities, drainage, and the presence of a significant natural or
historic feature as examples of existing physical constraints that may
prevent compliance with a requirement.
For example, a state department of conservation and recreation
submitted a comment in response to the SNPRM requesting that the Access
Board allow new shared use paths to use the grade of the existing
facility that they will be built on, such as a fire road or abandoned
railroad that would serve as a trail bed. Under the final rule, the
construction of shared use paths on existing facilities such as these
are alterations, and compliance would be expected to the maximum extent
feasible where existing physical constraints make compliance
technically infeasible (see R202.3).
Second, with respect to newly constructed shared use paths not
within a highway right-of-way, the Access Board observes that DOJ
regulations implementing accessibility requirements under Title II of
the ADA state that full compliance with the relevant accessibility
requirements is not required in the context of new construction where a
public entity can demonstrate that it is structurally impracticable to
meet the requirements. 28 CFR 35.151. While under DOJ's regulation full
compliance is considered structurally impracticable only in those rare
circumstances when the unique characteristics of terrain prevent the
incorporation of accessibility features, the comments received in
response to the SNPRM indicate that the main impediment to full
compliance with grade requirements is the underlying terrain. DOJ and
USDOT may elect to provide additional information regarding the unique
characteristics of terrain that would make compliance with grade
requirements structurally impracticable.
In sum, the Board has eliminated SNPRM R302.5.4 from the final rule
as unnecessary in light of other available flexibilities to address
circumstances where the characteristics of the underlying terrain
prevent full compliance with the technical requirements for grade.
In the final rule, the Board has also eliminated a provision that
provided flexibilities for instances where compliance with grade
requirements is precluded by laws intended to preserve threatened or
endangered species, the environment, or archeological, cultural,
historical, or significant natural features (SNPRM R302.5.5). This
provision was modeled after a provision in the Board's supplemental
rulemaking under the ABA for Federal outdoor areas. 36 CFR part 1191,
Appx. D 1019.1. Upon further consideration, the Board has concluded
that while this exception was suitable for recreational trails in
National Parks and other Federal lands, is not appropriate for the
construction of transportation facilities, including shared use paths,
which should be designed to prioritize equitable transportation for
all, and are already subject to environmental review.
Cross Slope (R302.5)
Cross slope is the slope perpendicular to the direction of
pedestrian travel (see R104.3). On a sidewalk, the cross slope is
measured perpendicular to the curb line or edge of the street or
highway. Excessive cross slope impedes travel by pedestrians who use
wheeled mobility devices, since energy must be expended to counteract
the perpendicular force of the cross slope. Excessive cross slope makes
it more difficult for pedestrians who use wheelchairs to travel on
uphill slopes and to maintain balance and control on downhill slopes.
Excessive cross slope also negatively affects pedestrians who use
braces, lower limb prostheses, crutches, or walkers, as well as
pedestrians who have gait, balance, or stamina impairments.
A maximum cross slope of 1:48 (2.1%) is specified for pedestrian
access routes, except for pedestrian access routes contained within
certain crosswalks. This is the same cross slope specified for
accessible routes in buildings and facilities. 36 CFR part 1191, Appx.
D 403.3. In exterior environments, this cross slope is adequate to
allow water to drain off paved walking surfaces.
The Board has added an exception to this general rule to clarify
that the portion of a pedestrian access route within a street that
connects an accessible parallel parking space to the nearest crosswalk
as specified in R310.2.2 is not required to comply with cross slope
requirements.
In crosswalks, the slope of the roadway is taken into consideration
because the grade or running slope of the roadway perpendicular to the
direction of pedestrian travel will comprise the cross slope of the
crosswalk. The NPRM specified 5 percent maximum cross slope for
pedestrian access routes contained within pedestrian street crossings
``without yield or stop control'' (NPRM R302.6.1). The purpose of
allowing a steeper cross slope at these crosswalks is to avoid a jolt
to vehicles at the change of grade where vehicles do not need to slow
to a yield or stop at a crossing.
In an advisory that accompanied the proposed rule text, the Board
indicated that a pedestrian street crossing ``without yield or stop
control'' included intersections with a traffic signal designed for the
green phase. In response to the NPRM, several commenters indicated that
the meaning of ``without yield or stop control'' was unclear. The Board
concurs with these commenters, and in the final rule has provided more
specific requirements for different types of approaches.
In R302.5.2 of the final rule, the Board breaks down the cross
slope for pedestrian access routes contained within a crosswalk.
Specifically, the Board addresses crosswalks where the
[[Page 53628]]
intersection approach has a stop or yield control device such as a stop
or yield sign or a flashing red or yellow light (R302.5.2.1);
crosswalks at uncontrolled intersection approaches where there is no
indication that traffic must slow or stop (R302.5.2.2); and crosswalks
at intersection approaches with a traffic control signal or pedestrian
hybrid beacon, which have phases where traffic need not slow to cross
the intersection, such as when the traffic signal is green or when the
pedestrian hybrid beacon is not activated (R302.5.2.3).
The cross slope of the pedestrian access route within a midblock
crosswalk or a crosswalk at a roundabout is permitted to be the same as
the grade of the street that it crosses (R302.5.2.4). The Board added a
reference to crossings at roundabouts to clarify that these crosswalks,
which do not occur at traditional intersections, operate similarly to
midblock crossings.
In response to the NPRM, the Board received numerous comments on
the topic of cross slope, which are addressed above in the Major Issues
section. The Board has assessed the costs of compliance of R302.5.2 in
the FRIA. See FRIA at 114.
Surfaces (R302.6)
The walking surfaces of pedestrian access routes, elements, and
spaces that are required to be accessible shall be stable, firm, and
slip resistant (R302.6). This is the same requirement as the proposed
rule (NPRM 302.7); in the final rule, the Board made edits for clarity.
The NPRM contained a provision regarding vertical alignment of
surfaces, which was intended to communicate that adjacent surfaces,
such as pavers, portions of sidewalk, or other pedestrian facilities
and elements within the pedestrian access route, be on the same plane.
The provision further required grade breaks to be flush (i.e., without
a gap between them), and stated requirements for at-grade rail
crossings. Commenters mostly expressed confusion regarding the purpose
of this provision. In the final rule, the Board has removed most of
this provision, leaving only the requirement that grade breaks be flush
(R302.6.1). The Board determined that the proposed requirement for
planar surfaces was not needed in light of requirements for grade
(R302.4), cross slope (R302.5) and changes in level (R302.6.2). The
requirements for at-grade rail crossing surfaces have been consolidated
at R302.6.4.
Changes in Level (R302.6.2)
In the proposed rule, the Board used the term ``vertical surface
discontinuities'' to describe what is referred to as ``changes in
level'' in the 2004 ABA and ADA Accessibility Guidelines. See NPRM
R302.7.2; see also 36 CFR part 1191, Appx. A 303. In response to the
NPRM, commenters suggested that this section be revised for better
consistency with the 2004 ABA and ADA Accessibility Guidelines. The
Board concurred with this suggestion and has updated the language at
R302.6.2 to address ``changes in level.'' The term ``surface
discontinuities'' has been eliminated from the guidelines.
The term ``changes in level'' as used in these guidelines refers to
an abrupt increase or decrease in the level of the walking surface of a
pedestrian access route, such as occurs when one sidewalk panel is
slightly higher than an adjacent panel. It is measured relative to the
plane of the walking surface; it does not take into consideration the
grade of the pedestrian access route. The text of this provision has
been revised for clarity. The requirements state that changes in level
up to \1/4\ inch (6.4 mm) may be vertical. Changes in level between \1/
4\ inch (6.4 mm) high and \1/2\ inch (13 mm) high must be beveled.
The Board has also included an additional clarification that
changes in level greater than \1/2\ inch (13 mm) up to 6 inches (150
mm) must have a slope no greater than 1:12 (8.3%), and changes in level
greater than 6 inches (150 mm) must comply with the requirements for
ramps at R407. The Board added these provisions in response to comments
and due to the many technical assistance inquiries seeking
clarification as to where in the public right-of-way pedestrian access
routes are to be treated as ramps.
In the public right-of-way, changes in level of 6 inches (150 mm)
or less are not subject to the ramps technical requirements and thus do
not require handrails, edge protection, or landings. This clarification
addresses local government commenters' concerns about the difficulty of
limiting changes in level to \1/2\ inch (13 mm) in the public right-of-
way due to soil movements. The Board acknowledges that sidewalk panels
shift over time due to tree root growth, soil movement, and other
factors. The Board anticipates that the clarified provisions will help
jurisdictions better plan for sustained compliance through regular
maintenance programs.
The Board acknowledges comments from two state government
commenters that requested a requirement that utility covers, vault
frames, and gratings not be located on curb ramps in new construction.
The Board does recommend that these items be located elsewhere in new
construction; however, these items are permitted if installed
consistent with the requirements.
Horizontal Openings (R302.6.3)
Horizontal openings in ground surfaces, for example, holes in
gratings or gaping cracks in pavement, must not be so large such that a
sphere larger than \1/2\ inch in diameter may pass through. The Board
revised the language of this provision slightly from the proposed NPRM
302.7.3 to clarify that holes in gratings and joints are examples of
horizontal openings, not the only horizontal openings covered by
PROWAG.
In general, elongated openings are permitted perpendicular to the
dominant direction of travel. In the final rule, in response to
comments from a state DOT and a pedestrian advocacy organization, the
Board has clarified that elongated openings are not permitted where
pedestrian access routes intersect as a single dominant direction of
travel cannot be identified in that circumstance.
The Board notes the concern raised by one commenter that one
northern state uses 1-inch-wide horizontal openings on stairs to
minimize snow and ice build-up, and acknowledges that newly constructed
and altered stairs in this jurisdiction may require additional
maintenance to clear snow and ice. However, equity requires that
persons with disabilities in northern climates also have access to
pedestrian facilities. A cane or crutch tip may become trapped in a
horizontal opening wider than \1/2\ inch.
In response to the NPRM, a local government commenter indicated
that the horizontal openings requirements may conflict with water
drainage in existing rights-of-way. As discussed above, alterations in
existing rights-of-way are to comply with technical requirements to the
maximum extent feasible where existing physical constraints make
compliance with applicable requirements technically infeasible.
Surfaces at Pedestrian At-Grade Rail Crossings (R302.6.4)
In the final rule, the Board has consolidated at R302.6.4 all of
the surface requirements for pedestrian access routes at pedestrian at-
grade rail crossings. The surface alignment requirement (R302.6.4.1)
has not changed from the proposed rule, except
[[Page 53629]]
that it was moved from the proposed vertical alignment section (NPRM
R302.7.1), which was eliminated. Where a pedestrian access route
crosses rails at grade, the pedestrian access route surface must be
level and flush with the top of rail at the outer edges of the rails,
and the surface between the rails must be aligned with the top of rail.
This requirement keeps the surface of these crossings as consistent as
possible except for the flangeway gap.
Flangeway gaps are the horizontal opening immediately adjacent to
the rails that allow passage of train wheel flanges. Flangeway gaps,
like other horizontal openings in a walking surface, can pose a
potential hazard to pedestrians with certain disabilities because they
can entrap wheelchair casters, walker wheels, and crutch or cane tips.
The requirements for flangeway gaps have been set at the narrowest
dimension that allows a train to safely traverse a pedestrian crossing.
There are two different dimensions for flangeway gaps: 3 inches maximum
for crossings located on railroad track subject to Federal Railroad
Administration (FRA) safety regulations at 49 CFR part 213, and 2 and
\1/2\ inches maximum for all others (R302.6.4.2). In the proposed rule,
the Board had described these two categories as ``freight rail track''
and ``non-freight rail track,'' but revised the description for clarity
at the request of the FRA.
In response to the proposed rule a public utilities commission
requested that the Board include a specification for field side gaps
(i.e., gaps on the outer side of the rail). An additional specification
is not needed for field side gaps because the general requirement for
horizontal openings (\1/2\ inch) at R302.6.3 applies. A railroads
association commented that while a 3-inch gap is acceptable for new
construction, flangeway gaps widen over time. The Board acknowledges
that, similar to many accessibility requirements, maintenance to
sustain compliance may be required.
The same railroads association also commented that a 2 and \1/2\
inch gap is not sufficient for Amtrak and other commuter railroads.
However, those railroads generally operate on track subject to FRA
safety regulations at 49 CFR part 213, and thus would be subject to the
3-inch maximum, not the 2 and \1/2\ inch maximum. A state DOT
questioned whether the maximums set would cause derailments, but did
not provide any factual basis for this concern. An association of
transportation engineers requested an exception where specific freight
safety issues are identified. The association did not provide further
information regarding the specific freight safety issues that would be
presented by the 3-inch (75 mm) maximum requirement. The Board notes
that this maximum is applicable only at pedestrian crossings; in
alterations, compliance is expected to the maximum extent feasible
where existing physical constraints make compliance with applicable
requirements technically infeasible (R202.3).
A public utilities commission requested a requirement for flange
filler. In the NPRM, the Board asked a question seeking information or
research on materials and devices that fill the flangeway gap but
received no responses. At the time that the NPRM was published, the
Board anticipated that significant research would be undertaken on this
topic. The Board acknowledges that flangeway gap fillers are used at
some light rail station stops; however, there has not been sufficient
research for the Board to conclude that a national mandatory
requirement for flangeway gap fillers at grade-level crossings is
appropriate. The Board intends to encourage further research on this
topic, and may revisit a requirement for flangeway gap fillers in the
future.
R303 Alternate Pedestrian Access Routes
The proposed rule did not contain technical provisions for
alternate pedestrian access routes. Rather the scoping incorporated by
reference specific provisions of the MUTCD. In response to commenter
concerns, and as described above, the Board has eliminated references
to the MUTCD and included technical requirements directly in the rule
text.
In proposed section NPRM 205, the Board indicated that alternate
pedestrian access routes must comply with sections 6D.01, 6D.02 and
6G.05 of the MUTCD (2009 Edition). The proposed rule further noted that
where provided, pedestrian barricade and channelizing devices were
required to comply with sections 6F.63, 6F.68, and 6F.71 of the
MUTCD.\13\
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\13\ The Board acknowledges that some of the MUTCD provisions
that were incorporated by reference contained standards that are not
relevant to accessibility and therefore beyond the scope of this
regulation. Accordingly, the substance of those non-relevant
provisions of the MUTCD is not included in this final rule.
---------------------------------------------------------------------------
The guiding principle with respect to accessibility for MUTCD
alternate pedestrian access routes is found in MUTCD 6D.02 paragraph 3,
which states, ``When existing pedestrian facilities are disrupted,
closed, or relocated in a [temporary traffic control] zone, the
temporary facilities shall be detectable and include accessibility
features consistent with the features present in the existing
pedestrian facility.'' In section R303, the Board has specified the
required accessibility features of alternate pedestrian access routes
to ensure that they are detectable and contain the basic accessibility
features of the closed route without being overly burdensome.
Signs (303.2)
The final rule requires that jurisdictions provide signs
identifying alternate pedestrian access routes in advance of decision
points. The signs must comply with technical requirements for
characters at R410. In addition, proximity actuated audible signs or
other non-visual means of conveying the information on the signs must
be provided within the public right-of-way.
The signs are intended to provide clarity to pedestrians as to
where any alternate pedestrian access route is located. Placing signs
ahead of decision points, such as at an intersection that precedes a
closed sidewalk, reduces the need for pedestrians to retrace their
steps or alternately attempt to cross a roadway at a place other than a
crosswalk.
The proposed rule referenced MUTCD 6D.01 paragraph 3, which
requires that jurisdictions provide advance notification of sidewalk
closures. Equity requires that whatever information is made available
to sighted persons must also be provided in a non-visual format.
Equitable access to information on alternate pedestrian access routes
is contemplated in the guidance to MUTCD 6D.02, which was referenced in
the proposed rule:
Because printed signs and surface delineation are not usable by
pedestrians with visual disabilities, blocked routes, alternate
crossings, and sign and signal information should be communicated to
pedestrians with visual disabilities by providing audible information
devices, accessible pedestrian signals, and barriers and channelizing
devices that are detectable to pedestrians traveling with the aid of a
long cane or who have low vision.
The Board also indicated in an advisory that accompanied the
proposed rule that proximity-actuated audible signs are a preferred
means to warn pedestrians who are blind or have low vision about
sidewalk closures (NPRM Advisory R205).
In response to the NPRM, the Board received comments from four
disability rights advocacy organizations, one state
[[Page 53630]]
council on disability, and one state DOT in support of the use of
proximity actuated audible signs. Two engineering organizations
expressed concern that proximity actuated audible signs are not
commonly used, would be expensive, and would likely be stolen. A rail
transit and crossings branch of a public utility expressed concern that
proximity actuated signs should not be required at rail crossings,
where they might not be heard.
As stated above, equity requires that information provided in a
visual format to pedestrians also be provided in a non-visual format so
that pedestrians who are blind or have low vision have equal access to
the information. The Board has evaluated the costs of these devices in
the FRIA. See FRIA at 128. Further, the Board is confident that
jurisdictions will find ways to secure these devices, as they do other
types of equipment, to reduce the risk of theft. There is no exception
for at-grade rail crossings. While the noise of a passing train may
momentarily compete with an audible sign, during all other times it
would be as functional as anywhere else. It is critical that dangerous
areas for pedestrians, such as at-grade rail crossings, offer maximum
accessibility with respect to safety information, such as information
relating to an alternate route.
Surface (R303.3)
The surface of an alternate pedestrian access route must comply
with technical accessibility requirements for surfaces at R302.6 at
least to the extent that the closed route complied with those surface
requirements. This is consistent with the proposed rule's reference to
MUTCD 6D.02, which requires that temporary pedestrian facilities have
accessibility features consistent with the closed route.
Continuous Clear Width (R303.4)
The minimum continuous clear with of alternate pedestrian access
routes must be 48 inches, except where an alternate pedestrian access
route utilizes an existing pedestrian circulation path, in which case
the width must be at least the width of the temporarily closed
pedestrian circulation path. MUTCD 6D.02 paragraph 3, which was
referenced in the proposed rule, requires that temporary facilities
include accessibility features consistent with the features present in
the existing pedestrian facility.
With respect to the requirements for clear width of alternate
pedestrian access routes, the Board has sought to balance the concerns
of over 150 individual commenters and several disability rights and
pedestrian advocacy organizations who support mandatory alternate
pedestrian access routes usable by persons with disabilities, with the
concerns of six state and local DOTs that would like the accessibility
requirements for alternate routes not to exceed the existing
accessibility of the temporarily closed route.
The Board has provided a general requirement for a minimum clear
width of 48 inches, which as described in the discussion of pedestrian
access routes at R302.2 above, is the minimum width that the Board has
determined to be accessible for persons with disabilities. This width
is achievable where an alternate pedestrian access route is provided
within the roadway using barricades, or where an existing sidewalk used
for the alternate pedestrian access route is at least 48 inches (as is
the case in most central business districts and many jurisdictions that
have already adopted 48 inches as a minimum sidewalk width). See FRIA
at 76. However, as the Board is aware that there are existing sidewalks
that will need to be used as alternate pedestrian access routes that
are not 48 inches, the Board has provided an exception indicating that
where an existing pedestrian circulation path is used as the alternate
pedestrian access route, the width of the alternate route must not be
less than the width of the temporarily closed path.
Curb Ramps or Blended Transitions (R303.5)
Where an alternate pedestrian access route crosses a curb, a curb
ramp or blended transition complying with the requirements must be
provided to ensure that the alternate pedestrian access route is
useable by persons with mobility disabilities. A curb ramp or blended
transition is required regardless of whether the temporarily closed
pedestrian circulation path contained this accessibility feature.
Again, the Board is seeking to balance the concerns of over 150
individual commenters and disability rights and pedestrian advocacy
organizations with the concerns of local and state DOTs about the
burden of building temporary facilities. An alternate pedestrian access
route that does not provide a curb ramp or blended transition over a
curb would not be usable for many persons with mobility disabilities,
and they would not have equal access to the alternate route.
Detectable Edging of Channelizing Devices (R303.6)
Where a channelizing device is used to delineate an alternate
pedestrian access route, continuous detectable edging complying with
technical requirements must be provided for the length of the route. An
exception is provided for places where pedestrians or vehicles turn or
cross, which would necessitate a gap in the channelizing device and
detectable edging. Where detectable edging is provided, the top of the
topmost part of the detectable edging cannot be lower than 32 inches
above the ground and must not be sharp or abrasive. These
specifications allow for persons who are blind or have low vision to
detect the edging by running their hands along the topmost part of the
edging. The bottommost part of the edging cannot be more than 2 inches
above the ground to allow for continuous cane detection. These
specifications for detectable edging come from MUTCD 6F.63 paragraph 5,
which was incorporated by reference in the proposed rule.
Pedestrian Signal Heads (R303.7)
Temporary pedestrian signals at alternate pedestrian access routes
are not required by these guidelines. However, when a jurisdiction
decides to provide temporary pedestrian signal heads in the public
right-of-way, they are subject to these guidelines, as specified at
R201.2. The Board has reiterated this requirement at R303.7 to ensure
that jurisdictions understand that when a temporary pedestrian signal
head is provided at a crosswalk that is part of an alternate pedestrian
access route, pedestrian pushbuttons or passive detection devices
complying with the technical requirements at R307 must be provided.
Similar to the requirements for temporary signage, equity requires that
visual information provided on pedestrian signal heads must be
available to persons who are blind or have low vision in a non-visual
format.
R304 Curb Ramps and Blended Transitions
Curb ramps provide a smooth transition where a pedestrian access
route crosses a curb. Blended transitions provide a smooth wraparound
connection at a corner or a flush connection where there is no curb to
cut through. There are two types of curb ramps: perpendicular and
parallel. Perpendicular curb ramps have running slopes that are
perpendicular to the curb or street served. Parallel curb ramps have
running slopes that are parallel to the curb or street served. Parallel
curb
[[Page 53631]]
ramps provide a smooth transition to a landing at street level where a
turn is made to enter the crosswalk. Blended transitions connect a
pedestrian circulation path to the crosswalk with a grade not steeper
than 1:20 (5.0%.) Examples of blended transitions are depressed corners
or a connection from a sidewalk to a raised crosswalk. Although curb
ramps may have slopes of 1:20 (5.0%) or less, blended transitions are
not curb ramps with slopes 1:20 (5.0%) or less.
In the final rule, this section has been reorganized for clarity.
In response to commenter concerns, the Board has provided definitions
in R104.3 for ``perpendicular curb ramp,'' ``parallel curb ramp,'' and
``blended transitions.'' In addition, in the final rule, the Board has
substituted the term ``landing'' for ``turning space,'' in response to
commenters' requests for consistency with ADAAG terminology. The Board
had used the term ``turning space'' in the NPRM to avoid confusion with
the ``landings'' associated with ramps (R407). However, the Board
acknowledges that ``landing'' is the commonly used term for these curb
ramp-associated spaces, and in the final rule now uses the term
``landing.'' It is important to note, however, that the landings
associated with ramps (R407.6) have different technical requirements
than the landings associated with curb ramps (R304.2.4 and R304.3.4).
Curb ramps are not ``ramps'' for the purposes of PROWAG (see definition
of ``ramp'' at R104.3) and are thus not subject to the requirements for
ramps at R407.
Perpendicular Curb Ramps (R304.2)
Numerous commenters from state and local government entities and an
engineering association expressed confusion as to the proposed 1:20
(5.0%) minimum for the running slope of curb ramps, pointing out that
in many cases a curb ramp need not reach 5% depending on the grade of
the adjacent pedestrian facilities. The Board concurred with commenters
and in the final rule has removed the minimum running slope and stated
only a maximum of 1:12 (8.3%) (R304.2.1). In addition, the Board has
added an exception to clarify that where the curb ramp length must
exceed 15 feet (4.6 m) to achieve a 1:12 (8.3%) running slope, the curb
ramp length shall extend at least 15 feet (4.6 m) and may have a
running slope greater than 1:12 (8.3%). A curb ramp complying with the
exception to R304.2.1 need not exceed 15 feet in length.
The cross slope of perpendicular curb ramp runs is specified at
1:48 (2.1%) maximum (R304.2.2). The Board has provided an exception
stating that for curb ramps at a crosswalk, the cross slope may be
equal to or less than the cross slope permitted at the crosswalk. This
exception corrects an error in the proposed rule indicating that at
certain pedestrian street crossings, the cross slope could equal the
highway grade (NPRM R304.5.3); this conflicted with the cross slope
provisions for certain crosswalks.
The requirements for grade breaks were moved out of the common
requirements section to the perpendicular and parallel curb ramps
sections for clarity. Grade breaks at the top and bottom of a curb ramp
run must be perpendicular to the direction of the curb ramp run
(R304.2.3). Grade breaks are not permitted on the surfaces of curb ramp
runs and landings. Surface slopes that meet at grade breaks must be
flush. There are no changes to this requirement from the proposed rule.
For each perpendicular curb ramp, a clear area 48 inches (1220 mm)
wide by 48 inches (1220 mm) long must be provided beyond the bottom
grade break and within the width of the crosswalk (R304.2.4). The clear
area must be located outside the vehicle lanes, including any bike
lanes, that run parallel to the crosswalk. The running slope of the
clear area cannot exceed 1:20 (5.0%) maximum, and the cross slope is as
specified by R302.5. The purpose of the clear area is to allow
pedestrians an area outside of the vehicle lanes to orient themselves
to the crossing.
In the proposed rule, this provision was entitled, ``Clear Space''
and appeared in the common requirements for curb ramps and blended
transitions (NPRM R304.5.5). In the final rule it has been renamed
``Clear Area'' to avoid confusion with the clear spaces described at
R404 and has been moved to the section specific to perpendicular curb
ramps for clarity. Also in the final rule, the Board has specified
slope and cross slope of clear areas in response to commenters' request
for clarity on these requirements. In addition, the Board has clarified
that vehicle lanes include any bike lanes.
Numerous state and local government entity commenters expressed
confusion regarding the required location of the clear space, and in
particular the requirement that the clear space be located wholly
outside the parallel vehicle travel lane. Some commenters erroneously
thought that an additional 48 inches of shoulder would be required to
comply with this requirement. The confusion reflects a misunderstanding
of how compliance is assessed. Each curb ramp is assessed separately,
so although the clear space may be in a vehicle travel lane that is
perpendicular to the pedestrian direction of travel, vehicle travel of
that lane would be stopped when pedestrians enter the clear area to
orient themselves to the crossing. The appropriate inquiry to assess
compliance is whether the clear area is wholly outside the parallel
vehicle travel lane when looking at the individual curb ramp.
When a change in direction is necessary to access the top of a
perpendicular curb ramp from a pedestrian access route, a landing 48
inches (1220 mm) wide minimum by 48 inches (1220 mm) long minimum must
be provided at the top of the curb ramp (R304.2.5). At shared use
paths, the landing must be as wide as the shared use path. In response
to numerous comments, the final rule eliminates a proposed requirement
for a larger landing where the turning space is constrained. The cross
slope requirements for landings, which appeared in the proposed rule at
NPRM 304.5.3, have been consolidated into the perpendicular curb ramp
section. Slope requirements have been added for clarity.
Perpendicular curb ramps must have flared sides with a 1:10 (10.0%)
maximum slope where a pedestrian circulation path crosses the side of a
curb ramp (R304.2.6). The slope of the flared sides is measured
parallel to the curb line. In the NPRM, the Board sought comment on
whether a steeper side flare slope should be specified (NPRM Question
18). While a few state and local government entities and other
commenters expressed support for increasing the slope of flared sides,
others, mostly disability rights advocacy organizations and individuals
sought to retain the 1:10 (10%) maximum citing hazards to pedestrians.
The Board carefully considered the comments and was persuaded that
increasing the slope of flares beyond 1:10 (10.0%) would present
accessibility issues. Thus, the Board has retained the 1:10 (10.0%)
maximum side flare slope.
The Board has added a new provision at R304.2.7 which clarifies
that a transitional segment may be used in the connection of a
perpendicular curb ramp or its landing to a pedestrian access route. A
transitional segment is defined in R104.3 as ``[t]he portion of a
pedestrian circulation path that connects adjacent surfaces with
different slopes or dimensions to provide a smooth transition.'' The
purpose of allowing a transitional segment is to address circumstances
such as the warping in the pedestrian circulation path that will need
to occur,
[[Page 53632]]
even in new construction, to connect a curb ramp or landing with a
cross slope that exceeds 1:48 (2.1%) to a pedestrian access route with
a cross slope of 1:48 (2.1%) maximum.
Parallel Curb Ramps (R304.3)
Numerous commenters from state and local government entities and a
public works association expressed confusion as to the proposed 1:20
(5.0%) minimum for the running slope of curb ramps, pointing out that
in many cases a curb ramp need not reach 5% depending on the grade of
the adjacent pedestrian facilities. The Board concurred with commenters
and in the final rule has removed the minimum running slope and stated
only a maximum of 1:12 (8.3%) (R304.3.1). In addition, the Board has
added an exception to clarify that where the curb ramp length must
exceed 15 feet (4.6 m) to achieve a 1:12 (8.3%) running slope, the curb
ramp run length shall extend at least 15 feet (4.6 m) and may have a
running slope greater than 1:12 (8.3%). Curb ramps complying with the
exception to R304.3.1 need not exceed 15 feet.
The cross slope of parallel curb ramp runs is 1:48 (2.1%) maximum
(R304.3.2). This provision was moved from the common requirements for
curb ramps and blended transitions in the proposed rule (NPRM
R304.5.3).
The requirements for grade breaks were moved out of the common
requirements section to the perpendicular and parallel curb ramps
sections for clarity. Grade breaks at the top and bottom of a curb ramp
run must be perpendicular to the direction of the curb ramp run
(R304.3.3). Grade breaks are not permitted on the surfaces of curb ramp
runs and landings. Surface slopes that meet at grade breaks must be
flush. There are no changes to this requirement from the proposed rule.
Landings that are 48 inches (1220 mm) wide minimum by 48 inches
(1220 mm) long minimum must be provided at the bottom of parallel curb
ramps (R304.3.4). As discussed above, in the proposed rule these
landings were referred to as ``turning spaces'' (NPRM R304.3.1). In
response to numerous comments, the final rule eliminates a proposed
requirement for a larger landing where the turning space was
constrained. The cross slope requirements for parallel curb ramp
landings, which appeared in the proposed rule at NPRM 304.5.3, have
been moved into the parallel curb ramp section. Slope requirements have
been added for clarity.
Blended Transitions (R304.4)
A blended transition is a wraparound connection at a corner, or a
flush connection where there is no curb to cut through, other than a
curb ramp (R104.3). A blended transition is permitted in lieu of a curb
ramp where a pedestrian access route crosses a curb, and where there is
a flush connection between the sidewalk or shared use path and a
crosswalk, such as at a raised crossing. When designed properly, one
blended transition can serve all of the crosswalks at an intersection
corner. The running slope of blended transitions is 1:20 (5.0%) maximum
(R304.4.1).
The cross slope of a blended transition must be equal to or less
than the cross slope of the crosswalk it serves (R304.4.2). The final
rule corrects an error in the proposed rule indicating that at certain
pedestrian street crossings, the cross slope of a blended transition
may equal the highway grade (NPRM R304.5.3); this conflicted with the
cross slope provisions for certain crosswalks. As explained above, the
cross slope provision was moved from the common requirements for curb
ramps and blended transitions in the proposed rule (NPRM R304.5.3) to
provide greater clarity.
In the final rule, the Board has added a provision requiring a
bypass where a blended transition serving more than one pedestrian
circulation path has a running slope greater than 1:48 (2.1%). This is
provided so that a pedestrian with a disability may bypass the slope of
blended transition that the individual does not need to use. Without a
bypass an individual with a disability may be forced to unnecessarily
traverse a corner at a 1:20 (5.0%) cross slope. A bypass for blended
transitions was not included in the proposed rule; individuals
contacting the Board for technical assistance in implementing the
proposed guidelines brought this issue to the attention of the Board.
Common Requirements (R304.5)
R304.5 specifies technical requirements applicable to both curb
ramps and blended transitions.
Clear Width (R304.5.1)
The minimum clear width of curb ramps and blended transitions not
on shared use paths is 48 inches (1220 mm) (R304.5.1.1). The minimum
clear width of curb ramps and blended transitions on shared use paths
is the width of the shared use path (R304.5.1.2).
In response to the SNPRM, the Board received comments from a few
local government entities indicating concerns about the requirement
that a curb ramp or blended transition on a shared use path be the same
width as the shared use path. One local government commenter expressed
concern that motorists would mistake a full-width curb ramp for a
driveway. Another indicated that a full width curb ramp might be hard
to achieve in an alteration. Another indicated that drainage, bridges,
or utility poles might preclude full compliance.
The Board notes that jurisdictions have options to discourage
motorists from erroneously entering a shared use path at a curb ramp,
including signage or properly installed bollards (see R302.2.2). The
Board further notes that alterations subject to existing physical
constraints that make compliance with applicable requirements
technically infeasible must comply with the applicable requirements to
the maximum extent feasible (R202.3); in new construction of
undeveloped land, the placement of drainage, bridges, or utility poles
should not be an issue. In the SNPRM, the Board indicated that the
requirement that a curb ramp or blended transition on a shared use path
be the same width as the shared use path was similar to section 5.3.5
of the AASHTO Guide for the Development of Bicycle Facilities (2012).
That provision states that the opening of a shared use path at a
roadway should be the same width as the shared use path itself. While
the Board considers the AASHTO approach to be best practice and
anticipates that most jurisdictions will maintain the same width of a
shared use path approaching a crosswalk, especially in new construction
on undeveloped land, the language of R304.5.3 does not preclude a
jurisdiction from tapering the width of a shared use path as it
approaches a crosswalk. The clear width of the curb ramp must be the
width of the shared use path at the place that the curb ramp meets the
shared use path.
Change of Grade (R304.5.2)
A change of grade is an abrupt difference in the grades of two
adjacent surfaces. Change of grade is determined by adding the two
opposing slopes together. Where a change of grade that exceeds 13.3%
occurs between a curb ramp or blended transition and the street or
gutter, the final rule requires a transition space, with a running
slope of 1:48 (2.1%) maximum and a cross slope no greater than the
cross slope of the crosswalk as specified by R302.5, between the two
surfaces that is a minimum of 24 inches in depth in the direction of
pedestrian travel and the full width of the curb ramp. This
[[Page 53633]]
requirement is intended to prevent a wheelchair from tipping over while
traversing an abrupt change of grade.
An accessible design firm commented that the change of grade should
be limited to 11%. The Board acknowledges that its Public Rights-of-Way
Access Advisory Committee recommended an 11% limit on change of grade
in its 2001 report. See Public Rights-of-Way Advisory Committee, supra,
at 18. However, the proposed change of grade has been 13% for many
years, as described below, and the Access Board is not aware of safety
issues resulting from this practice.
The proposed rule addressed change of grade as ``Counter Slope''
(NPRM R304.5.4) and specified a 5% maximum counter slope. Commenters
requested additional clarity with respect to this provision. This
provision has been reworded for clarity, and also to add an option for
a change of grade that exceeds 13.3% if a transitional space is
provided. However, the substantive requirements have not changed; the
13.3% maximum is a function of the 1:12 (8.3%) upper limit on curb ramp
running slope (R304.2.1) and the 1:20 (5.0%) limit on grade of the
pedestrian access route (R302.4), which was the permitted counter slope
in the proposed rule.
Crosswalks (R304.5.3)
To ensure equitable safety to pedestrians with disabilities, in the
final rule the Board has added a separate provision clarifying that
curb ramps and blended transitions must lead directly into crosswalks.
Specifically, perpendicular curb ramp runs and parallel curb ramp
landings must be contained wholly within the width of the crosswalk
they serve. In addition, the full width of blended transitions at
shared use paths and 48 inches (1220 mm) of blended transitions at all
other pedestrian circulation paths must be contained wholly within the
width of the crosswalks they serve. In the proposed rule, the Board
specified that the clear area required at the bottom of curb ramps be
contained wholly within the width of the crosswalk served (NPRM
R304.5.5). In light of the confusion exhibited by commenters with
respect to the proposed clear area provision, the Board has made
explicit the requirement that curb ramps and blended transitions lead
directly into crosswalks.
Surfaces (R304.5.4)
In the final rule, the Board has added a provision clarifying that
surfaces of curb ramps and blended transitions must comply with the
technical requirements for surfaces of pedestrian access routes at
R302.6; however, changes in level as described at R302.6.2 are not
permitted.
R305 Detectable Warning Surfaces
Detectable warning surfaces are cane detectable surfaces consisting
of truncated domes aligned in a square or radial grid pattern. As
indicated in R205, detectable warning surfaces are required at
specified locations to warn pedestrians who are blind or have low
vision that they are entering or exiting a vehicular way, or that there
is a drop from a boarding platform into a track street.
Two individual commenters and a manufacturer of detectable warning
surfaces requested that the Board add wayfinding elements to the
technical requirements for detectable warning surfaces. The Board is
aware that there are detectable wayfinding surfaces that exist that
provide tactile directional guidance. However, these serve a different
purpose than the detectable warning surfaces required by ADAAG and
PROWAG, which serve to warn pedestrians of the presence of a vehicular
way.
As described in the final regulatory impact analysis, detectable
warning surfaces as described in the proposed rule have been widely
implemented throughout the United States over the past decade. FRIA at
13. Widespread consistent implementation of detectable warning surfaces
coupled with the final rule's clarified requirement at R304.5.4 that
curb ramps and blended transitions lead directly into crosswalks will
provide additional wayfinding for pedestrians who are blind or have low
vision. The Board will continue to monitor developments in outdoor
wayfinding for possible future updates to PROWAG.
Dome Size and Spacing (R305.1.1 and R305.1.2)
The truncated domes on detectable warning surfaces have a base
diameter of 0.9 inches (23 mm) minimum and 1.4 inches (36 mm) maximum,
a top diameter of 50 percent of the base diameter minimum and 65
percent of the base diameter maximum, and a height of 0.2 inches (5.1
mm) (R305.1.1). In the final rule, in consideration of technical
assistance inquiries received by the Access Board since publication of
the proposed rule, the Board has added a sentence clarifying that when
detectable warning surface tiles are cut to fit, partial domes are
permitted along the cut edges.
With respect to spacing, truncated domes have a center-to-center
spacing of 1.6 inches (41 mm) minimum and 2.4 inches (61 mm) maximum,
and a base-to-base spacing of 0.65 inches (17 mm) minimum, measured
between the most adjacent domes (R305.1.2). In the final rule, the
Board has added an exception to clarify that when detectable warning
surfaces are cut to fit, center-to-center spacing measured between
domes adjacent to cut edges may exceed the spacing requirement up to
twice the normal spacing between domes (R305.1.2 Exception 1). In
addition, the Board has added an exception to clarify that dome spacing
requirements do not apply at a gap in a detectable warning surface at
an expansion joint, provided that the detectable warning surface aligns
with both edges of the expansion joint (R305.1.2 Exception 2). This
exception is particularly relevant to the installation of detectable
warning surfaces on boarding platforms in the public right-of-way.
An advocacy organization for people who are blind commented that
the Board should restate the dome size with exact specifications to
ensure uniformity and to avoid the potential domes that are too large
and close together to be detected. The Board maintains a narrow range
in the permitted dome size to account for the various materials used
for detectable warning surfaces. Again, over the past decade the
proposed guidelines for detectable warning surfaces have been
implemented by numerous jurisdictions throughout the United States; the
Board is not aware of a detectability issue for detectable warning
surfaces made within the required specifications.
A few other concerns were raised by commenters regarding the
truncated dome design of detectable warning surfaces: one individual
indicated that the truncated domes are too rough on wheelchair users;
another individual asserted that the truncated dome design is difficult
to keep free of snow and ice; and a regional association of engineers
was concerned that the spacing would present a hazard to rollerbladers
and skateboarders. The Board is aware that people who use wheelchairs
typically prefer smooth surfaces for rollability; however, the Board
must balance the accessibility needs of individuals with various types
of disabilities. With respect to the concern regarding maintenance of
detectable warning surfaces, the Board notes that over the past decade
numerous jurisdictions that experience winter weather have been able to
implement and appropriately maintain detectable warning surfaces.
Further, the Board is not aware of widespread hazards to rollerbladers
and
[[Page 53634]]
skateboarders posed by detectable warning surfaces.
Contrast (R305.1.3)
Detectable warning surfaces must contrast visually with adjacent
walking surfaces, either light-on-dark or dark-on-light. Four
commenters requested a more specific measure of contrast, such as 70%.
Ten individual commenters, three disability rights advocacy
organizations, and a pedestrian advocacy organization requested that
the Board require that detectable warning surfaces be ``federal
yellow.'' The Board has carefully considered these comments and
declines to require a specific color or contrast percentage. The Board
appreciates the desire for measurable standards; however, the
percentage of contrast between surfaces is difficult to measure in
outdoor environments that will have varying lighting conditions
throughout the day. Further, as PROWAG does not specify a color or
building material for any pedestrian surfaces, it would be difficult to
specify a single color that would provide appropriate contrast in all
circumstances. For example, federal yellow may provide less contrast
with a concrete sidewalk than a maroon or black detectable warning
surface. The Board has concluded that contrast is appropriately
assessed on a case-by-case basis in consideration of the building
materials used.
Size of Detectable Warning Surface (R305.1.4)
Detectable warning surfaces must extend 24 inches (610 mm) minimum
in the direction of pedestrian travel. The width is specified depending
on the type of pedestrian facility where the detectable warning surface
is installed. This provision has been restructured for clarity. In the
final rule, the Board has clarified that at cut-through pedestrian
islands, the width of the detectable warning surface is the full width
of the pedestrian circulation path; detectable warning surfaces at
pedestrian refuge islands with curb ramps were already covered under
the specification for the width of detectable warning surfaces at curb
ramps and blended transitions, which is the full width of the curb ramp
run (excluding any flared sides), blended transition, or landing.
In response to the proposed rule, the Board received comments from
one individual and several local government entities in California
requesting that the Board require a minimum of 36 inches in the
direction of pedestrian travel or clarification as to whether 36 inches
is permitted under PROWAG. The Board is aware that state requirements
in California specify a 36-inch depth of detectable warning surfaces at
curb ramps. See Cal. Code Regs. tit. 24, Sec. 11B-705.1.2.2 (2022).
Under PROWAG, detectable warning surfaces must extend a minimum of 24
inches in the direction of pedestrian travel. No maximum is stated;
thus 36 inches is permitted. The Board notes that the requirement for a
minimum of 24 inches (610 mm) of detectable warning surface in the
direction of travel is supported by research. See Public Rights-of-Way
Access Advisory Committee, supra, at 107 (describing the Committee's
recommendation for a 24-inch (610 mm) detectable warning surface). To
minimize the potential discomfort to some wheelchair users who traverse
these surfaces, the Board seeks to require only the minimum length
needed to provide adequate detectable warning.
Location (R305.2)
Section R305.2, called ``Placement'' in the NPRM, indicates
specifically where a detectable warning surface is to be located at
each of the places listed in R205 where detectable warning surfaces are
required. In the final rule, the Board has revised the title of Section
R305.2 to ``Location'' and the language of this section to address
scenarios where there is no curb. The Board uses the phrase ``edge of
pavement'' to refer to the place where the curb ramp or blended
transition meets the street.
In addition, the Board has added a sentence stating that if a
concrete border is required for proper installation of a detectable
warning surface, a concrete border not exceeding 2 inches is permitted
on all sides of the detectable warning surface except where the
requirements at R305.2.1, R305.2.3, and R305.2.4 specifically allow a
setback of six inches between the detectable warning surface and the
edge of pavement. In the proposed rule, the Board provided an advisory
indicating that where a concrete border is required for proper
installation of a detectable warning surface, the border should not
exceed 2 inches (NPRM Advisory R305.2). A local government in Texas and
an association of accessibility professionals in Texas requested that
the Board allow a 4-inch border. A design firm indicated that the Board
should allow 6 inches on either side of the detectable warning surface,
and a local government requested a 2-inch tolerance for the full width
of a curb ramp. The Board is not aware of detectable warning surfaces
requiring a border larger than 2 inches for proper installation. The
option for up to a 6-inch (150 mm) setback between the detectable
warning surface and the edge of pavement is provided to minimize the
potential for damage to detectable warning surfaces during snow removal
operations.
In the final rule, the substantive requirements for the location of
detectable warning surfaces (except for the setback allowances
described above) at perpendicular curb ramps (R305.2.1), parallel curb
ramps (R305.2.2), blended transitions (R305.2.3), pedestrian refuge
islands (R305.2.4), and sidewalk and street-level rail boarding and
alighting areas (R305.2.7) are unchanged, although the Board has
clarified some of the language. Specifically, the Board removed the
requirement in the NPRM R305.2.1(2) that detectable warning surfaces
are to be placed within one dome spacing of the bottom grade break. The
final rule requires that the detectable warning surface be placed on
the ramp run at the bottom grade break.
With respect to pedestrian at-grade rail crossings (R305.2.5), the
Board has added a sentence clarifying that pedestrian gates must not
overlap detectable warning surfaces. With respect to boarding platforms
(R305.2.6), the Board has added an exception clarifying that where a
curb is present, such as is the case with some bus rapid transit
platforms, the detectable warning surface may be placed at the back of
curb.
As described above in the discussion of R205, the final rule
specifies that detectable warning surfaces be provided at driveways
controlled with yield or stop control devices or traffic signals. Thus,
the Board has added a corresponding technical provision at R305.2.8
stating that detectable warning surfaces at driveways controlled with
yield or stop control devices or traffic signals are to be provided on
the pedestrian circulation path where the pedestrian circulation path
meets the driveway.
In response to the NPRM, the Board received various comments on the
location of detectable warning surfaces at curb ramps. With respect to
perpendicular curb ramps, two local government commenters requested
clarification as to the placement of detectable warning surfaces at
commercial driveways. For driveways where detectable warning surfaces
are required, jurisdictions must follow any of the options for
perpendicular curb ramps as appropriate. A level transition between the
pedestrian access route and the driveway is treated as a blended
transition.
In response to comments regarding the placement of detectable
warning surfaces on perpendicular curb ramps at
[[Page 53635]]
a corner, in R305.2.1.(B) the Board changed ``either end'' to ``both
ends'' for clarity. The Board received a comment asserting that the
permitted 60-inch (1525 mm) setback was too great, while another
requested an 8-foot setback instead. The Board notes that a setback of
5 feet is appropriate because it is still close enough to the curb to
provide accurate notice of an imminent vehicular way and allow use of
audible cues for crossing.
With respect to the location of detectable warning surfaces at
parallel curb ramps, two commenters raised concerns regarding the
clarity of the use of the terms ``flush transition'' and ``turning
space'' in this context. In the final rule, these terms have been
replaced (see R305.2.2). Two state DOTs expressed concerns regarding
the clarity of the provision describing the location of the detectable
warning surfaces at blended transitions. The Board has revised this
language for clarity (see R305.2.3).
The Board also received comments regarding the location for the
detectable warning surface at pedestrian at-grade rail crossings. Two
state DOTs and a state public utilities commission expressed concern
that 72 inches from the centerline of the nearest rail is too close to
the rail to place the detectable warning. The Board notes that this
provision provides a range that allows the detectable warning surface
to be placed between 72 inches (1830 mm) and 15 feet (4.6 m) from the
centerline of the nearest rail. This range applies to light rail and
freight train crossings. Seventy-two inches (1830 mm) is appropriate
for some light rail crossings; the Board concurs that freight crossings
would likely be placed farther back from the rail. The Board is
confident that jurisdictions will apply appropriate safety
considerations for particular crossings when determining where to place
the detectable warning surface within the required range.
Two advocacy organizations for persons with disabilities expressed
concern about how close the detectable warning surface would be placed
to pedestrian gates at pedestrian at-grade rail crossings. In response,
the Board added language clarifying that pedestrian gates must not
overlap detectable warnings (R305.2.5).
The Board received three comments requesting that it clarify the
meaning of ``boarding platform,'' as used in R305.2.6 so that it is
clear that the Board does not intend for detectable warning surfaces to
be placed at standard sidewalk-level bus stops. In the final rule, the
Board added a definition of ``boarding platform'' at R104.3, which
clarifies that boarding platforms are platforms ``raised above standard
curb height.''
R306 Crosswalks
The technical requirements for crosswalks address the required
pedestrian signal phase timing and accessible walk indication, as well
as specifications for crosswalks at roundabouts and channelized turn
lanes.
Pedestrian Signal Phase Timing (R306.2)
Where pedestrian signal indications are provided at a crosswalk,
the pedestrian signal phase timing is based on a pedestrian clearance
time that is calculated using a pedestrian walking speed of 3.5 ft/s
(1.1 m/s) or less from the location of the pedestrian push button to a
pedestrian refuge island or the far side of the traveled way. This is
the same walking speed proposed in the NPRM.
Four state DOTs and ten local government entities objected to this
provision in the NPRM, pointing out that in the MUTCD this walk speed
appears as guidance (MUTCD 4E.06 paragraph 7) and is thus not required.
These jurisdictions would like to use engineering judgment to determine
the clearance time, expressing potential issues that might result from
longer clearance times, such as an increase in air pollution from
vehicular delays, jaywalking, and red light running. Six disability
rights advocacy organizations requested that pedestrian clearance times
be calculated using a slower walking speed of 3.0 ft/s to 3.25 ft/s.
The Board has carefully considered the comments received on this
issue. In the final rule, the Board has maintained the requirement that
pedestrian clearance time be calculated using a walking speed of 3.5
ft/s (1.1 m/s) or less, and further requires that the walk interval be
7 seconds minimum.
In addition, the final rule states that where the pedestrian
clearance time is calculated to a pedestrian refuge island, an
additional pedestrian push button or passive detection device must be
provided on the pedestrian refuge island. This was a proposed
requirement that comes directly from MUTCD section 4E.08 paragraph 13,
which was incorporated by reference in the NPRM (NPRM R209.1).
In using a walking speed of 3.5 ft/s (1.1 m/s), the Board seeks to
balance the traffic management concerns of state and local
jurisdictions while ensuring that pedestrians with disabilities are
afforded sufficient time to traverse a crosswalk. The Board notes that
in 2009, FHWA made a research-based decision to revise the MUTCD
recommended walking speed for calculating pedestrian clearance
times.\14\ The Board acknowledges that disability rights advocacy
organizations cited an AAA Foundation study that found that pedestrians
with mobility impairments who do not use wheelchairs had an average
walking speed of 3.30 ft/s (1.01 m/s), but also found that a walking
speed of 3.5 ft/s would generally accommodate a 15th percentile older
adult.\15\ However, a more recent study found a 3.41 ft/s (1.04 m/s)
walking speed for pedestrians with physical disabilities at
unsignalized crosswalks.\16\ The Board concludes that the combination
of a 7-second minimum walk interval and a pedestrian clearance time
based on a 3.5 ft/s (1.1 m/s) walking speed will provide sufficient
crossing time for most persons with disabilities. This requirement
should not cause significant vehicular delays.\17\
---------------------------------------------------------------------------
\14\ National Standards for Traffic Control Devices; the Manual
on Uniform Traffic Control Devices for Streets and Highways;
Revision 74 FR 66730, 66822 (Dec. 16, 2009) (codified at 23 CFR part
655).
\15\ AAA Foundation for Traffic Safety, Pedestrian Signal Safety
for Older Adults, 18 (2007) available at https://aaafoundation.org/wp-content/uploads/2018/02/PedestrianSignalSafetyOlderPersonsReport.pdf.
\16\ Albert Forde & Janice Daniel, Pedestrian Walking Speed at
Un-signalized Midblock Crosswalk and Its Impact on Urban Street
Segment Performance, 8 J.of Traffic and Transportation Eng., 57
(2021) available at https://www.sciencedirect.com/science/article/pii/S209575641830415X.
\17\ See AAA Foundation for Traffic Safety, Pedestrian Signal
Safety for Older Adults at 19.
---------------------------------------------------------------------------
Further, in the final rule, the Board incorporated another option
from MUTCD section 4E.06 paragraph 8 in an exception allowing a faster
walking speed to be used if a passive detection device is provided that
automatically adjusts the pedestrian clearance time based on the
pedestrian's actual clearance of the crosswalk (R306.2 Exception).
These devices tailor the clearance to the actual presence of the
pedestrian in the crosswalk.
One state DOT and one local government commenter, as well as the
National Committee on Uniform Traffic Control Devices, requested that
the Access Board add a provision allowing a 4 ft/s walking speed where
an extended pushbutton press allows additional time. This is an option
under MUTCD section 4E.06 paragraph 8. The Board declines to allow
jurisdictions to raise the walking speed to 4 ft/s where an extended
pushbutton press is provided as pedestrians may not be aware that they
need additional time until they are already in the crosswalk. However,
as noted above, the Board has provided additional flexibility for
[[Page 53636]]
jurisdictions if a passive detection device is used that auto-adjusts
to the pedestrian's actual clearance of the crosswalk. See R306.2
Exception.
As noted above, in the final rule text, the Board has specified a
requirement that the walk interval be 7 seconds minimum for all
signalized crosswalks, which is the length recommended by the MUTCD.
Manual on Uniform Traffic Control Devices for Streets and Highways
(MUTCD) 2009 Edition, 4E.06 paragraph 11. The MUTCD provides guidance
indicating that walk intervals as short as 4 seconds may be used where
pedestrian volumes and characteristics do not require a 7-second walk
interval; however, walk intervals of less than 7 seconds do not provide
a sufficient amount of time for many people with disabilities to leave
the curb as they need to wait for a curb ramp to be clear and then
navigate down the ramp.
Accessible Walk Indication (R306.3)
An accessible walk indication complying with the technical
requirements at R308.2 must have the same duration as the walk
interval. However, where the pedestrian signal rests in ``walk,'' the
accessible walk indication may be limited to the first 7 seconds of the
walk interval. If the pedestrian signal is resting in walk and there is
sufficient time remaining to provide an accessible walk interval before
the beginning of the pedestrian change interval, the accessible walk
indication may be recalled by a button press (R306.3 Exception). This
requirement is based on MUTCD section 4E.11, which was among the
sections of the MUTCD incorporated by reference in the proposed rule.
In consultation with USDOT, the Board has slightly revised the second
sentence of the exception from the MUTCD language to clarify that the
accessible walk interval may be recalled only when there is sufficient
time remaining for a full walk interval before the pedestrian change
interval begins. This change ensures that an accessible walk indication
is provided only when there is enough crossing time remaining to
disembark the sidewalk and fully cross the street.
Roundabouts (R306.4)
Section R306.4 specifies the edge detection and crosswalk
treatments required at roundabouts. A roundabout is a circular
intersection with yield control at entry, which permits a vehicle on
the circulatory roadway to proceed, and with deflection of the
approaching vehicle counter-clockwise around a central island (R104.3).
Several commenters requested an explanation as to why edge
detection treatments are needed at roundabouts but not elsewhere. Edge
detection treatments are required at roundabouts to assist pedestrians
who are blind or have low vision to locate the crosswalk (R306.4.1). At
roundabouts, the orientation of the crosswalks to the circular roadway
eliminates traditional tactile cues at crosswalks inherent to standard
rectilinear intersections. In addition, the continuous circular traffic
flow at these unsignalized crosswalks obscures the audible cues that
pedestrians who are blind would otherwise use to detect a crossing and
gaps in the traffic. Thus, edge detection treatments are needed to
ensure that pedestrians who are blind or have low vision have the same
opportunity to use a crosswalk at a roundabout as individuals with
vision.
There are two options to ensure that crosswalks at roundabouts are
detectable. The pedestrian circulation path can be separated from the
curb, crosswalk to crosswalk, with landscaping or another nonprepared
surface 24 inches (610 mm) wide minimum (R306.4.1.1). Alternatively,
where sidewalks are flush against the curb, a continuous and detectable
vertical edge treatment must be provided along the street side of the
sidewalk wherever pedestrian crossing is not intended (R306.4.1.2). The
bottom of the vertical edge treatment can be no higher than 15 inches
(380 mm) maximum above the walking surface of the pedestrian
circulation path.
In the proposed rule, the Board addressed continuous and detectable
edge treatment at curb-attached sidewalks (NPRM R306.3.1). In the final
rule, the Board has clarified that the other option is separation
between the curb and the pedestrian circulation path by landscaping or
nonprepared surface (R306.4.1.1).
The Board's reference in the proposed rule (NPRM R306.3.1) to
chains, fencing, and railings created confusion for commenters and
others who have sought technical assistance from the Board regarding
vertical edge detection. The Board indicated a maximum height for the
bottom edge of these treatments but did not intend to convey that these
are the only options for vertical edge detection that jurisdictions may
use. Consequently, in the final rule, the Board has removed the
reference to chains, fencing and railings. The Board will provide
examples of vertical edge detection options in its technical assistance
materials.
Two state DOTs and one engineer commented that a standard or raised
curb should be a sufficient indication that crossing is not intended. A
standard or raised curb does not provide sufficient indication that a
crossing is not intended. Four state DOTs expressed concern that
vertical edge treatments would negatively impact snow removal
operations. The Board notes that jurisdictions that have these concerns
may opt for separation instead of a vertical edge treatment. One state
DOT requested that cobblestone treatment be permitted for separation.
Cobblestone surfaces are prepared surfaces that are used in existing
facilities for pedestrian circulation. Thus, they are not useful for
wayfinding because they are easily mistaken for a walking surface. See
e.g., Transportation Research Board, NCHRP 3-78b: Guidelines for the
Application of Crossing Solutions at Roundabouts and Channelized Turn
Lanes for Pedestrians with Vision Disabilities at 3-2 (showing a blind
pedestrian mistaking a cobblestone separation for a walking surface at
a roundabout).
The Board observes that while several state DOTs and local
government commenters expressed concern regarding the implementation or
need for detectable edge treatment at roundabouts, over 150
individuals, five disability rights organizations, and one local
government official commented in support of a requirement for edge
detection at roundabouts. The Board is confident that persons with
disabilities need edge detection for equitable use and safety of
pedestrian facilities at roundabouts.
Crosswalks at multi-lane segments of roundabouts and multi-lane
channelized turn lanes require one or more of the following treatments:
a traffic control signal with a pedestrian signal head; a pedestrian
hybrid beacon; a pedestrian actuated rectangular rapid flashing beacon;
or a raised crossing (R306.4.2 and R306.5). The requirement for
crosswalk treatments at multi-lane roundabouts is discussed in the
Major Issues section above. For the same accessibility reasons that
these treatments are needed at roundabout crossings, they are also
needed at multi-lane channelized turn crossings. Accordingly, the Board
has included that requirement at R306.5.
R307 Pedestrian Pushbuttons and Passive Pedestrian Detection
An accessible pedestrian signal is a device that communicates
information about pedestrian signal timing in non-visual formats such
as audible tones or speech messages, and vibrating surfaces. In the
proposed rule, technical requirements for accessible pedestrian signals
were incorporated by reference from the MUTCD. Specifically, the
[[Page 53637]]
proposed rule indicated that accessible pedestrian signals and
pushbuttons would comply with MUTCD sections 4E.08 through 4E.13. A
rehabilitation design firm and a state DOT requested that the Board
clarify whether the MUTCD provisions were required or recommended, and
three disability rights advocacy organizations expressed concern that
engineering judgement would be permitted in a jurisdiction's
implementation of the incorporated MUTCD provisions. In addition, one
engineering association requested that the requirements be consistent
with the MUTCD.
The Board concurs that additional clarification as to the technical
requirements for accessible pedestrian signals is appropriate and has
thus added technical sections for pedestrian pushbuttons and passive
pedestrian detection (R307) and accessible pedestrian signal walk
indications (R308) directly to the rule text, based on the technical
requirements of the MUTCD sections referenced in the proposed rule. The
MUTCD sections are not incorporated by reference. The requirements are
generally consistent with the MUTCD, as described in the provision-
specific discussions below; however, the language used in the final
rule text clarifies that these requirements are mandatory.
In general, accessible pedestrian signals have three features: (1)
a method of activation, which is either a pushbutton that activates
accessible features when pressed or a passive pedestrian detection
device that uses technology to detect the presence of pedestrians and
then automatically activates accessible features; (2) a device that
provides audible indications of visual pedestrian signals for people
who are blind or have low vision; and (3) a pushbutton with a tactile
arrow that provides vibrotactile cues to individuals who are deaf and
also blind or have low vision. These three features may be integrated
into one device or presented in multiple devices that work together as
a system. Operable parts must comply with technical requirements for
operable parts at R403 (R307.1).
Activation (R307.2)
Pedestrian push buttons and passive detection devices activate the
accessible pedestrian signals and, where applicable, the walk interval.
This provision was incorporated by reference in the proposed rule from
MUTCD section 4E.09 paragraph 13, but referred only to pedestrian push
buttons. In the final rule, the Board revised the language to clarify
that push buttons or passive detection will activate the accessible
pedestrian signals and walk interval, where applicable. In addition,
the language of the proposed MUTCD provision suggested that pushbuttons
were optional, which was inconsistent with the language of NPRM R209.1
indicating that pushbuttons are required. The revised language in the
final rule removes this inconsistency, clarifying that pedestrian push
buttons are required.
Extended Push Button Press (R307.3)
Where an extended push button press is used to provide additional
features, a push button press of less than one second actuates only the
pedestrian timing and any associated accessible walk indication, and a
push button press of one second or more actuates the pedestrian timing,
any associated accessible walk indication, and any additional features.
If additional crossing time is provided by means of an extended
pushbutton press, a sign so indicating shall be mounted adjacent to or
integral with the pedestrian push button. This provision is taken from
MUTCD section 4E.13 paragraph 2.
Location (R307.4)
Pedestrian push buttons must be located no greater than 5 feet from
the side of a curb ramp run or the edge of the farthest associated
crosswalk line from the center of the intersection (R307.4). Pedestrian
push buttons must be located between 1.5 and 10 feet from the edge of
the curb or pavement. The purpose of this provision is to ensure that
push buttons are placed in close proximity to the crosswalk they serve
as individuals who need the tactile features will need to stand next to
the push button while awaiting the walk interval, and often the audible
signals emanate from the push button housing.
This provision is taken from MUTCD 4E.08 paragraph 4, which states
that pedestrian pushbuttons should be located between 1.5 and 6 feet
from the edge of the pavement and 4E.08 paragraph 6, which states that
where physical constraints prevent that location, the pushbutton should
not be farther than 10 feet from the edge of curb or pavement. The
Board agrees that placing the pushbutton between 1.5 and 6 feet from
the edge of curb or pavement is preferable but has extended the
requirement to 10 feet in acknowledgment that the geometry of some
intersections, even in new construction, will necessitate placement
further than 6 feet from the edge of curb or pavement.
Where two pedestrian push buttons are provided on the same corner,
they must be 10 feet or more apart; however, in alterations where it is
technically infeasible to provide 10 feet of separation between
pedestrian push buttons on the same corner, the pedestrian pushbuttons
may be closer together and a pedestrian push button information message
complying with R308.3.2 must be provided (R307.4.1). This provision is
taken from MUTCD sections 4E.08 paragraphs 7 and 8 and 4E.10 paragraph
3. Two local government commenters and AASHTO expressed concern
regarding the requirement for 10 feet of separation between pedestrian
push buttons on the same corner. The Board notes that in the final rule
this requirement applies to new construction on undeveloped land.
Pedestrian push buttons that are added to existing rights-of-way are
considered alterations, and alterations subject to existing physical
constraints that make compliance with applicable requirements
technically infeasible must comply with the applicable requirements to
the maximum extent feasible (R202.3).
Push Button Orientation (R307.5)
The face of the push button must be aligned parallel to its
associated crosswalk. This alignment ensures that the tactile arrow
points in the direction of pedestrian travel, and provides uniformity
for wayfinding. This provision is taken from MUTCD section 4E.08
paragraph 4.
Audible and Vibrotactile Walk Indications for Pedestrian Signal Heads
(R307.6)
Pedestrian push buttons or passive detection devices must activate
audible and vibrotactile walk indications complying with R308. This
requirement specifies that both audible and vibrotactile indications
are required, and is taken from MUTCD section 4E.11 paragraph 2.
Audible and Vibrotactile Indication for Pedestrian Activated Warning
Devices Without a Walk Indication (R307.7)
Where a pedestrian push button or a passive detection device is
provided for pedestrian activated warning devices, such as rectangular
rapid flashing beacons, the pedestrian push button or passive detection
device must activate a speech message that indicates the status of the
beacon in lieu of an audible walk indication. The speech message volume
must comply with requirements stated at R308.4. Where a pedestrian push
button is provided, it must not include vibrotactile features
indicating a walk interval.
This provision clarifies the type of accessible indications that
are required
[[Page 53638]]
for pedestrian activated warning devices. Pedestrian activated warning
devices, such as rectangular rapid flashing beacons, do not stop
traffic. Rather they provide flashing lights that draw drivers'
attention to the crosswalk to warn them of the presence of pedestrians.
Because these devices do not stop traffic, there is no walk interval,
and thus no audible or vibrotactile walk indication. An audible or
vibrotactile walk indication would falsely convey to a pedestrian who
is blind or has low vision that the traffic has been stopped by a
traffic control device. Instead, the speech message will state the
status of the beacon, such as the beacon is flashing or the beacon has
been activated, which is consistent with the visual indications of the
device.
Locator Tone (R307.8)
Pedestrian push buttons must have a locator tone complying with
R307.8. This provision is taken from MUTCD section 4E.12 paragraph 2.
The locator tone is a sound that emanates from the push button housing
that enables individuals who are blind or have low vision to locate the
push button.
Locator tones have a duration of 0.15 seconds or less and repeat at
one-second intervals except when another audible indication from the
same device is active (R307.8.1). This requirement is taken from MUTCD
section 4E.12 paragraph 4. To avoid a scenario in which multiple sounds
are simultaneously emanating from the same device, the Board has added
language clarifying that when another audible indication from the same
device is active, the locator tone is to be silenced. The Board has
also added an exception allowing the locator tone to be silenced if a
passive detection system activates the locator tone when a pedestrian
is within a 12-foot radius of the pedestrian push button. This
addresses some commenter concerns regarding sounds bothering nearby
residents. However, the Board also notes that those concerns are likely
no longer an issue due to evolving technology; when the proposed rule
was published, speakers were placed closer to the pedestrian signal
heads, and were not typically integrated into the pedestrian push
button device as they are now. This resulted in louder audible cues
than those that emanate from today's devices.
Pedestrian push button locator tones must be intensity responsive
to ambient sound and audible 6 to 12 feet from the push button, or to
the building line, whichever is less (R307.8.2). The push button
locator tone must be louder than ambient sound up to a maximum volume
of 5 dBA louder than ambient sound. Automatic volume adjustment in
response to ambient traffic sound level is capped at a maximum volume
of 100 dBA. This requirement is taken from MUTCD sections 4E.11
paragraphs 9 and 10 and 4E.12 paragraph 6.
Section R307.8.3 requires that where audible beaconing is used, the
volume of the push button locator tone during the pedestrian change
interval of the called pedestrian phase be increased and operated in
one of the following ways: the louder audible walk indication and
louder locator tone comes from the far end of the crosswalk, as
pedestrians cross the street; the louder locator tone comes from both
ends of the crosswalk; or the louder locator tone comes from an
additional speaker that is aimed at the center of the crosswalk and
that is mounted on a pedestrian signal head. This requirement is taken
from MUTCD section 4E.13 paragraph 8.
When the traffic control signal is operating in a flashing mode,
pedestrian push button locator tones must remain active, and the
pedestrian push button must activate a speech message that communicates
the operating mode of the traffic control signal (R307.8.4). Where
traffic control signals or pedestrian hybrid beacons are activated from
a flashing or dark mode to a stop-and-go mode by pedestrian actuations,
a speech message communicating the operating status of the traffic
control signal is not required. Flashing mode refers to when traffic
signals flash either red or yellow, often late at night when traffic
volumes are reduced, or at intersections in rural areas with low
regular traffic flow.
Requirements for push button locator tones are addressed at MUTCD
section 4E.12 paragraph 5. The MUTCD states that push buttons must be
deactivated when the traffic control signal is in flashing mode. In
response to comments from a national disability rights advocacy
organization that emphasized the importance of visual information being
provided in non-visual format for pedestrians who are blind or have low
vision, the Board has explicitly deviated from the MUTCD's approach in
this instance to ensure that pedestrians who are blind or have low
vision can access information regarding the status of the traffic
control device.
Tactile Arrow (R307.9)
Pedestrian push buttons must have a tactile arrow with high visual
contrast that is aligned parallel to the direction of travel on their
associated crosswalks. This requirement is taken from MUTCD 4E.12
paragraph 1.
R308 Accessible Pedestrian Signal Walk Indications
Audible and vibrotactile walk indications are provided by
accessible pedestrian signals during a walk interval. The walk interval
occurs when a traffic control device signals traffic to stop and a
pedestrian signal head signals to pedestrians, using the illuminated
``walking person'' visual signal, to exit the curb and begin to cross
the street. The remainder of the time allotted for pedestrians to
complete the crossing is called the ``pedestrian change interval,'' and
is signaled by an illuminated flashing ``upraised hand.'' The technical
requirements in section R308 pertain mostly to the audible and
vibrotactile cues during the walk interval. The Board acknowledges and
concurs with commenters' requests for standardization with respect to
audible cues. These requirements will provide standardization with
respect to the type of sound, pattern of speech message, and volume of
the audible cues provided.
Audible and Vibrotactile Walk Indications (R308.2)
Accessible pedestrian signals have an audible and vibrotactile walk
indication during the walk interval only. The audible walk indication
must be audible from the beginning of the associated crosswalk. During
the pedestrian change interval, audible cues of the accessible
pedestrian signals revert to the pedestrian push button locator tone.
This requirement is taken from MUTCD sections 4E.11 paragraphs 4 and
25.
Audible Walk Indications (R308.3)
There are two types of audible walk indications: a percussive tone
(R308.3.1) and a speech walk message (R308.3.2). A percussive tone is
required where an accessible pedestrian signal is provided at a single
crossing or where two accessible pedestrian signals are 10 feet or more
from each other at a corner. The percussive tone repeats eight to ten
ticks per second with multiple frequencies and a dominant component at
880 Hz. In alterations, where it is technically infeasible to provide
10 feet separation between pedestrian push buttons on the same corner,
the audible walk indication for each signal is a speech walk message
that complies with R308.3.2. These requirements are taken from MUTCD
section 4E.11 paragraphs 7 and 8.
Several commenters objected to the ``chirping'' noise that was used
by early accessible pedestrian signals. The Board notes that the final
rule prescribes either a percussive tone or an audible speech
[[Page 53639]]
message depending on the circumstances; chirping noises are not
permitted.
The Board carefully considered comments on the format of audible
walk indications from two national advocacy organizations for people
who are blind or have low vision. Both organizations requested that the
audible walk indications be limited to speech messages to ensure that
the same information available to a sighted pedestrian is provided to a
pedestrian who is blind or has low vision.
In the absence of additional significant research studies regarding
audible walk indications, the Board has accepted the MUTCD's preference
for percussive tones over speech messages. The Board notes that MUTCD
adopted this approach based on research that concluded that speech walk
indications were not understandable to pedestrians under all ambient
sound conditions. See Transportation Research Board, NCHRP Document
117B: Guidelines for Accessible Pedestrian Signals: Final Report, 91-92
(2007) available at https://onlinepubs.trb.org/onlinepubs/nchrp/nchrp_w117b.pdf. The principal purpose of visual pedestrian signal
heads is to provide safety to pedestrians who are crossing the street
by informing pedestrians of the walk interval, that is, the interval
during which they are to step off the curb so that they have sufficient
time to cross the street before the traffic light changes. In accepting
the MUTCD's preference for percussive tones, the Board is prioritizing
audible communication of the walk indication over other information,
and the available research indicates that the percussive tone is more
widely audible across various ambient sound conditions. Id.
The Board acknowledges that this approach does not wholly address
issues that may face pedestrians who are blind or have low vision, as
they are not provided with the same information that is provided
visually, specifically the pedestrian countdown. Consequently, persons
who are blind or have low vision approaching a crosswalk during the
pedestrian clearance interval will not know how many seconds remain and
may then wait an entire cycle for the audible walk indication even if
they would have had sufficient time to cross. The Board will encourage
additional research regarding speech messages at crosswalks, including
the viability of an audible pedestrian countdown.
Jurisdictions have the option of providing speech information
messages at a pedestrian signal, regardless of whether it is a pretimed
signal or actuated with the pedestrian push button or passive
detection; however, the speech information message may only be actuated
when the walk interval is not timing (R308.3.2.1). Speech information
messages provide wayfinding assistance for persons who are blind or
have low vision and can be especially helpful at intersection corners
with multiple crossings. If provided, the speech message must begin
with the term ``Wait,'' followed by intersection identification
information modeled after: ``Wait to cross Broadway at Grand.''
Information on intersection signalization or geometry may also be
provided after the intersection identification information.
Where a speech walk message is used as the audible walk indication,
it must use the following patterns. At intersections having pedestrian
phasing that is concurrent with vehicular phasing, the speech message
must be patterned after the model: ``Broadway. Walk sign is on to cross
Broadway.'' (R308.3.2.2). At intersections with exclusive pedestrian
phasing, meaning that traffic is stopped in all directions while
pedestrians cross in all directions, the speech message must be
patterned after the model: ``Walk sign is on for all crossings''
(R308.3.2.3). Where a pilot light is provided, the speech message
``Wait'' must be provided if actuated while the walk interval is not
timing (R308.2.3.4). These speech message requirements come from MUTCD
sections 4E.11 paragraphs 18 and 19 and 4E.08 paragraph 17.
Volume (R308.4)
Audible walk indications must be louder than ambient sound, up to a
maximum volume of 5 dBA louder than ambient sound. For automatic volume
adjustment in response to ambient traffic sound, the maximum volume is
100 dBA. Where audible beaconing is provided in response to an extended
push button press, the beaconing can exceed 5 dBA louder than ambient
sound; however, the maximum volume remains 100 dBA. Volume requirements
come from MUTCD section 4E.10 paragraphs 9 and 10.
Vibrotactile Walk Indication (R308.5)
The pedestrian push button must vibrate during the walk interval.
People who use vibrotactile cues, such as people who are both deaf and
blind, will stand with their hand on the pedestrian push button until
it vibrates indicating the walk interval. The only vibrotactile cue
provided is the walk interval. The vibrotactile walk indication
requirement comes from MUTCD section 4E.11 paragraph 3.
R309 Transit Stops and Transit Shelters
The technical requirements for transit stops and transit shelters,
which appear at NPRM section 308 in the proposed rule, are largely
based on provisions for transit facilities in the 2004 ADA and ABA
Guidelines.
Transit Stops (R309.1)
A transit stop is defined in the final rule as, ``An area that is
designated for passengers to board or alight from buses, rail cars, and
other transportation vehicles that operate on a fixed route or
scheduled route, including bus stops and boarding platforms. This
definition does not include intercity rail except where a stop is
located in the public right-of-way.'' (R104.3). This includes, but is
not limited to, all bus stops, bus rapid transit stops, and streetcar
stops on fixed or scheduled routes in the public right-of-way. It also
includes intercity rail stops located in the public right-of-way, such
as flag stops. An alteration to a transit stop will trigger these
technical requirements, including alterations to bus stops that
currently have no features other than signage.
Boarding and alighting areas at sidewalk or street-level must
comply with technical requirements specific to boarding and alighting
areas for slope and dimensions, as well as common requirements for all
transit stops, and must serve each accessible vehicle entry and exit
(R309.1.1, R309.1.3). Where a transit shelter is provided, the boarding
and alighting area can be located within or outside the shelter.
The proposed rule required that transit stops serving multicar
vehicles have technically compliant boarding and alighting areas for
each vehicle (NPRM R308.1.1). In the final rule, the Board has replaced
this language with a more precise requirement that a compliant boarding
and alighting area serve each accessible vehicle entry.
A state DOT requested that the Board incorporate language
indicating that entities comply with this requirement ``to the extent
that the construction specifications are within their control,'' which
is language that the U.S. Department of Transportation added to modify
its adoption of 810.2.2 of Appendix D to 36 CFR part 1191. See 49 CFR
part 37, Appx. A. The Board expects that entities will coordinate to
comply with accessibility requirements in the public right-of-way, and
thus declines to add this language. However, enforcement-related issues
may be addressed by USDOT's separate rulemaking adopting these
guidelines.
Boarding and alighting areas must have a clear length of 96 inches
(2440
[[Page 53640]]
mm) minimum, measured perpendicular to the face of the curb or street
edge, and a clear width of 60 inches (1525 mm) minimum, measured
parallel to the street. These are the same substantive requirements
proposed in the NPRM (NPRM R308.1.1.1). In response to the NPRM, five
local government entities and one state DOT expressed concern that 8
feet of clear space would not be feasible at existing shuttle stops,
and a state DOT requested to orient the boarding and alighting area in
the other direction to accommodate limited right-of-way. The
orientation of boarding and alighting areas is important because the
dimensions as specified accommodate deployment of a lift or ramp. The
Board notes that alterations, including transit stops that are added to
existing right-of-way, are required to comply with the applicable
requirements to the maximum extent feasible where existing physical
constraints make compliance with these requirements technically
infeasible (R202.3). The Board thus anticipates that there will be
instances in existing right-of-way where full compliance of the 96-inch
length will not be achieved.
The slope of boarding and alighting areas measured parallel to the
street must be the same as the grade of the street (R309.1.1.2). The
slope of boarding and alighting areas measured perpendicular to the
street must be 1:48 (2.1%) maximum. There are no substantive changes to
this provision from the proposed rule. The provision has been retitled
``slope,'' as the term ``grade,'' which was used in the proposed rule,
connotes a specific direction of pedestrian travel.
Boarding platforms in the public right-of-way must comply with
technical requirements for platform and vehicle coordination
(R309.1.2.1) and slope (R309.1.2.2) as well as common requirements for
all transit stops (R309.1.3). The final rule defines ``boarding
platform'' as ``[a] platform raised above standard curb height used for
transit vehicle boarding and alighting'' (R104.3). Standard curb height
is defined as, ``[t]he typical height of a curb according to local
standards for a given road type, but usually between 3 inches (75 mm)
and 9 inches (230 mm) high relative to the surface of the roadway or
gutter'' (R104.3). Examples of boarding platforms in the public right-
of-way include, but are not limited to, bus rapid transit stops or
streetcar stops where the boarding and alighting area is higher than
the standard curb height. This may include places where the stop is on
the sidewalk, but the sidewalk is raised higher than the standard curb
height.
Boarding platforms must be positioned to coordinate with vehicles
in accordance with DOT's applicable requirements in 49 CFR parts 37 and
38, which require the height of the vehicle floor and the platform to
be coordinated so as to minimize vertical and horizontal gaps. There is
no change to this requirement from the proposed rule.
The slope of boarding platforms measured parallel to the track or
street must be the same as the grade of the track or street, while the
slope of the boarding platform measured perpendicular to the track or
street must be 1:48 (2.1%) maximum. This is a change from the proposed
rule, which required the slope to be 2% maximum in each direction for
new construction. Upon consideration, the Board has concluded that
similar to boarding and alighting areas at street level, the slope of
boarding platforms measured parallel to the street or track must be the
same as the grade of the track or street even in new construction.
Boarding and alighting areas and boarding platforms must comply
with surface characteristics stated at R302.6 (R309.1.3.1). In new
construction on undeveloped land, boarding and alighting areas and
boarding platforms connect to pedestrian access routes in accordance
with R203.2. In alterations, boarding and alighting areas and boarding
platforms must connect to existing pedestrian circulation paths by
pedestrian access routes complying with R302 (R309.1.3.2). This
connection is required by R202.2 but also expressed here to ensure that
jurisdictions understand that any altered boarding and alighting areas
and boarding platforms must be connected to an existing pedestrian
circulation path. This requirement seeks to avoid a scenario in which a
person with a disability alights a transit vehicle but is then trapped
in the alighting area because there is no connection to a pedestrian
circulation path. In response to the NPRM, two individuals and a state
DOT commented in support of a connection requirement.
The Board acknowledges a comment from a national advocacy
organization for individuals who are blind or have low vision
requesting that the Board require all transit stops in new construction
to have boarding and alighting areas or boarding platforms that are at
least 6 inches higher than street level. The organization asserts that
such a requirement will minimize gaps between the vehicle and the
alighting area, minimize the slope of low-floor transit bus ramps when
extended, and prevent transit vehicles from encroaching into alighting
areas and possibly hitting a passenger. The Board is unaware of
research indicating that these are widespread problems for transit
riders with disabilities in jurisdictions where transit stops are
located at street-level. The Board thus declines to require a specific
height for transit stops.
Transit Shelters (R309.2)
Pedestrian access routes must connect transit shelters to boarding
and alighting areas or boarding platforms (R309.2.1). This requirement,
which appeared at NPRM R308.2 in the proposed rule, ensures that
persons with disabilities are able to access transit shelters. Transit
shelters must have a clear space complying with the technical
requirements at R404 entirely within the shelter (R309.2.2). This clear
space allows a person using a wheelchair sufficient space inside the
shelter to await the transit vehicle. Where seating is provided within
the shelter, the clear space must be located either at one end of a
seat or so as to not overlap the area within 18 inches (460 mm) from
the front edge of the seat to leave leg room for seating provided
within the shelter.
Any environmental controls provided within a transit shelter, such
as lights or heating, must be proximity actuated to ensure that persons
with disabilities can use them (R309.2.3). Protruding objects within
transit shelters must comply with technical requirements for protruding
objects at R402 to ensure that they are not hazards to persons who are
blind or have low vision (R309.2.4).
There are no substantive changes in the final rule for technical
requirements for transit shelters, although the provisions have been
restructured for clarity. In response to the proposed rule, a
disability rights advocacy organization requested that the Board add a
requirement for a wheelchair turning space. Two design firms also
commented on turning space, indicating that any required turning space
should be permitted to be partially outside the shelter. The Board
considered these comments and concluded that a requirement for turning
space is not necessary in light of the typical designs of transit
shelters, which would allow a person in a wheelchair to make a turn
either partially inside the shelter or directly outside.
The Board acknowledges a comment from a design firm requesting
technical criteria for benches. As stated above in the discussion of
street furniture (R209), the Board concurs that technical criteria for
benches, specifically back support and armrest requirements, would be
useful to ensure accessibility, but as the
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Board did not propose specific dimensions for accessible benches in the
proposed rule, the Board declines to add them now in the final rule.
The Board may consider technical criteria for benches in a future
rulemaking.
R310 On-Street Parking Spaces
In the proposed rule, technical requirements for accessible on-
street parking spaces were addressed at NPRM R309. There are few
substantive changes from the proposed requirements; however, in the
final rule, the provisions have been restructured for clarity.
Parallel On-Street Parking Spaces (R310.2)
In the proposed rule, the Board presented two sets of
specifications for accessible parallel on-street parking spaces:
specifications for wide sidewalks where the width of the adjacent
sidewalk or available right-of-way exceeds 14 feet (NPRM R309.2.1) and
specifications for narrow sidewalks, where the available sidewalk or
right-of-way is 14 feet or less.
In the final rule, the Board had restructured this section to
clarify that in new construction on undeveloped land, larger accessible
parallel on-street parking spaces are required. Specifically, in the
final rule, the default dimensions of accessible parallel on-street
parking spaces are 24 feet long minimum parallel to the sidewalk and 13
feet wide minimum perpendicular to the sidewalk (R310.2.1). The 13-foot
width accounts for the typical width of a parallel parking space plus
an additional five feet, which in the proposed rule was characterized
as an ``access aisle'' (NPRM R309.2.1). The 24-foot length accounts for
the 20-foot length of a typical parking space (the dimension that the
Board has used in R211 as a proxy to count unmarked parking spaces)
plus 48 inches that will allow a person exiting on the driver side of
the vehicle to access the connection to the pedestrian access route,
such as a curb ramp, on the passenger side of the vehicle.
In the final rule, the Board concurred with an individual commenter
who recommended that the Board provide total dimensions for the
accessible parallel space instead of dimensions for an additional
access aisle. The Board has observed in the implementation of the
proposed guidelines that some jurisdictions have marked the access
aisles, which creates confusion for both drivers and parking
enforcement officials as to whether a vehicle may be parked in the
access aisle. The point of the additional space of the access aisle
(now additional width in the final rule) is to allow the driver to
situate the vehicle anywhere within the full width of the space so that
a person with a disability may exit the vehicle on whichever side is
needed without exiting directly into a travelled way. Some persons with
disabilities will need space on the driver side of their vehicle,
outside of the travelled way, to transfer to a wheelchair.
The Board has provided two exceptions to the required dimensions
for accessible parallel on-street parking spaces that are applicable in
alterations. First, in Exception 1, the Board states that where
parallel on-street parking spaces are altered but the adjacent
pedestrian circulation path is not, any accessible parallel on-street
parking spaces provided may have the same dimensions as the adjacent
parallel on-street parking spaces if they are provided nearest the
crosswalk at the end of the block face or nearest a midblock crosswalk,
and a curb ramp or blended transition is provided serving the
crosswalk.
This exception clarifies that where a jurisdiction is not altering
a sidewalk, it need not alter the sidewalk solely to provide accessible
parallel on-street spaces with the prescribed dimensions of R310.2.1,
if they meet the conditions above. Rather, where, for example, the
parking lane is being repaved (altered), but the sidewalk will not be
altered, the jurisdiction is permitted to provide typically-sized,
accessible parking spaces if they are provided nearest a crosswalk at
the end of the block face or nearest a midblock crosswalk, and a curb
ramp or blended transition is provided serving the crosswalk. The
substantive content of this exception appeared at NPRM R309.2.1.1. The
language has been revised to clarify that that the spaces must be
provided nearest to a crosswalk where a curb ramp or blended transition
is provided, as was the intent of the proposed language requiring the
spaces to be located ``at the end of the block face.''
Exception 2 of section R310.2.1 of the final rule contains the
provision that appeared at NPRM R309.2.2, which relates to the
requirements for parallel parking adjacent to narrow sidewalks. Where
providing parallel on-street parking spaces with the dimensions
specified in R310.2.1 would result in an available right-of-way width
less than or equal to 9 feet (2.7 m), measured from the curb line to
the right-of-way line, the accessible parallel on-street parking spaces
may have the same dimensions as the adjacent parallel on-street parking
spaces if they are provided nearest a crosswalk at the end of the block
face or nearest a midblock crosswalk, and a curb ramp or blended
transition is provided serving the crosswalk. The language of this
provision has been edited to clarify that there must be a curb ramp or
blended transition present where the accessible spaces are located, as
was the intention in the proposed rule of requiring that they be
located ``at the end of the block face.'' In addition, in the final
rule, the Board has clarified that these accessible spaces may have the
same dimensions as the adjacent parallel on-street spaces.
As in the proposed rule, the Board limits the requirement for the
larger sized parking space to places where 9 full feet of available
right-of-way will remain. Nine feet of available right-of-way allows
for the required 48-inch clear width of the pedestrian access route and
an additional 5 feet for street furniture and building frontage.
Two local government commenters and one state DOT objected to the
requirement to locate typically-sized accessible parallel on-street
parking spaces nearest to curb ramps. They asserted that local programs
may locate spaces based on need or have requirements that the must be a
certain distance from an intersection. The Board acknowledges that in
the absence of Federal requirements, some state and local jurisdictions
have created their own specifications for the location of accessible
on-street spaces. However, to provide equity to persons with
disabilities with respect to their personal safety, the amount of time
that they spend in the roadway between their vehicle and the sidewalk
must be minimized. Thus, it is crucial that accessible spaces are
located nearest the crosswalk at the end of the block face or nearest
mid-block crosswalk with a curb ramp or blended transition serving the
crosswalk.
Each accessible parking space complying with the dimensions of
R310.2.1 must have an independent connection to a pedestrian access
route (R310.2.2). If there is a curb between the parking space and the
pedestrian access route, a curb ramp or blended transition complying
with R304 must be provided in accordance with R203.6.1.3 and R310.2.2;
however, a detectable warning surface is not required. Built-up curb
ramps within the parking space are not permitted. The clear area
requirement for a curb ramp directly serving a parking space complying
with the dimensions of R310.2.1 is satisfied within the additional
length of the space. Accessible spaces provided in accordance with the
exceptions to R310.2.1 must be connected to the curb ramp serving the
crosswalk by a
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pedestrian circulation path that complies with technical requirements
for surfaces at R302.6, except that changes in level are not permitted.
A state disability board requested that the rule specify slope and
cross slope for parking spaces. The Board considered this request, but
concluded that roadway design considerations preclude the Board from
specifying slope and cross slope for on-street parking. However, in the
final rule, the Board has added a provision requiring surfaces of
parking spaces to comply with technical specifications for surfaces at
R302.6, except that changes in level are not permitted (R310.2.3). As
indicated in the advisory at NPRM 309.1, accessible parking spaces
should be located where the street has the least crown and grade (and
close to key destinations).
A state DOT and a local government entity pointed out in response
to the proposed rule that the access aisle (now additional width) of a
parallel parking space does not benefit side lift and ramp users
because they typically deploy onto the sidewalk. In the final rule, the
Board has added a provision requiring that the center 50 percent of the
length of the sidewalk or other surface adjacent to accessible parking
spaces be free of obstructions (R310.2.4). This requirement will ensure
that there is an adjacent unobstructed area to accommodate deployment
of a lift or ramp.
In the final rule, the Board, concurring with a comment from an
association of accessibility professionals, also added a provision
clarifying the requirement for identification of accessible on-street
parking spaces with a sign bearing the International Symbol of
Accessibility installed 60 inches (1525 mm) minimum above the ground
measured to the bottom of the sign (R310.2.5).
Perpendicular Parking Spaces (R310.3)
In the final rule, the Board has split perpendicular and angled on-
street parking spaces into separate provisions, with an additional
common requirements provision applicable to both, to address a change
in the dimensions of the spaces and access aisles. In response to
comments expressing confusion as to the need for a 96-inch access aisle
for perpendicular and angled parking, the Board notes that the purpose
of the access aisle is to allow sufficient space between an accessible
vehicle and the next vehicle to deploy a ramp.
In R310.3.1 of the final rule, the Board has retained the proposed
requirement that perpendicular spaces have an adjacent 96-inch (2440
mm) minimum access aisle extending the full length of the space. The
Board has also retained the allowance that one access aisle may be
shared by two spaces, but has clarified that this is only permitted
where the front entry and rear entry parking are both allowed. Most
wheelchair vans that are equipped with a ramp deploy on the passenger
side. Thus, where a driver can park the vehicle such that the access
aisle is on the passenger side, regardless of which side of the space
the access aisle is located, it is appropriate that access aisle be
shared by two spaces.
Angled Parking Spaces (R310.4)
In the final rule, the Board has reallocated the total amount of
space anticipated for the angled parking space and access aisle as
follows. The Board has stated the width of accessible angled parking
spaces to 132 inches (3350 mm) and reduced the width of the access
aisle to 60 inches (1525 mm) (R310.4.1). The access aisle must extend
the full length of the parking space on the passenger side (R310.4.2).
Because most wheelchair vans equipped with a ramp deploy on the
passenger side, the Board requires that the access aisle be located on
that side of the vehicle. The larger parking space allows a driver
flexibility to situate the vehicle within the space so that a person
with a disability on either side of the vehicle will have sufficient
clearance to disembark. A person deploying a ramp on the passenger side
would pull in all the way to the left in the space, which would allow
the equivalent of the proposed 96-inch access aisle (see NPRM R309.3).
However, for a person with a disability exiting the vehicle on the
driver's side, the vehicle would be situated immediately adjacent to
the access aisle, which would allow an additional three feet of
clearance on the driver's side.
Common Requirements for Perpendicular and Angled Parking Spaces
(R310.5)
The following requirements apply to accessible perpendicular and
accessible angled on-street parking spaces. The access aisles must be
marked to discourage people from parking in them (R310.5.1). The access
aisles must be located at the same level as the parking space they
serve and cannot encroach on the traveled way (R310.5.2). These
requirements are substantively the same as those proposed at NPRM
R309.3.
In new construction on undeveloped land, access aisles must connect
to pedestrian access routes (R310.5.3); in alterations, the access
aisle may connect to an existing pedestrian circulation path in
accordance with R202.2 (R310.5.3 Exception 1). In the proposed rule,
this provision was entitled, ``Curb Ramps or Blended Transitions''
(NPRM R309.4). The Board has replaced this section with more precise
language requiring a connection to a pedestrian access route, as in
some areas there is no curb between the parking and the pedestrian
access route and thus, no curb ramp is needed. Where curb ramps are
used to make the connection, they must be provided in accordance with
R203.6.1.4 and must comply with the technical requirements for curb
ramps at R304 (R310.5.3); however, a detectable warning surface is not
required on a curb ramp or blended transition used exclusively to
connect on-street parking access aisles to pedestrian access
routes.\18\
---------------------------------------------------------------------------
\18\ The Board acknowledges an error in NPRM Figure R309.3
depicting a detectable warning surface on a curb ramp serving an
access aisle. Several commenters pointed out this error. The error
will be corrected in technical assistance materials made available
on the Access Board's website in support of the final rule.
---------------------------------------------------------------------------
Where curb ramps or blended transitions are used, they must not
reduce the required width or length of the access aisles or accessible
parking spaces (R310.5.3). This requirement clarifies a statement made
in the proposed rule that ``[c]urb ramps shall not be located within
the access aisle'' (NPRM R309.4), which a state DOT indicated was
unclear. The Board has observed jurisdictions install curb ramps within
an access aisle that obstruct the area intended for deployment of a
ramp. The connection to the pedestrian access route, which could be a
curb ramp, blended transition, or a section of pedestrian access route,
must be wholly outside the required dimensions of the access aisle. A
built-up curb ramp within the access aisle that reduces the required
dimensions or otherwise obstructs deployment of a ramp or lift is not
permitted.
Surfaces of parking spaces and access aisles serving them must
comply with technical requirements for surface characteristics at
R302.6, except that changes in level are not permitted (R310.5.4). A
state DOT, a local government entity, and an engineer commented on the
slope and cross slope characteristics of access aisles; however, the
Board neither proposed nor included in the final rule any slope or
cross slope requirements for on-street parking spaces or access aisles
due to roadway design considerations.
In the final rule, the Board, concurring with a comment from an
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association of accessibility professionals, has added a provision
clarifying the requirement for identification of accessible on-street
parking spaces with a sign bearing the International Symbol of
Accessibility installed 60 inches (1525 mm) minimum above the ground
measured to the bottom of the sign (R310.5.5).
Parking Meters and Parking Pay Stations (R310.6)
The operable parts of parking meters and parking pay stations that
serve accessible parking spaces must comply with technical requirements
for operable parts at R403. The clear space required by R403.2 shall be
located so that displays and information on parking meters and pay
stations are visible from a point located 40 inches (1015 mm) maximum
above the center of the clear space in front of the parking meter or
parking pay station.
The only change to the substantive requirements of this section
from the proposed rule is the elimination of NPRM 309.5.1 which
required that parking meters for parallel parking spaces be located at
the head or foot of the parking space. This requirement has been
superseded by R310.2.4, which requires the center 50 percent of the
length of each parking space to be free from obstructions. The
provision in the final rule more precisely accomplishes the goal of
ensuring that the area adjacent to a parallel parking space needed to
deploy a ramp will not be obstructed, while eliminating a concern
expressed by a commenter as to the uncertainty of where the ``head''
and ``foot'' of the parking space are located, and the concern
expressed by other commenters that the proposed language prescribed the
provision of parking meters even for jurisdictions where users of
accessible spaces do not pay for parking.
R311 Passenger Loading Zones
The substantive technical requirements for accessible passenger
loading zones differ minimally from the proposed requirements at NPRM
R310; however, in the final rule they have been reorganized for
clarity.
Accessible passenger loading zones must provide a vehicular pull-up
space that is 96 inches (2440 mm) wide minimum and 20 feet (6.1 m) long
minimum (R311.2). Vehicle pull-up spaces have adjacent access aisles
that are 60 inches (1525 mm) wide minimum extending the full length of
the vehicle pull-up space (R311.3). Two local government entities and
one individual commented that the dimensions specified do not account
for sidewalk widths or pedestrian volumes. The Board does not require
that accessible passenger loading zones be provided. In new
construction on undeveloped land, neither of the issues raised should
be a concern as the design would reflect these considerations. In
alterations, jurisdictions must comply with the applicable requirements
to the maximum extent feasible where existing physical constraints make
compliance with these requirements technically infeasible (see R202.3).
Access aisles must be at the same level as the vehicle pull-up
space they serve and must not encroach on the traveled way. In
alterations, where existing right-of-way precludes the installation of
an access aisle separate from the pedestrian access route and the
vehicle drop-off area is at-grade with the sidewalk, there may be
overlap between the pedestrian access route and the access aisle.
As with accessible parallel parking spaces, the Board has added a
requirement for accessible passenger loading zones that the center 50
percent of the adjacent sidewalk, or other surface, be free of
obstructions to ensure that there is room for a vehicle to deploy a
side lift or ramp.
Access aisle surfaces must be marked to discourage parking in them
(R311.3.2). Surfaces of vehicle pull-up spaces and the access aisles
serving them must comply with characteristics of surfaces specified at
R302.6; in the final rule the Board has clarified that changes in level
are not permitted (R311.4). Some commenters requested clarification
regarding the required slope and cross slope of accessible passenger
loading zones; however, the Board neither proposed nor included in the
final rule any slope or cross slope requirements for passenger loading
zones due to roadway design considerations.
Similar to the final requirements for accessible parking spaces,
the Board has replaced a proposed provision requiring curb ramps or
blended transitions to connect the access aisle to the pedestrian
access route (NPRM R310.3) with language simply requiring the
connection in consideration of places where there is no curb between
the passenger loading zone and the adjacent pedestrian access route
(R311.5). In alterations, the access aisle may connect to an existing
pedestrian circulation path in accordance with R202.2. Where curb ramps
and blended transitions are used, they must comply with technical
requirements for curb ramps, except that detectable warning surfaces
are not required on curb ramps and blended transitions used exclusively
to connect access aisles to pedestrian access routes. Curb ramps and
blended transitions also must not reduce the required width or length
of access aisles. A built-up curb ramp within the access aisle that
reduces the required dimensions or otherwise obstructs deployment of a
ramp or lift is not permitted.
E. Chapter 4: Supplemental Technical Requirements
Chapter 4 contains technical requirements that, as originally
proposed in the NPRM, were virtually the same as similarly titled
provisions in the 2004 ADA and ABA Accessibility Guidelines. In
response to public comments, and to improve the clarity of the final
rule text, several of these provisions have been revised to address the
public rights-of-way context more precisely. Consequently, the original
distinction between Chapter 3 and Chapter 4 of the PROWAG rule text,
where Chapter 3 was specific to PROWAG and Chapter 4 was taken almost
directly from the 2004 ADA and ABA Accessibility Guidelines, no longer
applies. However, as the proposed guidelines have been widely adopted
by state and local government entities, the Board has maintained the
two-chapter structure of the technical requirements to ease the
transition from the proposed guidelines to the final Guidelines.
R401 General
The supplemental technical requirements in Chapter 4 apply as
specified in the scoping provisions of Chapter 2 or where referenced by
another technical requirement in Chapter 3 or 4. These technical
requirements have been adapted specifically for pedestrian facilities
in the public right-of-way. In the final rule, the Board has replaced
the term ``finish surface,'' which is typically used to refer to an
interior surface, with ``walking surface'' or ``ground surface,'' which
are more appropriate in the rights-of-way context. Measurements are
taken from the top of the surface.
R402 Protruding Objects and Vertical Clearance
The name of this section, called ``Protruding Objects'' in the
proposed rule (NPRM R402) has been revised in the final rule to more
precisely reflect the content. There are many types of protrusions in
the public right-of-way, including but not limited to signs, awnings,
and landscaping. Landscaping protrusions in the public rights-of-way
are common and pose special challenges to pedestrians with
disabilities. For example, low hanging tree branches pose a hazard to
pedestrian who are
[[Page 53644]]
blind or have low vision. Overgrown shrubbery may impede a blind
pedestrian's ability to trail on the edge of a sidewalk or force a
pedestrian in a wheelchair hazardously close to the roadway. Thus, to
ensure equal access to public rights-of-way for persons with
disabilities, jurisdictions must take care to ensure that protrusions
do not exceed the specified limits, and that vertical clearance is
properly maintained.
Protrusion Limits (R402.2)
Objects with leading edges that are more than 27 inches (685 mm)
and less than 80 inches (2030 mm) above the walking surface cannot
protrude horizontally more than 4 inches (100 mm) into pedestrian
circulation paths. The text of this provision has been revised for
clarity, but the substantive requirement has not been changed from the
proposed provision, which was based on the 2004 ABA and ADA
Accessibility Guidelines. However, in the final rule, the Board has
added an exception that allows handrails to protrude 4.5 inches (115
mm) into a pedestrian circulation path to account for consistency with
the 2004 ABA and ADA Accessibility Guidelines. See 36 CFR part 1191,
Appx. D 307.2 Exception (allowing handrails to protrude 4.5 inches (115
mm)).
In response to the NPRM, one local government entity indicated that
the protrusion limits could affect landscaping requirements and
increase landscape trimming costs. The Board notes that it is common
practice for jurisdictions to manage and maintain the landscaping
abutting sidewalks and other pedestrian circulation paths; the final
rule's protrusion limits are unlikely to significantly affect those
costs.
Post-Mounted Objects (R402.3)
Post-mounted objects must be installed in compliance with these
technical requirements so they do not pose a hazard to persons who are
blind or have low vision. In the final rule, the Board has revised the
text of these provisions for clarity. The Board has also excepted the
sloping portion of handrails serving stairs and ramps from compliance
with R402.3.
Where objects mounted on a single post or pylon are more than 27
inches (685 mm) and less than 80 inches (2030 mm) above the walking
surface, the objects must not protrude more than 4 inches horizontally
into the pedestrian circulation path, as measured horizontally either
from the post or pylon or from the outside edge of the base if the base
is at least 2\1/2\ inches (64 mm) high (R402.3.2). A 2\1/2\ inch solid
base is cane detectable.
Where objects within a pedestrian circulation path are mounted
between posts or pylons and the clear distance between the posts or
pylons is greater than 12 inches (305 mm), the lowest edge of the
object must be 27 inches (685 mm) maximum above the walking surface
(low enough so that it is cane-detectable) or 80 inches (2030 mm)
minimum above the walking surface (high enough that someone could walk
under it) (R402.3.2). In the final rule, the Board has added an
exception allowing objects mounted on two or more posts or pylons that
do not comply with the above dimensions if a barrier with its lowest
edge at 27 inches maximum above the walking surface is provided. The
barrier is cane-detectable, and thus reduces the hazard.
Vertical Clearance (R402.4)
The vertical clearance of a pedestrian circulation path must be 80
inches high minimum. Where the vertical clearance is less than 80
inches, guards or other barriers must be provided to prohibit
pedestrian travel. This will prevent pedestrians from colliding with
objects overhead. The lowest edge of the guard or barrier must be no
higher than 27 inches above the walking surface to ensure that it is
cane detectable. These substantive requirements for vertical clearance
have not changed from those in the proposed rule, although they have
been revised for clarity. In addition, the Board has substituted the
word ``guard'' for ``guardrail,'' which has a different meaning in the
transportation context.
In response to the NPRM, the Board received comments from a
disability rights advocacy organization and an accessible design firm
requesting that the Board required vertical clearance of 96 inches to
account for sagging wet branches, awnings, and wires. The Board has
maintained the vertical clearance at 80 inches, which provides
sufficient head clearance for most people. As in the case of several of
PROWAG's technical requirements, some maintenance may be needed to
maintain compliance.
Required Clear Width (R402.5)
In the final rule, the Board has added a provision to clarify that
protruding objects may not reduce the clear width required for
pedestrian access routes, as specified at R302.2. That means, for
example, that an object mounted between posts cannot be placed in the
middle of a sidewalk, even if it complies with the requirements at
R402.3.2, if it obstructs the required clear width of the path.
R403 Operable Parts
An operable part is a component of an element used to insert or
withdraw objects, or to activate, deactivate, or adjust the element, or
interact with the element (R104.3). The technical requirements for
operable parts apply to operable parts on street furniture, fare
vending machines, other fixed elements at transit stops and shelters,
accessible pedestrian signals (pedestrian push buttons), parking meters
and parking pay stations that serve accessible parking spaces, and any
other fixed elements used by pedestrians. A clear space complying with
technical requirements at R404 must be provided at operable parts
(R403.2). Operable parts must be located within the reach ranges
specified in R406 (R403.3). There are no substantive changes to the
technical requirements for operable parts from what was proposed in the
NPRM; however, the Board updated the definition of ``operable part'' to
include a component of an element use to ``interact with the element''
(R104.3). This addition is designed to cover QR codes and any other
future markings that are intended to be scanned with a mobile device.
If a QR code or similar marking is provided on an element, that code or
marking must be within reach range, and clear space complying with R404
must be provided so that a person in a wheelchair can use it.
Operable parts must be operable with one hand and not require tight
grasping, pinching, or twisting of the wrist (R403.4). The force
required to activate operable parts may not exceed 5 pounds (22.2 N).
One local government entity objected to this requirement asserting that
products rated for exterior use have controls that likely require more
force than 5 pounds to operate. The Board is not aware of jurisdictions
having actual difficulties obtaining products that comply with this
requirement. Exterior environments on buildings and sites are also
subject to the same technical requirements for operable parts. 36 CFR
part 1191, Appx. B 205, Appx. C F205, Appx. D 309.
R404 Clear Spaces
Clear spaces are required at operable parts so that a person with a
wheelchair or other mobility aids (such as a walker or crutches) has
sufficient room and a stable surface to access an operable part. Clear
spaces are also provided adjacent or integral to benches so that a
person using a wheelchair may sit in proximity to a companion using the
bench. Two disability rights advocacy organizations requested in their
comments that the Board remove the advisory specifying
[[Page 53645]]
clear space is required at parking meters and parking pay stations
``that serve accessible parking spaces'' (NPRM Advisory R404.1),
because they believe that clear space should be provided at all parking
meters and pay stations. All advisories have been removed from the
final rule text; however, the Board also notes that with the addition
of R209.7 in the final rule, operable parts of all fixed elements,
which would include all parking meters and pay stations, must comply
with technical requirements for operable parts at R403.
Clear spaces are 30 inches (760 mm) minimum by 48 inches (1220 mm)
minimum (R404.3). Their surfaces must comply with technical
requirements for surface characteristics at R302.6 (R404.2). The slope
of a clear space must be 1:48 (2.1%) maximum in both directions
(R402.2). This is a change from the proposed rule, which required a
running slope consistent with the grade of the adjacent pedestrian
access route and a cross slope of 2 percent. The Board agreed with
commenters that minimizing the slope in both directions provides better
accessibility, particularly where both hands are needed for an operable
part, leaving a person without a hand to stabilize a manual wheelchair.
The Board has retained an exception where the grade of an adjacent
pedestrian access route conforms to the requirements of R302.4; in
those situations, the slope of the clear space may be consistent with
the slope of the pedestrian access route.
Two state DOTs and a regional association of engineers raised
concerns about the cross slope exceeding 2 percent in circumstances
where a pedestrian pushbutton for an accessible pedestrian signal is
adjacent to a curb ramp and the clear space then overlaps the curb
ramp. The Board notes that full compliance is expected for new
construction on undeveloped land, and that in alterations, where
existing physical constraints make compliance with applicable
requirements technically infeasible, compliance with these requirements
is required to the maximum extent feasible (see R202.3). The final rule
also allows pedestrian push buttons to be located up to 10 feet away
from the edge of curb to help avoid the scenario where clear space is
located on a curb ramp (see R307.4).
Clear spaces may include knee and toe clearance complying with R405
(R404.4.). Clear spaces are positioned either for a forward approach or
parallel approach (R404.5). In the final rule, the Board has clarified
the orientation of the clear space for each approach: the 30-inch side
is nearest to the element for a forward approach, and the 48-inch side
is nearest to the element for a parallel approach (R404.5).
Clear spaces must not be located on curb ramp runs or flares. One
fully unobstructed side of a clear space must adjoin a pedestrian
access route or another clear space (R404.6). If a clear space is
confined on all or part of three sides, additional maneuvering
clearance must be provided (R404.7). For a forward approach where the
depth of the confined space exceeds 24 inches measured perpendicular to
the element, the clear space and additional maneuvering clearance must
be 36 inches (915 mm) wide minimum (R404.7.1). The clear space and
additional maneuvering clearance must be 60 inches (1525 mm) wide
minimum for a parallel approach where the depth of the confined space
exceeds 15 inches.
R405 Knee and Toe Clearance
The technical requirements for knee and toe clearance apply where
space beneath an element is included as part of the clear space. These
technical requirements are virtually identical to those in the 2004 ABA
and ADA Accessibility Guidelines. The only change from the proposed
rule is that the Board added a clarifying provision at R405.2.4 stating
that space extending more than 6 inches (150 mm) beyond the available
knee clearance at 9 inches above the ground surface is not considered
toe clearance. The Board added this provision for consistency with
section 306.2.4 of the 2004 ABA and ADA Accessibility Guidelines.
R406 Reach Ranges
Technical requirements for reach ranges describe where an operable
part must be located so that a person using a wheelchair can reach it.
They also specify whether obstructions between the pedestrian and the
element with the operable part are permitted, and if so, to what
extent. The substantive requirements have not changed from the proposed
rule, but the text of the provisions has been edited for clarity.
For both forward and parallel approaches, the reach range extends
between 15 inches (380 mm) and 48 inches (1220 mm) above the ground
surface (R406.2). Where the clear space is configured solely for a
forward approach to an element, obstructions are not permitted between
the clear space and the element (R406.3.1). Where a clear space is
configured for a parallel approach to an element, an obstruction 10
inches (255 mm) deep maximum is permitted between the clear space and
the element (R406.3.2).
In response to comments from three state DOTs requesting that the
Board clarify the permitted height of an obstruction, in the final rule
the Board has stated that for clear spaces configured for a parallel
approach to an element, the permitted obstruction must be no more than
34 inches (865 mm) high (R406.3.2). This obstructed high reach limit is
consistent with that stated in section 308.3.2 of the 2004 ABA and ADA
Accessibility Guidelines.
Four state DOTs, three local government commenters, and an
engineering firm requested that an obstructed side reach up to 24
inches deep be allowed as is permitted in the 2004 ADA and ABA
Accessibility Guidelines. The Board declines to make this change, as
most operable parts placed in new construction in the public right-of-
way can be located so they are unobstructed. The Board notes that most
of the concerns expressed related to existing rights-of-way.
Alterations must comply with the applicable requirements to the maximum
extent feasible where existing physical constraints make compliance
with these requirements technically infeasible (R202.3). An engineering
firm expressed concern that the 10-inch obstruction depth limit would
present challenges for mounting push buttons within the specified reach
range. The Board notes that push button extensions, which are readily
available, mitigate this concern.
R407 Ramps
Ramps in the public right-of-way are used to provide access to a
pedestrian overpass or underpass, to the entrance of a building or
facility, and in instances where the grade of the sidewalk exceeds the
allowances specified at R302.4. In the final rule, the Board has
defined a ``ramp'' as a ``sloped walking surface with a running slope
steeper than 1:20 (5.0%) that accomplishes a change in level and is not
part of a pedestrian circulation path that follows the roadway grade. A
curb ramp is not a ramp'' (R104.3).
In addition, the Board has revised R407.1 to state that R407 does
not apply to curb ramps or pedestrian access routes following the grade
established for the adjacent street consistent with the requirements of
R302.4.1.
This definition and revisions to R407.1 address two repeated
concerns in the comments to the NPRM and in subsequent technical
assistance inquiries the Board has received since the NPRM was
published. First, the Board clarifies that ``curb ramps'' and ``ramps''
are different types of pedestrian facilities and have distinct
technical requirements. Two state DOTs, one local government entity, an
[[Page 53646]]
accessible design firm, and an association of accessibility
professionals requested that the Board clarify that R407 does not apply
to curb ramps. In the final rule, both ``ramp'' and ``curb ramp'' are
defined in R104.3. The technical requirements for curb ramps appear at
R304 in accordance with the scoping at R203.6. The technical
requirements for ramps appear at R407. Second, the Board clarifies that
pedestrian circulation paths that follow the street grade are not
ramps, even if they exceed a slope of 1:20 (5.0%) and thus do not
require compliance with R407 (see R302.4.1).
The running slope of a ramp run is 1:12 (8.3%) maximum (R407.2) and
the cross slope of a ramp run is 1:48 (2.1%) maximum (R407.3). In the
proposed rule, the Board had specified a minimum running slope of 5
percent, which was derived from the proposed maximum grade of a
pedestrian access route (NPRM R407.2). A state DOT requested that the
Board eliminate the minimum slope, and the Board concurred that stating
a minimum slope was contributing to the confusion as to the
applicability of the ramp technical requirements. Thus, the final rule
does not state a minimum running slope for ramp runs.
The clear width of a ramp run must be 48 inches (1220 mm) minimum,
and if handrails are provided, the clear width between handrails must
be 48 inches (1220 mm) minimum (R407.4). This is a departure from the
NPRM in which the Board proposed that the clear width of ramps be 36
inches minimum, consistent with the 2004 ADA and ABA Accessibility
Guidelines. Several commenters, including three state DOTs and a local
government entity, recommended that ramps have a minimum width of 48
inches, consistent with the rest of the pedestrian access route in the
public right-of-way. The Board concurred, but also provided an
exception allowing a minimum width between handrails of 36 inches (915
mm) for ramps that exclusively serve a building entrance.
The rise for any ramp run is 30 inches (760 mm) maximum (R407.5).
Landings must be provided at the top and bottom of each ramp run
(R407.6). Landing slopes must be 1:48 (2.1%) maximum parallel and
perpendicular to the ramp running slope. Landings are 60 inches (1525
mm) long minimum (R407.6.3) and as wide as the widest ramp run leading
to the landing (R407.6.2). Ramps that change direction between runs at
landings must have a clear landing 60 inches (1525 mm) minimum by 60
inches (1525 mm) minimum where the ramps change direction (R407.6.4). A
state DOT requested 48 inch (1220 mm) minimum landings; the Board
declines this suggestion as switchbacks require more space for
maneuvering. A state disability board requested that the Board clarify
that handrails cannot overlap the minimum clear dimensions of the
landing. The Board does not think this modification to the rule text is
needed, as R407.4 indicates that clear width is measured inside any
handrails.
Surfaces of ramp runs and landings comply with R302.6, except that
changes in level, are not permitted (R407.7). Ramp runs with a rise
greater than 6 inches (150 mm) must have handrails complying with R409
(R407.8).
Edge protection must be provided on each side of ramp runs and each
side of ramp landings, except those serving an adjoining ramp run,
stairway, or other pedestrian circulation path (R407.9). In the final
rule, this provision has been revised for clarity. There are two
options for edge protection. One is to extend the surface of the ramp
run or landing 12 inches (305 mm) minimum beyond the inside face of the
handrail (R407.9.1). The other is to provide a 4-inch (100 mm) high
curb or a barrier that prevents the passage of a 4-inch sphere
(R407.9.2). In the final rule, the Board has specified the minimum
height of the curb for clarity and consistency with guidance for the
2004 ABA and ADA Accessibility Guidelines. See U.S. Access Board, Guide
to ADA Accessibility Standards, ``Edge Protection'' available at
https://www.access-board.gov/ada/guides/chapter-4-ramps-and-curb-ramps/
(stating, ``Curbs if used must be at least 4'' high''). The Board
emphasizes that only one edge protection option is required; if a curb
or barrier is provided, the extended surface is not required.
R408 Stairs
Technical accessibility requirements for stairs are needed for
individuals with disabilities who are ambulatory and use stairs. For
example, a person who drags a foot may catch it on a nosing if it does
not comply with the requirements. For individuals who walk with
difficulty or have challenges with balance, it is often preferable to
use stairs rather than a ramp when both are provided as stairs may
represent a shorter distance to be traveled or a more even surface.
The final technical requirements for stairs in the public right-of-
way are almost identical to the requirements for stairs in the 2004 ADA
and ABA Accessibility Guidelines, and those proposed in the NPRM with
two exceptions. First, consistent with the requirements in the 2004 ADA
and ABA Accessibility Guidelines but different than the NPRM, the Board
has clarified at R408.4 that treads are permitted to have a slope of
1:48 (2.1%) maximum. Second, in response to a request from over 80
commenters, the Board has added a requirement for visual contrast on
stair treads and landings.
All steps on a flight of stairs must have uniform riser heights and
uniform tread depths (R408.2). Risers must be 4 inches (100 mm) high
minimum and 7 inches (180 mm) high maximum. Treads must be 11 inches
(280 mm) deep minimum. Two commenters requested that the Board permit
the bottom riser to be of varying height to accommodate the grade of
the sidewalk. The Board does not find that a modification to the rule
text is needed to account for this scenario. DOJ regulations
implementing accessibility requirements under Title II of the ADA state
that full compliance with the relevant accessibility requirements is
not required in the context of new construction where a public entity
can demonstrate that it is structurally impracticable to meet the
requirements. 28 CFR 35.151. In alterations, where compliance with a
requirement is technically infeasible, compliance is required to the
maximum extent feasible (see R202.3).
Open risers are not permitted (R408.3). Stair treads must comply
with technical requirements for surface characteristics at R302.6,
except that changes in level are not permitted (R408.4). However,
treads may have a slope not steeper than 1:48 (2.1%).
The radius of curvature at the leading edge of the tread must be
0.5 inches (13 mm) maximum (R408.5). If the nosing projects beyond the
riser, the underside of the leading edge of the nosing must be curved
or beveled. Risers are permitted to slope under the tread at an angle
of 30 degrees maximum from vertical. The nosing may project 1.5 inches
(38 mm) maximum over the tread below.
The leading edge of each step tread and top landing must be marked
by a 1-inch (25 mm) wide stripe (R408.6). The stripe must contrast
visually with the rest of the step tread or circulation path surface,
either light-on-dark or dark-on-light. In adopting a requirement for
contrast striping, the Board notes that a 1- to 2-inch stripe of
contrasting color (either dark-on-light or light-on dark) is required
by American National Standard (ANSI) through adoption of international
building codes (IBC) to help users distinguish each step.\19\ In
[[Page 53647]]
addition, the Access Board requires contrast striping on vehicle stairs
to assist individuals with low vision distinguish between steps. 36 CFR
part 1192, Appx. A T405.3. The Board has assessed the costs of contrast
striping on stairs and finds them reasonable with respect to the
accessibility for persons with low vision. FRIA at 109.
---------------------------------------------------------------------------
\19\ ``Accessible and Usable Buildings and Facilities,''
American National Standard (2009): 41, access from ANSI A117.1
(2009): Accessible and Usable Buildings and Facilities
(mzarchitects.com)
---------------------------------------------------------------------------
Stairs must have handrails complying with the technical
requirements for handrails at R409.
R409 Handrails
Wherever handrails are provided in the public right-of-way,
regardless of whether or not they are required, they must comply with
technical requirements for handrails. The Board received several
comments in response to the handrails technical requirements in the
NPRM asking the Board to clarify where handrails are required. Again,
handrails are required on ramps and stairs (R409.2); they are not
required on curb ramps or pedestrian circulation paths complying with
the grade requirements at R302.4. The Board added a statement to R409.1
clarifying that R409 does not apply to curb ramps.
The technical requirements for handrails in the final rule are
substantively the same as the technical requirements in the NPRM. The
Board provided clarification, described below, as to how jurisdictions
are to handle scenarios where handrail extensions would reduce the
clear width of a pedestrian access route (see R409.10).
Handrails must be continuous within the full length of each ramp
run or stair flight (R409.3). Inside handrails on switchback or dogleg
ramps and stairs must be continuous between ramp runs or stair flights.
The top of handrail gripping surfaces must be between 34 inches
(865 mm) and 38 inches (965 mm) above walking surfaces, ramp surfaces,
and stair nosings (R409.4). Handrails must be installed at a consistent
height. There must be at least 1.5 inches (38 mm) between the handrail
gripping surface and any other adjacent surface to allow sufficient
room to grip the handrail (R409.5).
Handrail gripping surfaces must be continuous along their length
and unobstructed along their tops and sides (R409.6). The bottoms of
handrail gripping surfaces must not be obstructed for more than 20
percent of their length. Any horizontal projections must be at least
1.5 inches (38 mm) below the bottom of the handrail gripping surface.
Handrail gripping surfaces' cross sections comply with either
R409.7.1 (circular) or R409.7.2 (non-circular). Where expansion joints
are necessary for large spans of handrails, the expansion joint cross
section may be smaller than the specified cross section diameters for
sections no more than 1 inch (25 mm) long. Handrail gripping surfaces
with a circular cross section must have an outside diameter of 1.25
inches (32 mm) minimum and 2 inches (51 mm) maximum (R409.7.1).
Handrail gripping surfaces with a non-circular cross section must have
a perimeter dimension of 4 inches (100 mm) minimum and 6.25 inches (160
mm) maximum, and a cross-section dimension of 2.25 inches (57 mm)
maximum (R409.7.2). Handrail gripping surfaces and any surfaces
adjacent must not be sharp or abrasive and must have rounded edges
(R409.8).
Handrails must not rotate within their fittings; however, where
expansion joints are necessary for large spans of handrails, the
expansion joint may rotate in its fitting (R409.9).
Handrail gripping surfaces must extend beyond and in the same
direction of ramp runs and stair flights in accordance with R409.10. In
response to a comment from a state DOT requesting clarity on the
requirement for handrail extensions where they would protrude into a
pedestrian circulation path, the Board has clarified that in new
construction on undeveloped land, handrails must not extend into a
roadway or pedestrian circulation path. However, in alterations, if
handrail extensions complying with R409.10 would reduce the clear width
of a pedestrian access route, they shall extend as far as possible
without reducing the clear width. Extensions are not required for
continuous handrails at the inside turn of switchback or dogleg ramps
and stairs.
The required extensions are as follows. Ramp handrails must extend
horizontally above the landing for 12 inches (305 mm) minimum beyond
the top and bottom of ramp runs (R409.10.1). Extensions must either
return to a wall, guard, or the landing surface, or be continuous to
the handrail of an adjacent ramp run. At the top of a stair flight,
handrails must extend horizontally above the landing for 12 inches (305
mm) minimum beginning directly above the first riser nosing
(R409.10.2). Extensions must either return to a wall, guard, or the
landing surface, or be continuous to the handrail of an adjacent stair
flight.
At the bottom of a stair flight, handrails must extend at the slope
of the stair flight for a horizontal distance at least equal to one
tread depth beyond the last riser nosing (R409.10.3). Extensions must
either return to a wall, guard, or the landing surface, or be
continuous to the handrail of an adjacent stair flight.
R410 Visual Characters on Signs
Technical requirements for pedestrian signs provide accessibility
to pedestrians with low vision. As stated in the scoping at R208, all
signs on shared use paths and all other signs in the public right-of-
way intended for pedestrians other than those explicitly excepted are
required to comply with the technical requirements. The Board notes, in
response to a local government comment, that a noncompliant sign
accompanied by a compliant sign does not meet the requirements. All
signs covered by the scoping must comply with the technical
requirements.
The only change to the final technical requirements for signs from
the proposed provisions is that the Board has relocated the requirement
for height to the end of the section as a more logical placement. The
technical requirements for visual characters on signs are substantively
identical to the character requirements in the 2004 ADA and ABA
Accessibility Guidelines. 36 CFR part 1191, Appx. D 703.
Characters and their background must have a non-glare finish
(R410.2), contrast with their background (R410.2), and be conventional
in form (R410.4). Characters may be uppercase or lowercase or a
combination of both (R410.3).
Characters must be selected from fonts where the width of the
uppercase letter ``O'' is 55 percent minimum and 110 percent maximum of
the height of the uppercase letter ``I'' (R410.5). Minimum character
heights are specified in Table R410.6. The viewing distance is measured
as the horizontal distance between the character and an obstruction
preventing further approach towards the sign (R410.6). Character height
is based on the uppercase letter ``I''.
Stroke thickness (R410.7), character spacing (R410.8), and line
spacing (R410.9) are specified. Visual characters must be at least 40
inches (1015 mm) above the ground surface.
411 International Symbol of Accessibility
The International Symbol of Accessibility (ISA) is provided as a
figure. Wherever the ISA is used, it must have a non-glare finish and
contrast with its background. In the final rule, this provision has
been slightly restructured, but there are no
[[Page 53648]]
substantive changes from the proposed requirements.
VII. Regulatory Process Matters
A. Regulatory Planning and Review (Executive Orders 12866 and 13563)
The Office of Management and Budget has reviewed this final rule
pursuant to E.O. 12866, 58 FR 51735 (Sept. 30, 1993), Principles of
Regulations, and E.O. 13563, 76 FR 3821, (Jan. 21, 2011), Improving
Regulation and Regulatory Review.
The USDOT Volpe Center prepared the final regulatory impact
analysis (FRIA) on behalf of the Access Board. The FRIA is available on
the Access Board's website at www.access-board.gov and in the
regulatory docket at www.regulations.gov. The FRIA estimates the annual
costs of PROWAG, and describes the significant benefits, some of which
are quantifiable. While the benefits of regulations that ensure civil
rights cannot be fully quantified and monetized, according to the Volpe
Center's estimates, the monetizable benefits of this final rule far
outweigh the costs. The Board concludes that consistent with E.O.
13563, the benefits of this final rule, (quantitative and qualitative)
justify the costs.
Pursuant to E.O. 13563, the Volpe Center has used ``the best
available techniques to quantify anticipated present and future
benefits and costs as accurately as possible''; however, the final rule
and the underlying statutes create many important benefits that, in the
words of E.O. 13563, stem from ``values that are difficult or
impossible to quantify.'' In addition to considering the rule's
quantitative effects, the Board has considered the rule's qualitative
effects.
Executive Order 13563 states that in making a reasoned
determination that a regulation's benefits justify its costs, ``each
agency may consider and (discuss qualitatively) values that are
difficult or impossible to quantify, including equity, human dignity,
fairness, and distributive impacts.'' The proposed guidelines promote
important societal values that are difficult or impossible to quantify.
When enacting the ADA, Congress found ``the discriminatory effects of
architectural, transportation, and communication barriers'' to be a
continuing problem that ``denies people with disabilities the
opportunity to compete on an equal basis and to pursue those
opportunities for which our free society is justifiably famous, and
costs the United States billions of dollars in unnecessary expenses
resulting from dependency and nonproductivity.'' 42 U.S.C. 12101(a)(5)
and (9).
Congress declared that ``the Nation's proper goals regarding
individuals with disabilities are to assure equality of opportunity,
full participation, independent living, and economic self-
sufficiency.'' 42 U.S.C. 12101(a)(8). This final rule promotes the
goals declared by Congress by eliminating the discriminatory effects of
architectural, transportation, and communication barriers in the design
and construction of pedestrian facilities in the public right-of-way.
The proposed guidelines are also important to achieving the benefits of
the other parts of the Americans with Disabilities Act. As the House
Report for the Americans with Disabilities Act stated, ``[t]he
employment, transportation, and public accommodation sections . . .
would be meaningless if people who use wheelchairs were not afforded
the opportunity to travel on and between the streets.'' H.R. 485, 101st
Cong., 2d Sess. 84 (1990).
In the FRIA, the Volpe Center provides benefits and costs
calculated relative to a no-action baseline, which represents a
continuation of existing state and local design standards and
construction practices. The details of the baseline vary significantly
across PROWAG provisions, because in some areas existing practices
align fairly closely with PROWAG, while in other cases there are larger
differences.
The FRIA describes the methodology used to calculate compliance
costs and associated benefits, including data sources, key input values
and assumptions, calculation methods, and information on potential
limitations and sources of uncertainty. This methodology is then
applied to estimate the costs and benefits of major PROWAG provisions
on a lifecycle basis, relative to a no-action baseline.
The below summarizes the quantified cost and benefit estimates. The
FRIA also presents a discussion of potential compliance costs for
pedestrian overpasses and underpasses; sidewalk dimensions and
materials; handrails; public street toilets; transit stops and
shelters; and alternate pedestrian access routes. However, these are
not listed in the summary table because they are expected to have
little to no overall cost impact relative to the baseline. Similarly, a
number of other benefits were identified that could not be monetized
using the available data.
As the relevant analysis time periods can vary by provision, the
costs and benefits have been converted to annualized equivalents (using
3% and 7% discount rates) to ease comparisons. As the figures indicate,
estimated monetized benefits exceed estimated compliance costs by a
considerable margin. However, some of the most important benefits of
this rule, in the form of equal access to public facilities, personal
freedom and independence, and the elimination of accessibility barriers
to mobility, are not quantified due to the inherent difficulty in
monetizing such impacts.
Summary of Estimated Benefits and Costs
----------------------------------------------------------------------------------------------------------------
Annualized cost/ Annualized cost/
benefit ($ benefit ($
PROWAG provision millions, 7% millions, 3% Time period
discounting to discounting to analyzed (years)
2021 base year) 2021 base year)
----------------------------------------------------------------------------------------------------------------
Detectable Warning..................................... $1.0 $1.0 50
On-Street Parking...................................... 11.4 17.0 20
Passenger Loading Zones................................ 1.4 1.4 20
Accessible Pedestrian Signals.......................... 98.8 103.6 25
Shared-Use Paths....................................... 43.9 60.0 15
Pedestrian Overpasses and Underpasses.................. 0.0 0.0 30
Sidewalk Width......................................... 0.0 0.0 50
Roundabouts--Crossings................................. 12.6 16.9 25
Roundabouts--Edge Detection............................ 2.4 2.8 50
Curb Ramps............................................. 22.0 30.6 20
Stair Visual Contrast.................................. 0.1 0.1 50
Crosswalk Cross Slope.................................. 3.0 3.1 25
--------------------------------------------------------
[[Page 53649]]
Total Costs........................................ 196.7 236.5 .................
----------------------------------------------------------------------------------------------------------------
Accessible Pedestrian Signals: Mobility Component...... 68.9 83.5 25
Roundabouts: Safety Component.......................... 0.1 0.1 25
On-Street Parking: Mobility Component.................. 928.0 1,083.6 20
Multiple Provisions: New Trips Value................... 14,479.3 19,575.3 30
Multiple Provisions: Health Benefit.................... 0.03 0.04 30
--------------------------------------------------------
Total Benefits..................................... 15,476.3 20,742.5 .................
----------------------------------------------------------------------------------------------------------------
B. Regulatory Flexibility Act
The impacts of the proposed guidelines on small governmental
jurisdictions with a population of less than 50,000 are discussed
below. This information is required by the Regulatory Flexibility Act
(5 U.S.C. 603).
1. Statement of the Need for, and Objectives of, the Rule
The Access Board's current accessibility guidelines, the 2004 ADA
and ABA Accessibility Guidelines, were developed primarily for
buildings and facilities on sites. Some of the requirements in the 2004
ADA and ABA Accessibility Guidelines can be readily applied to
pedestrian facilities in the public right-of-way, but other
requirements are developed specifically for pedestrian facilities in
the public right-of-way and address conditions and constraints that
exist in the public right-of-way.
The Access Board is required to issue accessibility guidelines by
the Americans with Disabilities Act (ADA) (42 U.S.C. 12204) and Section
502 of the Rehabilitation Act (29 U.S.C. 792) to ensure that newly
constructed and altered facilities are readily accessible to and usable
by pedestrians with disabilities.
2. Statement of Significant Issues Raised by Public Comments in
Response to the Initial Regulatory Flexibility Analysis
The NPRM received 14 comments from entities considered ``small'',
i.e., government entities with a population under 50,000. In these
comments, the most common concern was about the cost of APS, although
in at least some instances this was due to a misunderstanding that the
final rule requires retrofitting equipment, which is not the case. This
final rule applies only to new construction and alterations.
Other comments asked clarifying questions about definitions and the
applicability of the proposed rule, and one commentor explicitly
supported the proposed rule in its entirety.
The Access Board carefully considered all comments, including those
from small government entities, and revised the final rule in light of
those comments. No changes were made, however, that solely affect small
government entities.
3. Response of the Agency to Any Comments Filed by the Chief Counsel
for Advocacy of the Small Business Administration in Response to the
Proposed Rule
No comments were filed by the Chief Counsel for Advocacy of the
Small Business Administration in response to the proposed rule.
4. Small Governmental Jurisdictions Affected by Proposed Accessibility
Guidelines
The number of small governmental jurisdictions with a population
less than 50,000 affected by the proposed guidelines is shown in the
table below.\20\ The total number of jurisdictions with populations
under 50,000 is 36,931.
---------------------------------------------------------------------------
\20\ Source: U.S. Census Bureau 2017 Census of Governments
available at: https://www.census.gov/data/tables/2017/econ/gus/2017-governments.html.
----------------------------------------------------------------------------------------------------------------
Population Population
Governmental jurisdictions Population 10,000 to 25,000 to
under 10,000 24,999 49,999
----------------------------------------------------------------------------------------------------------------
County.......................................................... 687 807 611
Municipal....................................................... 16,432 1,559 738
Town or Township................................................ 14,997 784 316
-----------------------------------------------
Total....................................................... 32,206 3,150 1,665
----------------------------------------------------------------------------------------------------------------
More than 65 percent of municipal governments (12,701) and almost
75 percent of towns and townships (12,062) have a population of less
than 2,500. Many of these small governmental jurisdictions are located
in rural areas, which generally do not construct pedestrian
transportation networks (e.g., sidewalks, pedestrian street crossings,
and pedestrian signals).
In addition, some jurisdictions do not have full responsibility for
all rights-of-way within their town or county boundaries, and
accordingly would only be affected by this final rule with respect to
the right-of-way that is in their purview. For example, in Delaware,
North Carolina, and West Virginia, the State DOT is responsible for the
management of roadways, which means that small governmental
jurisdictions in these states \21\ are less likely to be burdened by
the final rule, as the State DOTs may be primarily
[[Page 53650]]
responsible for the affected infrastructure.
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\21\ There are 90 counties and 821 municipal governments with
population under 50,000 per U.S. Census data in these three states.
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5. Compliance Requirements
The public rights-of-way accessibility guidelines address the
design, construction, and alteration of pedestrian facilities in the
public right-of-way, including sidewalks, crosswalks, pedestrian
overpasses and underpasses, curb ramps and blended transitions at
crosswalks, pedestrian signals, street furniture (i.e., drinking
fountains, public toilet facilities, tables, counters, and benches),
pedestrian signs, transit stops and transit shelters for buses and
light rail vehicles, on-street parking that is marked or metered, and
passenger loading zones. The Section-by-Section Analysis of the
preamble describes the proposed accessibility guidelines. Compliance
with the proposed accessibility guidelines is not mandatory until they
are adopted, with or without additions and modifications, as
accessibility standards by other Federal agencies. There are no
reporting or recordkeeping requirements.
6. Significant Alternatives Which Minimize Any Significant Economic
Impacts on Small Entities
The regulatory assessment analyzes the following five requirements
in the final rule that will have more than minimal impacts on state and
local transportation departments:
Accessible pedestrian signals and pedestrian pushbuttons
required when pedestrian signals are newly installed or altered at
signalized intersections. Accessible pedestrian signals and pedestrian
pushbuttons communicate the information about the WALK and DON'T WALK
intervals at signalized intersections in non-visual formats (i.e.,
audible tones and vibrotactile surfaces) to pedestrians who are blind
or have low vision.
Pedestrian activated signals or raised crossings at
roundabouts with pedestrian street crossings. A roundabout is a
circular intersection with yield control at entry, which permits a
vehicle on the circulatory roadway to proceed, and with deflection of
the approaching vehicle counter-clockwise around a central island.
Pedestrian activated signals or raised crossings are required at
roundabouts with pedestrian street crossings to facilitate crossing by
pedestrians who are blind or have low vision. Some small governmental
jurisdictions with a population less than 50,000 do construct
roundabouts, and accordingly may be affected by this requirement,
although they may only construct a small number of roundabouts.
Accessible shared use paths located in the public right-
of-way. The shared use paths requirements that are likely to impose
costs include those related to detectable warning surfaces, grade, and
trail surface. The existing data suggests that shared use paths in
small governmental jurisdictions are not necessarily any more or less
compliant than all shared use paths in the U.S., suggesting that this
will be an area of costs for small jurisdictions in line with the
overall prevalence of shared use paths.
One curb ramp per street crossing provided at each corner
of intersections. Existing guidelines allow for a single diagonal curb
ramp serving street crossings; however, the final rule will require two
parallel or perpendicular curb ramps. There is no requirement where no
pedestrian crossing exists.
On-street parking must meet minimum thresholds for the
number of accessible spaces per block perimeter or other location. On-
street parking is typically found along the curbside in retail, office,
and mixed-use areas, but it is unknown how common this type of parking
is in small governmental jurisdictions.
There are no significant alternatives that will minimize any
significant impacts of these requirements on small governmental
jurisdictions and achieve the objectives of the ADA, Section 504 of the
Rehabilitation Act, and the ABA to eliminate the discriminatory effects
of architectural, transportation, and communication barriers in the
design and construction of pedestrian facilities in the public right-
of-way.
C. Unfunded Mandates Reform Act
The Unfunded Mandates Reform Act does not apply to legislative or
regulatory provisions that establish or enforce any ``statutory rights
that prohibit discrimination on the basis of race, color, religion,
sex, national origin, age, handicap, or disability.'' 2 U.S.C. 658a.
Accordingly, it does not apply to this rulemaking.
D. Paperwork Reduction Act
This regulation contains no information collection requirements
subject to review by the Office of Management and Budget under the
Paperwork Reduction Act. See 44 U.S.C. 3501, et seq.
E. Congressional Review Act
To the extent this rule is subject to the Congressional Review Act,
the Access Board has complied with its requirements by submitting this
final rule to Congress and the Government Accountability Office prior
to publication in the Federal Register.
F. Federalism (Executive Order 13132)
The proposed rule adheres to the fundamental federalism principles
and policy making criteria in Executive Order 13132. The portion of
this rule applicable to state and local governments is issued under the
authority of the Americans with Disabilities Act, civil rights
legislation that was enacted by Congress pursuant to its authority to
enforce the Fourteenth Amendment to the U.S. Constitution and to
regulate commerce. The Americans with Disabilities Act was enacted ``to
provide a clear and comprehensive national mandate for the elimination
of discrimination against individuals with disabilities.'' 42 U.S.C.
12101(b)(1). The Americans with Disabilities Act recognizes the
authority of State and local governments to enact and enforce laws that
``provide for greater or equal protection for the rights of individuals
with disabilities than are afforded by this chapter.'' 42 U.S.C.
12201(b). This rule is based largely on the recommendations of a
Federal advisory committee which included representatives of state and
local governments. The Access Board made drafts of the proposed rule
available for public review and comment. State and local governments
provided comments on the drafts of the proposed rule.
List of Subjects in 36 CFR Part 1190
Buildings and facilities, Civil rights, Federal buildings and
facilities, Highways and roads, Individuals with disabilities, Parking,
Rights-of-way, Transportation.
Approved by vote of the Access Board on March 15, 2023.
Christopher Kuczynski,
General Counsel.
0
Accordingly, for the reasons set forth in the preamble, the Access
Board adds 36 CFR part 1190 to read as follows:
PART 1190--ACCESSIBILITY GUIDELINES FOR PEDESTRIAN FACILITIES IN
THE PUBLIC RIGHT-OF-WAY
Sec.
1190.1 Accessibility Guidelines.
Appendix to Part 1190--Accessibility Guidelines for Pedestrian
Facilities in the Public Right-of-Way
Authority: 29 U.S.C. 792; 42 U.S.C. 12204; 42 U.S.C. 4151 et
seq.
Sec. 1190.1 Accessibility Guidelines.
The accessibility guidelines for pedestrian facilities in the
public right-
[[Page 53651]]
of-way are set forth in the appendix to this part. When the guidelines
are adopted, with or without additions and modifications, as
accessibility standards in regulations issued by other Federal agencies
implementing the Americans with Disabilities Act, Section 504 of the
Rehabilitation Act, and the Architectural Barriers Act, compliance with
the accessibility standards is mandatory.
Appendix to Part 1190--Accessibility Guidelines for Pedestrian
Facilities in the Public Right-of-Way
Chapter 1: Application and Administration
R101 Purpose and Application
R101.1 Purpose. These guidelines contain scoping and technical
requirements to ensure that pedestrian facilities located in the
public right-of-way (including a public right-of-way that forms the
boundary of a site or that lies within a site bounded by a property
line), are readily accessible to and usable by pedestrians with
disabilities.
R101.2 Application to ADA-Covered Facilities. These guidelines
apply to pedestrian facilities in public rights-of-way to the extent
required by regulations issued by Federal agencies under the
Americans with Disabilities Act of 1990, as amended (42 U.S.C. 12101
et seq.) (ADA).
R101.3 Application to ABA-Covered Facilities. These guidelines
apply to pedestrian facilities in public rights-of-way to the extent
required by regulations issued by Federal agencies under the
Architectural Barriers Act of 1968 (42 U.S.C. 4151 et seq.) (ABA).
R101.4 Effect on Existing Pedestrian Facilities. These
guidelines do not address existing pedestrian facilities unless the
pedestrian facilities are altered at the discretion of a covered
entity. The Department of Justice has authority over existing
facilities that are subject to the requirement for program access
under title II of the ADA. Any determination that this document
applies to existing facilities subject to the program access
requirement is solely within the discretion of the Department of
Justice and is effective only to the extent required by regulations
issued by the Department of Justice.
R102 Deviations From These Guidelines
R102.1 ADA-Covered Facilities and Equivalent Facilitation. The
use of alternative designs, products, or technologies that result in
substantially equivalent or greater accessibility and usability than
the requirements in these guidelines shall be permitted for
pedestrian facilities in the public right-of-way subject to the ADA.
R102.2 ABA-Covered Facilities and Waivers or Modifications.
Equivalent facilitation is not permitted for pedestrian facilities
in the public right-of-way subject to the ABA. The ABA authorizes
the Administrator of the General Services Administration, the
Secretary of the Department of Housing and Urban Development, the
Secretary of the Department of Defense, and the United States Postal
Service to modify or waive the accessibility standards for buildings
and facilities covered by the ABA on a case-by-case basis, upon
application made by the head of the department, agency, or
instrumentality of the United States concerned and upon a
determination that the waiver is clearly necessary. Pursuant to
Section 502(b)(1) of the Rehabilitation Act of 1973, 29 U.S.C.
792(b), the Access Board shall ensure that modifications and waivers
are based on findings of fact and are not inconsistent with the ABA.
R103 Conventions
R103.1 Conventional Industry Tolerances. All dimensions are
subject to conventional industry tolerances except where
requirements are stated as a range with specific minimum or maximum
endpoints.
R103.2 Calculation of Percentages. Where the required number of
elements or facilities to be provided is determined by calculations
of ratios or percentages and remainders or fractions result, the
next greater whole number of such elements or facilities shall be
provided.
R103.3 Units of Measurement. Measurements are stated in U.S.
customary units and metric units. The values stated in each system
(U.S. customary units and metric units) may not be exact
equivalents, and each system shall be used independently of the
other. Slopes are expressed in terms of both ratios and percentages.
Ratios and percentages may not be exact equivalents, and each shall
be used independently of the other.
R104 Definitions
R104.1 Undefined Terms. Terms that are not defined in R104.3 or
in regulations issued by the Department of Justice and the
Department of Transportation under the ADA, the four standard
setting agencies under the ABA or other Federal agencies that adopt
these guidelines as accessibility standards shall be given their
ordinarily accepted meaning in the sense that the context implies.
R104.2 Interchangeability. Words, terms, and phrases used in the
singular include the plural and those used in the plural include the
singular.
R104.3 Defined Terms. For the purpose of these guidelines, the
following terms have the indicated meaning:
Accessible. A pedestrian facility or element in the public
right-of-way that complies with these guidelines.
Accessible Pedestrian Signal. A device that communicates
information about pedestrian signal timing in non-visual formats
such as audible tones or speech messages, and vibrating surfaces.
Alteration or altered. A change to or an addition of a
pedestrian facility in an existing, developed public right-of-way
that affects or could affect pedestrian access, circulation, or
usability.
Blended Transition. A wraparound connection at a corner, or a
flush connection where there is no curb to cut through, other than a
curb ramp.
Block Perimeter. The near side of the streets surrounding a
block. For example, on a square block bounded by Main Street to the
south, Pine Street to the north, 1st Street to the east, and 2nd
Street to the west, the block perimeter includes the north side of
Main Street, the south side of Pine Street, the west side of 1st
Street, and the east side of 2nd Street.
Boarding Platform. A platform raised above standard curb height
used for transit vehicle boarding and alighting.
Building. Any structure used or intended for supporting or
sheltering any use or occupancy.
Crosswalk. That part of a roadway that is located at an
intersection included within the connections of the lateral lines of
the pedestrian circulation paths on opposite sides of the highway
measured from the curbs, or in the absence of curbs, from the edges
of the traversable roadway, and in the absence of a pedestrian
circulation path on one side of the roadway, the part of a roadway
included within the extension of the lateral lines of the pedestrian
circulation path at right angles to the center line; or at any
portion of a roadway at an intersection or elsewhere distinctly
indicated as a pedestrian crossing by pavement marking lines on the
surface. Crosswalks at intersections may be marked or unmarked.
Cross Slope. The slope that is perpendicular to the direction of
pedestrian travel.
Curb. A raised feature along the side of a street that
delineates the edge of the roadway or pedestrian circulation path.
Curb Line. A line at the face of the curb that marks the
transition between the curb and the gutter or street.
Curb Ramp. A sloped connection that is cut through or built up
to a curb. Curb ramps may be perpendicular or parallel to the curb
or to the street they serve or be a combination thereof.
Detectable Warning Surface. A standardized surface feature built
in or applied to pedestrian circulation paths and other pedestrian
facilities to warn of hazards.
Developed. Containing buildings, pedestrian facilities,
roadways, utilities, or elements.
Element. An architectural or mechanical component of a building,
pedestrian facility, space, site, or public right-of-way.
Grade. See Running slope.
Grade Break. The line where two surface planes with different
running slopes meet.
Highway. A general term denoting a public way for purposes of
vehicular travel, including the entire area within the public right-
of-way.
Median. The area between two roadways of a divided highway
measured from edge of traveled way to edge of traveled way. The
median excludes turn lanes. The median width might be different
between intersections, interchanges, and at opposite approaches of
the same intersection.
Operable Part. A component of an element used to insert or
withdraw objects, or to activate, deactivate, or adjust the element,
or to interact with the element.
Parallel Curb Ramp. A curb ramp with a running slope that is
parallel to the curb or street it serves.
Passenger Loading Zone. An area that is specifically designed or
designated for
[[Page 53652]]
loading and unloading passengers, but that does not primarily serve
vehicles on a fixed or scheduled route.
Pedestrian. A person on foot, travelling by wheelchair or other
mobility device, on skates, or on a skateboard.
Pedestrian Access Route. An accessible, continuous, and
unobstructed path of travel for use by pedestrians with disabilities
within a pedestrian circulation path.
Pedestrian Activated Warning Devices. Devices that are installed
in conjunction with a warning sign and are activated to alert
vehicle operators to the presence of a pedestrian, such as
rectangular rapid flashing beacons.
Pedestrian Change Interval. An interval during which the
flashing upraised hand (symbolizing ``don't walk'') signal
indication is displayed.
Pedestrian Circulation Path. A prepared exterior or interior
surface provided for pedestrian use in the public right-of-way.
Pedestrian Facility. A structure, route, or space for pedestrian
circulation or use located in the public right-of-way.
Pedestrian Hybrid Beacon. A special type of hybrid beacon used
to warn and control traffic at an unsignalized location to assist
pedestrians in crossing a street at a marked crosswalk.
Pedestrian Refuge Island. A defined area 72 inches (1828 mm)
long minimum in the direction of pedestrian travel located between
traffic lanes for pedestrian refuge within a median, splitter
island, or channelizing island.
Pedestrian Signal Head. A device containing the walking person
symbol (symbolizing ``walk'') and the upraised hand symbol
(symbolizing ``don't walk''), that is installed to direct pedestrian
traffic at a crosswalk.
Perpendicular Curb Ramp. A curb ramp with a running slope that
is perpendicular to the curb or the street it serves.
Public Right-of-Way. Public land acquired for or dedicated to
transportation purposes, or other land where there is a legally
established right for use by the public for transportation purposes.
Push Button. A button to activate a device or signal timing for
pedestrians, bicyclists, or others crossing a roadway.
Push Button Locator Tone. A repeating sound that informs
approaching pedestrians that a push button exists to actuate
pedestrian timing or receive additional information and that enables
pedestrians who are blind or have low vision to locate the push
button.
Qualified Historic Building or Facility. A building or facility
that is listed in or eligible for listing in the National Register
of Historic Places or designated as historic under an appropriate
state or local law.
Ramp. A sloped walking surface with a running slope steeper than
1:20 (5.0%) that accomplishes a change in level and is not part of a
pedestrian circulation path that follows the roadway grade. A curb
ramp is not a ramp.
Roadway. That portion of a highway improved, designed, or
ordinarily used for vehicular travel and parking lanes, but
exclusive of the sidewalk, berm, or shoulder.
Roundabout. A circular intersection with yield control at entry,
which permits a vehicle on a circular roadway to proceed, and with
deflection of the approaching vehicle counterclockwise around a
central island.
Running Slope. The slope that is parallel to the direction of
pedestrian travel.
Shared Use Path. A multi-use path designed primarily for use by
bicyclists, pedestrians, and other authorized motorized and non-
motorized users, for transportation purposes, and that may also be
used for recreation. Shared use paths are physically separated from
motor vehicle traffic by an open space or barrier and are either
within the highway or other public right-of-way.
Sidewalk. That portion of a highway between the curb line, or
the lateral line of a roadway, and the adjacent property line, or on
easements of private property, that is paved or improved and
intended for use by pedestrians.
Splitter Island. A median island used to separate opposing
directions of traffic entering and exiting a roundabout.
Stair. A change in elevation comprised of at least one tread and
riser. A curb is not a stair.
Standard Curb Height. The typical height of a curb according to
local standards for a given road type, but usually between 3 inches
(75 mm) and 9 inches (230 mm) high relative to the surface of the
roadway or gutter.
Street. See Roadway.
Transit Shelter. A structure provided at a transit stop to
provide passengers protection from the weather.
Transit Stop. An area that is designated for passengers to board
or alight from buses, rail cars, and other transportation vehicles
that operate on a fixed route or scheduled route, including bus
stops and boarding platforms. This definition does not include
intercity rail except where a stop is located in the public right-
of-way.
Transitional Segment. The portion of a pedestrian circulation
path that connects adjacent surfaces with different slopes or
dimensions to provide a smooth transition.
Traveled Way. The portion of the roadway for the movement of
vehicles, exclusive of the shoulder, berm, sidewalk, and parking
lane.
Vibrotactile. A method of communicating information by touch
using a vibrating surface.
Walk Interval. An interval during which the walking person
(symbolizing ``walk'') signal indication is displayed.
Chapter 2: Scoping Requirements
R201 General
R201.1 Scope. All newly constructed pedestrian facilities and
altered portions of existing pedestrian facilities for pedestrian
circulation and use located in the public right-of-way shall comply
with these guidelines.
Exception: Pedestrian facilities within vaults, tunnels, and
other spaces used only by service personnel for maintenance, repair,
or monitoring of equipment are not required to comply with these
guidelines.
R201.2 Temporary and Permanent Pedestrian Facilities. The
requirements in these guidelines shall apply to temporary and
permanent pedestrian facilities and elements in the public right-of-
way. Where a pedestrian circulation path or transit stop is
temporarily closed by construction, maintenance operations, or
similar conditions, an alternate pedestrian access route or transit
stop shall be provided in accordance with R204.
R201.3 Buildings, Structures, and Elements. Buildings,
structures, and elements in the public right-of-way that are not
covered by the requirements in these guidelines shall comply with
the applicable requirements in 36 CFR part 1191 (ADA & ABA
Accessibility Guidelines). Examples include, but are not limited to,
buildings, structures, and elements at safety rest areas or park and
ride lots, temporary performance stages and reviewing stands.
R202 Alterations
R202.1 General. Alterations to pedestrian facilities shall
comply with R202.
R202.2 Connection to Pedestrian Circulation Path. Where
pedestrian facilities are altered, they shall be connected by a
pedestrian access route complying with R302 to an existing
pedestrian circulation path. A transitional segment may be used in
the connection.
R202.3 Existing Physical Constraints. In alterations, where
existing physical constraints make compliance with applicable
requirements technically infeasible, compliance with these
requirements is required to the maximum extent feasible. Existing
physical constraints include, but are not limited to, underlying
terrain, underground structures, adjacent developed facilities,
drainage, or the presence of a significant natural or historic
feature.
R202.4 Reduction in Access Prohibited. An alteration to
pedestrian facilities or elements shall not decrease the
accessibility of an existing pedestrian facility or element or an
accessible connection to an adjacent building or site below the
requirements in these guidelines.
R202.5 Alterations to Qualified Historic Facilities. Where the
State Historic Preservation Officer or Advisory Council on Historic
Preservation determines that compliance with an applicable
requirement of these guidelines would threaten or destroy the
historic significance of a qualified historic building or facility,
compliance with that requirement is required to the maximum extent
feasible without threatening or destroying the historic significance
of the qualified historic building or facility.
R203 Pedestrian Access Routes
R203.1 General. Where provided, the pedestrian facilities
addressed in R203 shall contain or connect a pedestrian access
route, and shall comply with these guidelines.
R203.2 Connection to Accessible Facilities. Pedestrian access
routes shall connect accessible elements, spaces, and pedestrian
facilities in accordance with R203.2.
R203.2.1 Connection to Accessible Facilities subject to the ADA.
Pedestrian access routes subject to the ADA shall connect accessible
elements, spaces, and
[[Page 53653]]
pedestrian facilities required to be accessible and connect to
accessible routes required by section 206.2.1 of appendix B to 36
CFR part 1191 (ADA & ABA Accessibility Guidelines) that connect
building and facility entrances to public streets and sidewalks.
Exception: Where elements are altered, on or adjacent to an
existing pedestrian circulation path, the existing pedestrian
circulation path need not be altered to provide a pedestrian access
route complying with R202.2.
R203.2.2 Connection to Accessible Facilities subject to the ABA.
Pedestrian access routes subject to the ABA shall connect accessible
elements, spaces, and pedestrian facilities required to be
accessible and connect to accessible routes required by section
F206.2.1 of appendix C to 36 CFR part 1191 (ADA & ABA Accessibility
Guidelines) that connect building and facility entrances to public
streets and sidewalks.
Exception: Where elements are altered, on or adjacent to an
existing pedestrian circulation path, the existing pedestrian
circulation path need not be altered to provide a pedestrian access
route complying with R202.2.
R203.3 Pedestrian Circulation Paths. Pedestrian access routes
complying with R302 shall be provided within pedestrian circulation
paths, including sidewalks and shared use paths. Transitional
segments may be used to connect new or altered pedestrian access
routes to existing pedestrian circulation paths, and the differences
between adjacent surface characteristics shall be minimized to
provide a smooth transition.
R203.4 Crosswalks. A pedestrian access route complying with R302
shall be provided within and for the full length of a crosswalk,
including medians and pedestrian refuge islands. Crosswalks shall
comply with R306.
R203.5 Pedestrian At-Grade Rail Crossing. Where a pedestrian
circulation path crosses at-grade rail tracks, a pedestrian access
route complying with R302 shall be included within the pedestrian
at-grade rail crossing. Pedestrian at-grade rail crossings shall
comply with R306.
R203.6 Curb Ramps and Blended Transitions. A curb ramp, blended
transition, or a combination of curb ramps and blended transitions
shall be provided in accordance with R203.6 and shall comply with
R304.
R203.6.1 Placement. Placement of curb ramps and blended
transitions shall comply with R203.6.1.
R203.6.1.1 Crosswalks at an Intersection. At an intersection
corner, one curb ramp or blended transition shall be provided for
each crosswalk, or a single blended transition that spans all
crosswalks at the intersection corner may be provided. Where
pedestrian crossing is prohibited, curb ramps or blended transitions
shall not be provided, and the pedestrian circulation path shall be
either (a) separated from the roadway with landscaping or other non-
prepared surface or (b) separated from the roadway by a detectable
vertical edge treatment with a bottom edge 15 inches maximum above
the pedestrian circulation path.
Exception: In alterations, where existing physical constraints
make compliance with R203.6.1.1 technically infeasible, a single
curb ramp complying with R304 shall be permitted at the apex of the
intersection corner.
R203.6.1.2 Mid-Block and Roundabout Crosswalks. At a mid-block
or roundabout crosswalk, curb ramps or blended transitions shall be
provided on both ends of the crosswalk. Where pedestrian crossing is
not intended, curb ramps or blended transitions shall not be
provided, and the pedestrian circulation path shall be either (a)
separated from the roadway with landscaping or other non-prepared
surface or (b) separated from the roadway by a detectable vertical
edge treatment with a bottom edge 15 inches maximum above the
pedestrian circulation path.
R203.6.1.3 Parallel On-Street Parking. At parallel on-street
parking spaces complying with the dimensions specified in R310.2.1,
a curb ramp or blended transition shall be provided at either end of
the parking space if needed to connect the parking space to a
pedestrian access route.
R203.6.1.4 Perpendicular and Angled On-Street Parking and
Passenger Loading Zones. At perpendicular and angled on-street
parking spaces, and at passenger loading zones, a curb ramp or
blended transition shall be provided if needed to connect the access
aisle to a pedestrian access route.
R203.6.2 Alterations to Crosswalks. When alterations are made to
crosswalks, curb ramps or blended transitions shall be provided on
both ends of the crosswalk where the pedestrian access route crosses
a curb.
R203.7 Pedestrian Overpasses and Underpasses. Pedestrian
overpasses and underpasses shall contain a pedestrian access route
complying with R302. Where an overpass, underpass, bridge, or
similar structure is designed for pedestrian use only, or pedestrian
and bicycle use only, and the approach slope to the structure
exceeds 1:20 (5.0%), a ramp complying with R407, or an elevator or
limited use/limited application elevator complying with sections 407
or 408 of Appendix D to 36 CFR part 1191 (ADA & ABA Accessibility
Guidelines), shall be provided. Elevators and limited use/limited
application elevators shall be unlocked and independently usable
during the operating hours of the pedestrian facility served.
Exception: In alterations, where existing physical constraints
make compliance with R203.7 technically infeasible, a platform lift
complying with section 410 of Appendix D to 36 CFR part 1191 (ADA &
ABA Accessibility Guidelines) shall be permitted.
R203.8 Ramps. Where provided, ramps shall comply with R407.
R203.9. Elevators and Limited Use/Limited Application Elevators.
Where provided, elevators and limited use/limited application
elevators shall comply with sections 407 or 408 of Appendix D to 36
CFR part 1191 (ADA & ABA Accessibility Guidelines).
R203.10 Platform Lifts. In alterations, where the use of
elevators or limited use elevators is not technically feasible,
platform lifts may be used and shall comply with section 410 of
Appendix D to 36 CFR part 1191 (ADA & ABA Accessibility Guidelines).
R203.11 Doors, Doorways, and Gates. Doors, doorways, and gates
that are part of a pedestrian access route shall comply with section
404 of Appendix D to 36 CFR part 1191 (ADA & ABA Accessibility
Guidelines).
R204 Alternate Pedestrian Access Routes, Transit Stops, and
Passenger Loading Zones
R204.1 Alternate Pedestrian Access Route. When a pedestrian
circulation path is temporarily not accessible due to construction,
maintenance operations, closure, or other similar conditions, an
alternate pedestrian access route must be provided and comply with
R303 and R402.
Exception: If establishing or maintaining an alternate
pedestrian access route is technically infeasible due to site
conditions or existing physical constraints, an alternate means of
providing access for pedestrians with disabilities shall be
permitted.
R204.2 Alternate Transit Stops. Where accessible transit stops
are temporarily not accessible due to construction, maintenance
operations, or other similar conditions, alternate transit stops
complying with R309 shall be provided.
R204.3 Alternate Passenger Loading Zones. Where a permanently
designated passenger loading zone is temporarily not accessible due
to construction, maintenance operations, or other similar
conditions, and a temporary passenger loading zone is provided, it
must comply with R311.
R205 Detectable Warning Surfaces
R205.1 General. Detectable warning surfaces shall be provided in
accordance with R205.
R205.2 Curb Ramps and Blended Transitions. Curb ramps shall have
detectable warning surfaces complying with R205.2.1. Blended
transitions shall have detectable warning surfaces complying with
R205.2.2.
Exception: Detectable warning surfaces are not required on curb
ramps and blended transitions used exclusively to connect passenger
loading zones, accessible parallel on-street parking spaces, and
access aisles for perpendicular and angled parking spaces to
pedestrian access routes.
R205.2.1 Curb Ramps. Curb ramps located at crosswalks shall have
detectable warning surfaces complying with R305.1 and either
R305.2.1 or R305.2.2.
R205.2.2 Blended Transitions. Blended transitions located at
crosswalks shall have detectable warning surfaces complying with
R305.1 and R305.2.3.
R205.3 Pedestrian Refuge Islands. Cut-through pedestrian refuge
islands shall have detectable warning surfaces complying with R305.1
and R305.2.4.
R205.4 Pedestrian At-Grade Rail Crossings. Pedestrian at-grade
rail crossings not located within a street shall have detectable
warning surfaces complying with R305.1 and R305.2.5. Pedestrian at-
grade rail crossings located within a street at a crosswalk shall
not have detectable warning surfaces adjacent to the railway.
R205.5 Boarding Platforms. Boarding platforms at transit stops
that are not protected by screens or guards along the sides of the
boarding and alighting areas facing the transit vehicles shall have
detectable warning surfaces complying with R305.1 and R305.2.6.
[[Page 53654]]
R205.6 Sidewalk and Street-Level Rail Boarding and Alighting
Areas. Boarding and alighting areas at sidewalk or street-level
transit stops for rail vehicles that are not protected by screens or
guards along the side of the boarding and alighting areas facing the
rail vehicles shall have detectable warning surfaces complying with
R305.1 and R305.2.7.
R205.7 Driveways. Pedestrian circulation paths at driveways
controlled with yield or stop control devices or traffic signals
shall have detectable warning surfaces complying with R305.2.8.
R206 Pedestrian Signal Heads and Pedestrian Activated Warning
Devices
R206.1 General. Where provided, pedestrian signal heads and
pedestrian activated warning devices shall comply with R206. The
accessible features required by these guidelines shall be available
at all times.
R206.2 Traffic Control Signals and Hybrid Beacons with
Pedestrian Signal Heads. Where pedestrian signal heads are provided
at crosswalks, the walk indication shall comply with R308.
Pedestrian signal heads must have a pedestrian push button complying
with R307, except for R307.7, or passive detection or pretimed
operation that activates audible and vibrotactile indications
complying with R308.
R206.3 Pedestrian Activated Warning Devices. Pedestrian
activated warning devices shall have pedestrian push buttons
complying with R307, except for R307.2 and R307.6, or passive
detection that operates audible indications complying with R307.7.
R207 Protruding Objects and Vertical Clearance
R207.1 General. Protruding objects and vertical clearance along
any portion of a pedestrian circulation path shall comply with R402.
R208 Pedestrian Signs
R208.1 General. Where provided, signs intended solely for
pedestrians, including transit signs, and all signs serving shared
use paths, shall comply with R410.
Exceptions: 1. Transit schedules, timetables, and maps are not
required to comply with R410.
2. Signs mounted immediately above or incorporated into a push
button detector unit are not required to comply with R410.
R209 Street Furniture
R209.1 General. Where provided, street furniture shall comply
with the applicable requirements in R209.
R209.2 Drinking Fountains. Drinking fountains shall comply with
sections 602.1 through 602.6 of Appendix D to 36 CFR part 1191 (ADA
& ABA Accessibility Guidelines).
R209.3 Public Street Toilets. Public street toilets shall be
provided in accordance with R209.3.
R209.3.1 Permanent Public Street Toilets. Permanent public
street toilets shall comply with sections 603 through 610 of
Appendix D to 36 CFR part 1191 (ADA & ABA Accessibility Guidelines).
R209.3.2 Portable Toilet Units. Portable toilet units shall
comply with section 603 of Appendix D to 36 CFR part 1191 (ADA & ABA
Accessibility Guidelines). Where multiple single user portable
toilet units are clustered at a single location, at least 5 percent,
but no fewer than one of each type of the toilet units at each
cluster shall be required to comply with 603 Appendix D to 36 CFR
part 1191 (ADA & ABA Accessibility Guidelines). Portable toilet
units complying with section 603 shall be identified by the
International Symbol of Accessibility complying with R411.
R209.4 Tables. At least 5 percent of tables at each group of
adjacent tables, but no fewer than one, shall comply with section
902 of Appendix D to 36 CFR part 1191 (ADA & ABA Accessibility
Guidelines).
R209.5 Sales or Service Counters. Sales or service counters
shall comply with section 904.4 of Appendix D to 36 CFR part 1191
(ADA & ABA Accessibility Guidelines).
Exception 1: Sales or service counters that are located in a
building subject to the ADA that is not itself in the public right-
of-way but that directly serve the public right-of-way, such as at a
service window accessed from the sidewalk, may comply with section
227.3 of Appendix B to 36 CFR part 1191 (ADA & ABA Accessibility
Guidelines).
Exception 2: Sales or service counters that are located in a
building subject to the ABA that is not itself in the public right-
of-way but that directly serve the public right-of-way, such as at a
service window accessed from the sidewalk, may comply with section
F227.3 of Appendix C to 36 CFR part 1191 (ADA & ABA Accessibility
Guidelines).
R209.6 Benches. Benches, other than those that are part of
tables complying with R209.4, shall comply with R209.6.
R209.6.1 Benches at Transit Stops and Shelters. Benches provided
at transit stops shall have clear space complying with R404 next to
either end of the bench, or if the bench has no end, such as a
circular bench, the clear space shall either be integral to the
bench or no more than 18 inches (455 mm) from the front of the
bench. Benches provided within transit shelters shall have clear
space complying with R309.2.2.
R209.6.2 Benches Not at Transit Stops and Shelters. At least 50
percent, but no less than one, of benches at each group of adjacent
benches shall provide clear space complying with R404. The clear
space shall be located next to either end of the bench, or if the
bench has no end, such as a circular bench, the clear space shall
either be integral to the bench or no more than 18 inches (455 mm)
from the front of the bench.
R209.7 Operable Parts of Other Fixed Elements. Operable parts of
other fixed elements to be used by pedestrians shall comply with
R403.
R210 Transit Stops and Transit Shelters
R210.1 General. Where provided, transit stops and transit
shelters shall comply with R309.
R210.2 Fare Vending Machines. Where provided at transit stops
and transit shelters, fare vending machines shall comply with R403
and section 707 of Appendix D to 36 CFR part 1191 (ADA & ABA
Accessibility Guidelines), except for 707.2 and 707.3.
R210.3. Operable Parts of Other Fixed Elements. Operable parts
of other fixed elements at transit stops and shelters intended to be
used by pedestrians shall comply with R403.
R211 On-Street Parking Spaces
R211.1 General. Where on-street parking is provided and is
metered or designated by signs or pavement markings, accessible
parking spaces complying with R310 shall be provided in accordance
with R211 and Table R211.
Exceptions: 1. On-street parking spaces designated exclusively
as residential parking shall not be required to comply with R211 and
shall not be counted for purposes of Table R211.
2. On-street parking spaces designated exclusively for
commercial or law enforcement vehicles shall not be required to
comply with R211 and shall not be counted for purposes of Table
R211.
3. Where on-street parking spaces are altered, the requirements
of R211 shall apply only to the affected parking spaces until the
minimum number of accessible on-street parking spaces as specified
in Table R211 are provided.
R211.2 Parking on Block Perimeter. Where parking spaces are
provided on a block perimeter and are metered or designated by signs
or pavement markings, accessible parking spaces complying with R310
shall be provided in accordance with Table R211. Where parking is
metered or designated by signs or pavement markings, but individual
spaces are not marked, each 20 feet (6.1 m) of block perimeter where
parking is designated shall be counted as one parking space.
R211.3 Parking not on Block Perimeter. Where parking spaces are
provided on a section of a street that is not part of a block
perimeter, accessible parking spaces complying with R310 shall be
provided in accordance with Table R211. Where parking is metered or
designated by signs or pavement markings, but individual spaces are
not marked, each 20 feet (6.1 m) of street where parking is
designated shall be counted as one parking space.
Table R211 On-Street Parking Spaces
------------------------------------------------------------------------
Total number of metered or Minimum required number of
designated parking spaces accessible parking spaces
------------------------------------------------------------------------
1 to 25............................. 1.
26 to 50............................ 2.
51 to 75............................ 3.
76 to 100........................... 4.
101 to 150.......................... 5.
151 to 200.......................... 6.
201 and over........................ 4 percent of total.
------------------------------------------------------------------------
R212 Passenger Loading Zones
R212.1 General. Where permanently designated passenger loading
zones other than transit stops are provided, at least one accessible
passenger loading zone complying with R311 shall be provided in
every continuous 100 feet (30 m) of loading zone space, or fraction
thereof.
[[Page 53655]]
R213 Stairs and Escalators
R213.1 General. Where provided on pedestrian circulation paths,
stairs shall comply with R408 and escalators shall comply with
section 810.9 of Appendix D to 36 CFR part 1191 (ADA & ABA
Accessibility Guidelines). Stairs and escalators shall not be part
of pedestrian access routes.
R214 Handrails
R214.1 General. Where provided on pedestrian circulation paths,
handrails shall comply with R409.
Chapter 3: Technical Requirements
R301 General
R301.1 Scope. The technical requirements in Chapter 3 shall
apply where required by Chapter 2 or where referenced by a
requirement in these guidelines.
R302 Pedestrian Access Routes
R302.1 General. Pedestrian access routes shall comply with R302.
R302.2 Continuous Clear Width. Except as provided in R302.2.1
and R302.2.2, the continuous clear width of pedestrian access routes
shall be 48 inches (1220 mm) minimum, exclusive of the width of any
curb.
R302.2.1 Medians and Pedestrian Refuge Islands. The clear width
of pedestrian access routes crossing medians and pedestrian refuge
islands shall be 60 inches (1525 mm) minimum, except that where
shared use paths cross medians and pedestrian refuge islands the
clear width of the pedestrian access route shall be 60 inches (1525
mm) minimum or at least as wide as the crosswalk, whichever is
greater.
R302.2.2 Shared Use Paths. On shared use paths, the clear width
of the pedestrian access route shall extend the full width provided
for pedestrian circulation on the path. Obstructions, such as
bollards, shall not reduce the clear width of the pedestrian access
route to less than 48 inches (1220 mm) measured from the edge of the
obstruction.
R302.3 Passing Spaces. Where the clear width of pedestrian
access routes is less than 60 inches (1525 mm), passing spaces shall
be provided at intervals of 200 feet (61 m) maximum. Passing spaces
shall be 60 inches (1525 mm) minimum by 60 inches (1525 mm) minimum.
Passing spaces and pedestrian access routes are permitted to
overlap.
R302.4 Grade. The grade of pedestrian access routes shall comply
with R302.4, except the grade of curb ramps and blended transitions
shall comply with R304 and the grade of ramps shall comply with
R407.
R302.4.1 Within Highway Right-of-Way. Except as provided in
R302.4.3, where a pedestrian access route is contained within a
highway right-of-way, the grade of the pedestrian access route shall
not exceed 1:20 (5.0%).
Exception: Where the grade established for the adjacent street
exceeds 1:20 (5.0%), the grade of the pedestrian access route shall
not exceed the grade established for the adjacent street.
R302.4.2 Not Within Highway Right-of-Way. Where a pedestrian
access route is not contained within a highway right-of-way, the
grade of the pedestrian access route shall not exceed 1:20 (5.0%).
R302.4.3 Within a Crosswalk. Where a pedestrian access route is
contained within a crosswalk, the grade of the pedestrian access
route shall be 1:20 (5.0%) maximum.
Exception: Where roadway design requires superelevation greater
than 1:20 (5.0%) at the location of a crosswalk, the grade of the
pedestrian access route within the crosswalk may be the same as the
superelevation.
R302.5 Cross Slope. The cross slope of a pedestrian access route
shall comply with R302.5.
R302.5.1 Not Contained Within a Crosswalk. The cross slope of a
pedestrian access route not contained within a crosswalk shall be
1:48 (2.1%) maximum.
Exception: The portion of a pedestrian access route within a
street that connects an accessible parallel on-street parking space
to the nearest crosswalk at the end of the block face or the nearest
midblock crosswalk is not required to comply with R302.5.
R302.5.2 Contained Within a Crosswalk. The cross slope of a
pedestrian access route contained within a crosswalk shall comply
with R302.5.2.
R302.5.2.1 Crosswalk with Yield or Stop Control Devices. Where a
pedestrian access route is contained within a crosswalk at an
intersection approach with yield or stop control devices, the cross
slope of the pedestrian access route shall be 1:48 (2.1%) maximum.
R302.5.2.2 Crosswalk at Uncontrolled Approach. Where a
pedestrian access route is contained within a crosswalk at an
uncontrolled approach, the cross slope of the pedestrian access
route shall be 1:20 (5.0%) maximum.
R302.5.2.3 Crosswalk with Traffic Control Signal or Pedestrian
Hybrid Beacon. Where a pedestrian access route is contained within a
crosswalk at an intersection approach controlled by a traffic
control signal or pedestrian hybrid beacon, the cross slope of the
pedestrian access route shall be 1:20 (5.0%) maximum.
R302.5.2.4 Midblock and Roundabout Crosswalks. The cross slope
of a pedestrian access route within a midblock crosswalk or a
crosswalk at a roundabout shall not exceed the street grade.
R302.6 Surfaces. The walking surfaces of pedestrian access
routes, elements, and spaces that are required to be accessible
shall be stable, firm, and slip resistant and shall comply with
R302.6.
R302.6.1 Grade Breaks. Grade breaks shall be flush.
R302.6.2 Changes in Level. Changes in level of \1/4\ inch (6.4
mm) maximum shall be permitted to be vertical. Changes in level
between \1/4\ inch (6.4 mm) and \1/2\ inch (13 mm) shall be beveled
with a slope not steeper than 1:2 (50.0%). Changes in level greater
than \1/2\ inch (13 mm) up to 6 inches shall have a 1:12 (8.3%)
maximum slope. Changes in level greater than 6 inches (150 mm) shall
comply with R407.
R302.6.3 Horizontal Openings. Horizontal openings in ground
surfaces, such as those in gratings and joints, other than flangeway
gaps (see R302.6.4), shall not allow passage of a sphere larger than
\1/2\ inch (13 mm) in diameter. Except where multiple directions of
travel intersect, elongated openings are permitted and shall be
placed so that the long dimension is perpendicular to the dominant
direction of travel.
R302.6.4 Surfaces at Pedestrian At-Grade Rail Crossings.
Surfaces at pedestrian at-grade rail crossings shall comply with
R302.6.4.
R302.6.4.1 Surface Alignment. Where a pedestrian access route
crosses rails at grade, the pedestrian access route surface shall be
level and flush with the top of rail at the outer edges of the
rails, and the surface between the rails shall be aligned with the
top of rail.
R302.6.4.2 Flangeway Gaps. Flangeway gaps shall comply with
R302.6.4.2.
R302.6.4.2.1 Flangeway Gaps at Tracks Subject to FRA Safety
Regulations. At pedestrian at-grade rail crossings that cross tracks
that are subject to safety regulations at 49 CFR part 213, issued by
the Federal Railroad Administration, flangeway gaps shall be 3
inches (75 mm) wide maximum.
R302.6.4.2.2 Flangeway Gaps at Tracks Not Subject to FRA Safety
Regulations. At pedestrian at-grade rail crossings that cross tracks
that are not subject to safety regulations at 49 CFR part 213,
issued by the Federal Railroad Administration, flangeway gaps shall
be 2 \1/2\ inches (64 mm) wide maximum.
R303 Alternate Pedestrian Access Routes
R303.1 General. Alternate pedestrian access routes shall comply
with R303.
R303.2 Signs. Signs identifying alternate pedestrian access
routes shall be provided in advance of decision points and shall
comply with R410. Proximity actuated audible signs or other non-
visual means within the public right-of-way of conveying the
information that identifies the alternate pedestrian access route
shall also be provided.
R303.3 Surface. Alternate pedestrian access route surfaces shall
comply with R302.6 or shall not be less accessible than the surface
of the temporarily closed pedestrian circulation path.
R303.4 Continuous Clear Width. The minimum continuous clear
width of alternate pedestrian access routes shall be 48 inches (1220
mm) exclusive of the width of any curb.
Exception: Where the alternate pedestrian access route utilizes
an existing pedestrian circulation path, the width shall not be less
than the width of the temporarily closed pedestrian circulation
path.
R303.5 Curb Ramp or Blended Transition. Where an alternate
pedestrian access route crosses a curb, a curb ramp or blended
transition complying with R304 shall be provided.
R303.6 Detectable Edging of Channelizing Devices. Where a
channelizing device is used to delineate an alternate pedestrian
access route, continuous detectable edging complying with R303.6
shall be provided throughout the length of the route.
Exception: Where pedestrians or vehicles turn or cross, gaps in
the detectable edging are permitted.
R303.6.1 Top. The top of the top detectable edging shall be no
lower than 32
[[Page 53656]]
inches (815 mm) above the walking surface and be free of sharp or
abrasive surfaces.
R303.6.2 Bottom. The bottom of the bottom detectable edging
shall be 2 inches (51 mm) maximum above the walking surface.
R303.7 Pedestrian Signal Heads. Where temporary pedestrian
signal heads are provided at a crosswalk that is part of an
alternate pedestrian access route, pedestrian pushbuttons or passive
detection devices shall be provided and shall comply with R307.
R304 Curb Ramps and Blended Transitions
R304.1 General. Curb ramps and blended transitions shall comply
with R304 and have detectable warning surfaces in accordance with
R205.
R304.2 Perpendicular Curb Ramps. Perpendicular curb ramps shall
comply with R304.2 and R304.5.
R304.2.1 Running Slope. The running slope of a curb ramp shall
be perpendicular to the curb or gutter grade break. The running
slope of the curb ramp shall be 1:12 (8.3%) maximum.
Exception: Where the curb ramp length must exceed 15 feet (4.6
m) to achieve a 1:12 (8.3%) running slope, the curb ramp length
shall extend at least 15 feet (4.6 m) and may have a running slope
greater than 1:12 (8.3%).
R304.2.2 Cross Slope. The cross slope of a curb ramp run shall
be 1:48 (2.1) maximum.
Exception: At crosswalks, the cross slope of the curb ramp run
shall be permitted to be equal to or less than the cross slope of
the crosswalk as specified by R302.5.
R304.2.3 Grade Breaks. Grade breaks at the top and bottom of a
curb ramp run shall be perpendicular to the direction of the curb
ramp run. Grade breaks shall not be permitted on the surfaces of
curb ramp runs and landings. Surface slopes that meet at grade
breaks shall be flush.
R304.2.4 Clear Area. A clear area 48 inches (1220 mm) wide
minimum by 48 inches long (1220 mm) minimum shall be provided beyond
the bottom grade break of the perpendicular curb ramp run and within
the width of the crosswalk. At shared use paths, the clear area
shall be as wide as the shared use path. The clear area shall be
located wholly outside the vehicle travel lanes, including bicycle
lanes, that run parallel to the crosswalk. The running slope of the
clear area shall be 1:20 (5.0%) maximum. The cross slope of the
clear area shall be as specified by R302.5.
R304.2.5 Landing. When a change in direction is necessary to
access a curb ramp from a pedestrian access route, a landing shall
be provided at the top of the curb ramp. The landing shall be 48
inches (1220 mm) wide minimum by 48 inches (1220 mm) long minimum.
At shared use paths, the landing shall be as wide as the shared use
path. Where a landing serves only one curb ramp, the landing slope
measured perpendicular to the curb ramp run shall be equal to or
less than the cross slope of the curb ramp run, and the landing
slope measured parallel to the curb ramp run shall be 1:48 (2.1%)
maximum. Where a landing serves two curb ramps, the landing slope in
either direction of travel shall not exceed the cross slope of the
crosswalk parallel to the direction of travel as specified by
R302.5.
R304.2.6 Side Treatments. Where a pedestrian circulation path
crosses the side of a curb ramp, the side of the curb ramp shall be
flared. The slope of the flared side shall be 1:10 (10.0%) maximum,
measured parallel to the adjacent curb line.
R304.2.7 Connection to Pedestrian Facilities. Perpendicular curb
ramps or their landings shall be connected to adjacent pedestrian
facilities by pedestrian access routes complying with R302. A
transitional segment may be used in the connection.
R304.3 Parallel Curb Ramps. Parallel curb ramps shall comply
with R304.3 and R304.5.
R304.3.1 Running Slope. The running slope of the curb ramp run
shall be parallel to the curb and shall be 1:12 (8.3%) maximum.
Exception: Where the curb ramp run length must exceed 15 feet
(4.6 m) to achieve a 1:12 (8.3%) running slope, the curb ramp run
length shall extend at least 15 feet (4.6 m) and may have a running
slope greater than 1:12 (8.3%).
R304.3.2 Cross Slope. The cross slope of the curb ramp run shall
be 1:48 (2.1%) maximum.
R304.3.3 Grade Breaks. Grade breaks at the top and bottom of a
curb ramp run shall be perpendicular to the direction of the curb
ramp run. Grade breaks shall not be permitted on the surfaces of
curb ramp runs or landings. Surface slopes that meet at grade breaks
shall be flush.
R304.3.4 Landings. Landings shall be provided at the bottom of
parallel curb ramps. Landings shall be 48 inches (1220 mm) wide
minimum by 48 inches (1220 mm) long minimum. The slope of the
landing, measured parallel to the direction of travel on the curb
ramp run, shall be permitted to be equal to or less than the slope
of the roadway or the cross slope of the crosswalk as specified by
R302.5. The cross slope of the landing shall be 1:48 (2.1%) maximum
measured perpendicular to the direction of travel on the curb ramp
run.
R304.4 Blended Transitions. Blended transitions shall comply
with R304.4 and R304.5.
R304.4.1 Running Slope. The running slope of blended transitions
shall be 1:20 (5.0%) maximum.
R304.4.2 Cross Slope. The cross slope of blended transitions
shall be equal to or less than the cross slope of the crosswalk as
specified by R302.5.
R304.4.3 Bypass. Where a blended transition serving more than
one pedestrian circulation path has a running slope greater than
1:48 (2.1%), a pedestrian access route shall be provided so that a
pedestrian not crossing the street may bypass the blended
transition.
R304.5 Common Requirements. Curb ramps and blended transitions
shall comply with R304.5.
R304.5.1 Width. The width of curb ramp runs (excluding any
flared sides) and blended transitions shall comply with R304.5.1.1
or R304.5.1.2, as applicable.
R304.5.1.1 Curb Ramps and Blended Transitions Not on Shared Use
Paths. The clear width of curb ramp runs (excluding any flared
sides) and blended transitions not on shared use paths shall be 48
inches (1220 mm) minimum.
R304.5.1.2 Curb Ramps and Blended Transitions on Shared Use
Paths. On shared use paths, the width of curb ramp runs (excluding
any flared sides) and blended transitions shall be equal to the
width of the shared use path.
R304.5.2 Change of Grade. At gutters and streets where a change
of grade occurs adjacent to curb ramps and blended transitions, the
change of grade shall comply with the requirements contained in (A)
or (B) below:
A. The change of grade shall not exceed 13.3 percent, or
B. A transitional space shall be provided at the bottom of the
running slope of the curb ramp run or blended transition. The
transitional space shall extend 24 inches (610 mm) minimum in the
direction of pedestrian travel and the full width of the curb ramp
run or blended transition. Transitional spaces shall have running
slopes of 1:48 (2.1%) maximum and cross slopes no greater than the
cross slope of the crosswalk as specified by R302.5.
R304.5.3 Crosswalks. Perpendicular curb ramp runs, parallel curb
ramp landings, and 48 inches (1220 mm) minimum width of blended
transitions, except those at shared use paths, shall be contained
wholly within the width of the crosswalks they serve. At shared use
paths, the full width of a perpendicular curb ramp run, parallel
curb ramp landing, or the blended transition shall be contained
wholly within the width of the crosswalk it serves.
R304.5.4 Surfaces. Surfaces of curb ramps and blended
transitions shall comply with R302.6 except that changes in level
are not permitted.
R305 Detectable Warning Surfaces
R305.1 General. Detectable warning surfaces shall consist of
truncated domes in a square or radial grid pattern and shall comply
with R305.
R305.1.1 Dome Size. The truncated domes shall have a base
diameter of 0.9 inches (23 mm) minimum and 1.4 inches (36 mm)
maximum, a top diameter of 50 percent of the base diameter minimum
and 65 percent of the base diameter maximum, and a height of 0.2
inches (5.1 mm). When detectable warning surface tiles are cut to
fit, partial domes are permitted along the cut edges.
R305.1.2 Dome Spacing. The truncated domes shall have a center-
to-center spacing of 1.6 inches (41 mm) minimum and 2.4 inches (61
mm) maximum, and a base-to-base spacing of 0.65 inches (17 mm)
minimum, measured between the most adjacent domes.
Exceptions: 1. When detectable warning surfaces are cut to fit,
center-to-center spacing measured between domes adjacent to cut
edges shall not exceed twice the normal spacing between domes not
adjacent to cut edges.
2. Dome spacing requirements do not apply at a gap in a
detectable warning surface at an
[[Page 53657]]
expansion joint provided that the detectable warning surface aligns
with both edges of the expansion joint.
R305.1.3 Contrast. Detectable warning surfaces shall contrast
visually with adjacent walking surfaces, either light-on-dark or
dark-on-light.
R305.1.4 Surface Size. Detectable warning surfaces shall extend
24 inches (610 mm) minimum in the direction of pedestrian travel.
The width of detectable warning surfaces shall be as follows:
A. At curb ramps and blended transitions, detectable warning
surfaces shall extend the full width of the curb ramp run (excluding
any flared sides), blended transition, or landing.
B. At cut-through pedestrian refuge islands, detectable warning
surfaces shall extend the full width of the pedestrian circulation
path opening.
C. At pedestrian at-grade rail crossings not located within a
street, detectable warning surfaces shall extend the full width of
the pedestrian circulation path.
D. Where required at boarding platforms, detectable warning
surfaces shall extend the full length of the unprotected areas of
the platform.
E. At boarding and alighting areas at sidewalk or street level
transit stops for rail vehicles, detectable warning surfaces shall
extend the full length of the unprotected area of the transit stop.
R305.2 Location. The location of detectable warning surfaces
shall comply with R305.2. Where a concrete border is required for
proper installation of a detectable warning surface, a concrete
border not exceeding 2 inches (51 mm) shall be permitted on all
sides of the detectable warning surface except between the
detectable warning surface and the edge of pavement where a setback
is already permitted.
R305.2.1 Perpendicular Curb Ramps. On perpendicular curb ramps,
detectable warning surfaces shall be located as follows:
A. Where the ends of the bottom grade break are in front of the
back of curb or at the edge of pavement where there is no curb, the
detectable warning surface shall be placed at the back of curb or no
greater than 6 inches (150 mm) from the edge of pavement where there
is no curb.
B. Where the ends of the bottom grade break are behind the back
of curb or edge of pavement where there is no curb and the distance
from both ends of the bottom grade break to the back of curb or edge
of pavement where there is no curb is 60 inches (1525 mm) or less,
the detectable warning surface shall be placed on the ramp run at
the bottom grade break.
C. Where the ends of the bottom grade break are behind the back
of curb or edge of pavement where there is no curb and the distance
from either end of the bottom grade break to the back of curb or
edge of pavement where there is no curb is more than 60 inches (1525
mm), the detectable warning surface shall be placed on the clear
area so that both front corners of the detectable warning surfaces
are at the back of curb or no greater than 6 inches (150 mm) from
the edge of pavement where there is no curb.
R305.2.2 Parallel Curb Ramps. On parallel curb ramps, detectable
warning surfaces shall be located on the landing at either the back
of curb or the edge of pavement where there is no curb.
R305.2.3 Blended Transitions. On blended transitions, detectable
warning surfaces shall be located on the blended transition so that
both front corners of the detectable warning surfaces are at the
back of curb or no greater than 6 inches (150 mm) from the edge
pavement where there is no curb.
R305.2.4 Pedestrian Refuge Islands. At cut-through pedestrian
refuge islands, detectable warning surfaces shall be located no
greater than 6 inches (150 mm) from the edges of the pedestrian
refuge island or at back of curb and shall be separated by a 24 inch
(610 mm) minimum length of surface in the direction of travel
without detectable warning surfaces.
R305.2.5 Pedestrian At-Grade Rail Crossings. At pedestrian at-
grade rail crossings not located within a street, detectable warning
surfaces shall be located on each side of the rail crossing. The
edge of the detectable warning surface nearest the rail crossing
shall be 6 feet (1.8 m) minimum and 15 feet (4.6 m) maximum from the
centerline of the nearest rail. Where pedestrian gates are provided,
detectable warning surfaces shall be located on the side of the gate
opposite the rail. Pedestrian gates shall not overlap detectable
warning surfaces.
R305.2.6 Boarding Platforms. At boarding platforms for transit
vehicles, detectable warning surfaces shall be located at the
boarding edge of the platform.
Exception: Where a curb is present at the boarding edge of the
platform, the detectable warning surface may be placed at the back
of curb.
R305.2.7 Sidewalk and Street-Level Rail Boarding and Alighting
Areas. At boarding and alighting areas at sidewalk or street-level
transit stops for rail vehicles, detectable warning surfaces shall
be located at the edge of the boarding and alighting area closest to
the rail vehicles.
R305.2.8 Driveways. Where driveways are controlled with yield or
stop control devices or traffic signals, detectable warning surfaces
shall be provided on the pedestrian circulation path where the
pedestrian circulation path meets the driveway.
R306 Crosswalks
R306.1 General. Crosswalks shall comply with R306.
R306.2 Pedestrian Signal Phase Timing. Where a traffic control
signal with pedestrian signal indications is provided at a
crosswalk, pedestrian signal phase timing shall be based on a
pedestrian clearance time that is calculated using a pedestrian
walking speed of 3.5 ft/s (1.1 m/s) or less from the location of the
pedestrian push button to a pedestrian refuge island or the far side
of the traveled way. The walk interval shall be 7 seconds minimum.
Where the pedestrian clearance time is calculated to a pedestrian
refuge island, an additional pedestrian push button or passive
detection device shall be provided on the pedestrian refuge island.
Exception: If a passive pedestrian detection device is used to
automatically adjust the pedestrian clearance time based on the
pedestrian's actual clearance of the crosswalk, a faster walking
speed may be used.
R306.3 Accessible Walk Indication. An accessible walk indication
complying with R308.2 shall have the same duration as the walk
interval.
Exception: Where the pedestrian signal rests in walk, the
accessible walk indication may be limited to the first 7 seconds of
the walk interval. If the pedestrian signal is resting in walk and
there is sufficient time remaining to provide an accessible walk
interval before the beginning of the pedestrian change interval, the
accessible walk indication may be recalled by a button press.
R306.4 Roundabouts. Where pedestrian circulation paths are
provided at roundabouts, they shall comply with R306.4.
R306.4.1 Edge Detection. The street side edge of the pedestrian
circulation path at the approach and along the circulatory roadway
of the roundabout shall comply with R306.4.1.1 where not attached to
the curb, or R306.4.1.2 where attached to the curb. Detectable
warning surfaces shall not be used for roundabout edge detection.
R306.4.1.1 Separation. Where pedestrian crossing is not
intended, the pedestrian circulation path shall be separated from
the curb, crosswalk to crosswalk, with landscaping or other
nonprepared surface 24 inches (610 mm) wide minimum.
R306.4.1.2 Vertical Edge Treatment. Where pedestrian crossing is
not intended, a curb-attached pedestrian circulation path shall have
a continuous and detectable vertical edge treatment along the street
side of the pedestrian circulation path, from crosswalk to
crosswalk. The bottom edge of the vertical edge treatment shall be
15 inches (380 mm) maximum above the pedestrian circulation path.
R306.4.2 Crosswalk Treatments. Each multi-lane segment of the
roundabout containing a crosswalk shall provide a crosswalk
treatment consisting of one or more of the following: a traffic
control signal with a pedestrian signal head; a pedestrian hybrid
beacon; a pedestrian actuated rectangular rapid flashing beacon; or
a raised crossing.
R306.5 Channelized Turn Lanes. Crosswalks at multi-lane
channelized turn lanes shall provide treatments consisting of one or
more of the following: a traffic control signal with a pedestrian
signal head; a pedestrian hybrid beacon; a pedestrian actuated
rectangular rapid flashing beacon; or a raised crossing.
R307 Pedestrian Push Buttons and Passive Pedestrian Detection
R307.1 General. Pedestrian push buttons and passive pedestrian
detection devices shall comply with R307. Operable parts of
pedestrian push buttons shall comply with R403.
R307.2 Activation. Pedestrian push buttons and passive detection
devices shall activate the accessible pedestrian signals and, where
applicable, the walk interval.
[[Page 53658]]
R307.3 Extended Push Button Press. Where an extended push button
press is used to provide any additional features, a push button
press of less than one second shall actuate only the pedestrian
timing and any associated accessible walk indication, and a push
button press of one second or more shall actuate the pedestrian
timing, any associated accessible walk indication, and any
additional features. If additional crossing time is provided by
means of an extended pushbutton press, a sign so indicating shall be
mounted adjacent to or integral with the pedestrian push button.
R307.4 Location. Pedestrian push buttons shall be located no
greater than 5 feet from the side of a curb ramp run or the edge of
the farthest associated crosswalk line from the center of the
intersection. Pedestrian push buttons shall be located between 1.5
and 10 feet from the edge of the curb or pavement.
R307.4.1 Two Pedestrian Push Buttons on Same Corner. Where two
pedestrian push buttons are provided on the same corner, they shall
be 10 feet or more apart.
Exception: In alterations, where technically infeasible to
provide 10 feet separation between pedestrian push buttons on the
same corner, a pedestrian push button information message complying
with R308.3.2 shall be provided.
R307.5 Push Button Orientation. The face of the push button
shall be parallel to its associated crosswalk.
R307.6 Audible and Vibrotactile Walk Indications for Pedestrian
Signal Heads. Pedestrian push buttons or passive detection devices
shall activate audible and vibrotactile walk indications complying
with R308.
R307.7 Audible and Vibrotactile Indication for Pedestrian
Activated Warning Devices Without a Walk Indication. Where a
pedestrian push button or a passive detection device is provided for
pedestrian activated warning devices, such as rectangular rapid
flashing beacons, the pedestrian push button or passive detection
device shall activate a speech message that indicates the status of
the beacon in lieu of an audible walk indication. The speech message
volume shall comply with R308.4. Where a pedestrian push button is
provided, it shall not include vibrotactile features indicating a
walk interval.
R307.8 Locator Tone. Pedestrian push buttons shall incorporate a
locator tone complying with R307.8.
R307.8.1 Duration. Locator tones shall have a duration of 0.15
seconds or less and repeat at one-second intervals except when
another audible indication from the same device is active. When
another audible indication from the same device is active, the
locator tone shall be silenced.
Exception: A locator tone may be silenced if a passive detection
system activates the locator tone when a pedestrian is within a 12-
foot radius of the pedestrian push button.
R307.8.2 Locator Tone in Response to Ambient Sound. Pedestrian
push button locator tones shall be intensity responsive to ambient
sound and shall be audible 6 to 12 feet from the push button, or to
the building line, whichever is less. The push button locator tone
shall be louder than ambient sound up to a maximum volume of 5 dBA
louder than ambient sound. Automatic volume adjustment in response
to ambient traffic sound level shall be a maximum volume of 100 dBA.
R307.8.3 Locator Tone and Audible Beaconing. Where audible
beaconing is used, the volume of the push button locator tone during
the pedestrian change interval of the called pedestrian phase shall
be increased and operated in one of the following ways:
A. The louder audible walk indication and louder locator tone
comes from the far end of the crosswalk, as pedestrians cross the
street;
B. The louder locator tone comes from both ends of the
crosswalk; or
C. The louder locator tone comes from an additional speaker that
is aimed at the center of the crosswalk and that is mounted on a
pedestrian signal head.
R307.8.4 Locator Tone and Traffic Control Signal in Flashing
Mode. When the traffic control signal is operating in a flashing
mode, pedestrian push button locator tones shall remain active, and
the pedestrian push button shall activate a speech message that
communicates the operating mode of the traffic control signal. Where
traffic control signals or pedestrian hybrid beacons are activated
from a flashing or dark mode to a stop-and-go mode by pedestrian
actuations, a speech message communicating the operating status of
the traffic control signal is not required.
R307.9 Tactile Arrow. Pedestrian push buttons shall have a
tactile arrow with high visual contrast that is aligned parallel to
the direction of travel on their associated crosswalks.
R308 Accessible Pedestrian Signal Walk Indications
R308.1 General. Accessible pedestrian signal walk indications
shall comply with R308.
R308.2 Audible and Vibrotactile Walk Indications. Accessible
pedestrian signals shall have an audible and vibrotactile walk
indication during the walk interval only. The audible walk
indication shall be audible from the beginning of the associated
crosswalk. Following the audible and vibrotactile walk indication
and during the pedestrian change interval, accessible pedestrian
signals shall revert to the pedestrian push button locator tone.
R308.3 Audible Walk Indications. Audible walk indications shall
comply with R308.3.
R308.3.1 Percussive Tone. Where an accessible pedestrian signal
is provided at a single crossing or where two accessible pedestrian
signals are 10 feet or greater from each other at a corner, the
audible walk indication shall be a percussive tone and repeat eight
to ten ticks per second with multiple frequencies and a dominant
component at 880 Hz.
R308.3.2 Speech Walk Message. In alterations, where it is
technically infeasible to provide 10 feet separation between
pedestrian push buttons on the same corner, the audible walk
indication for each signal shall be a speech walk message that
complies with R308.3.2.
R308.3.2.1 Speech Information Message when Walk Interval is Not
Timing. Where speech push button information messages are made
available at a pretimed signal or by actuating the accessible
pedestrian push button or passive detection device, they shall only
be actuated when the walk interval is not timing. They shall begin
with the term ``Wait,'' followed by intersection identification
information modeled after: ``Wait to cross Broadway at Grand.'' If
information on intersection signalization or geometry is also given,
it shall follow the intersection identification information.
R308.3.2.2 Speech Walk Message during Pedestrian Phasing
Concurrent with Vehicular Phasing. Speech walk messages that are
used at intersections having pedestrian phasing that is concurrent
with vehicular phasing shall be patterned after the model:
``Broadway. Walk sign is on to cross Broadway.''
R308.3.2.3 Speech Walk Message during Exclusive Pedestrian
Phasing. Speech walk messages that are used at intersections having
exclusive pedestrian phasing shall be patterned after the model:
``Walk sign is on for all crossings.''
R308.3.2.4 Speech Walk Message and Pilot Light. If a pilot light
is used at an accessible pedestrian signal location, each actuation
shall be accompanied by the speech message, ``Wait.''
R308.4 Volume. Audible walk indications shall be louder than
ambient sound up to a maximum volume of 5 dBA louder than ambient
sound. Automatic volume adjustment in response to ambient traffic
sound level shall be a maximum volume of 100 dBA.
Exception: Where audible beaconing is provided in response to an
extended push button press, the beaconing can exceed 5 dBA louder
than ambient sound.
R308.5 Vibrotactile Walk Indication. The pedestrian push button
shall vibrate during the walk interval.
R309 Transit Stops and Transit Shelters
R309.1 Transit Stops. Transit stops shall comply with R309.1.
R309.1.1 Boarding and Alighting Areas. Boarding and alighting
areas at sidewalk or street-level transit stops must serve each
accessible vehicle entry and exit and shall comply with R309.1.1 and
R309.1.3.
R309.1.1.1 Dimensions. Boarding and alighting areas shall have a
clear length of 96 inches (2440 mm) minimum, measured perpendicular
to the face of the curb or street edge, and a clear width of 60
inches (1525 mm) minimum, measured parallel to the street.
R309.1.1.2 Slope. The slope of boarding and alighting areas
measured parallel to the street shall be the same as the grade of
the street. The slope of boarding and alighting areas measured
perpendicular to the street shall be 1:48 (2.1%) maximum.
R309.1.2 Boarding Platforms. Boarding platforms at transit stops
shall comply with R309.1.2 and R309.1.3.
R309.1.2.1 Platform and Vehicle Floor Coordination. Boarding
platforms shall be positioned to coordinate with vehicles in
accordance with the applicable requirements in 49 CFR parts 37 and
38.
[[Page 53659]]
R309.1.2.2 Slope. The slope of the boarding platform measured
parallel to the track or street shall be the same as the grade of
the track or street. The slope of the boarding platform measured
perpendicular to the track or street shall be 1:48 (2.1%) maximum.
R309.1.3 Common Requirements. Boarding and alighting areas and
boarding platforms shall comply with R309.1.3.
R309.1.3.1 Surfaces. The surfaces of boarding and alighting
areas and boarding platforms shall comply with R302.6.
R309.1.3.2 Connection to Existing Pedestrian Circulation Paths.
In alterations, boarding and alighting areas and boarding platforms
shall be connected to existing pedestrian circulation paths by
pedestrian access routes complying with R302.
R309.2 Transit Shelters. Transit shelters shall comply with
R309.2.
R309.2.1 Connection to Boarding and Alighting Areas. Transit
shelters shall be connected by pedestrian access routes complying
with R302 to boarding and alighting areas complying with R309.1.1 or
boarding platforms complying with R309.1.2.
R309.2.2 Clear Space. Transit shelters shall provide a minimum
clear space complying with R404 entirely within the shelter. Where
seating is provided within transit shelters, the clear space shall
be located either at one end of a seat or so as to not overlap the
area within 18 inches (455 mm) from the front edge of the seat.
R309.2.3 Environmental Controls. Where provided, environmental
controls within transit shelters shall be proximity-actuated.
R309.2.4 Protruding Objects. Protruding objects within transit
shelters shall comply with R402.
R310 On-Street Parking Spaces
R310.1 General. On-street parking spaces shall comply with R310.
R310.2 Parallel On-Street Parking Spaces. Parallel on-street
parking spaces shall comply with R310.2.
R310.2.1 Dimensions. Parallel on-street parking spaces shall be
24 feet (7.3 m) long minimum and 13 feet (4.0 m) wide minimum.
Parallel on-street parking spaces shall not encroach on the traveled
way.
Exceptions: 1. Where parallel on-street parking spaces are
altered but the adjacent pedestrian circulation path is not, any
accessible parallel on-street parking spaces provided may have the
same dimensions as the adjacent parallel on-street parking spaces if
they are provided nearest the crosswalk at the end of the block face
or nearest a midblock crosswalk, and a curb ramp or blended
transition is provided serving the crosswalk.
2. In alterations, where providing parallel on-street parking
spaces with the dimensions specified in R310.2.1 would result in an
available right-of-way width less than or equal to 9 feet (2.7 m),
measured from the curb line to the right-of-way line, the accessible
parallel on-street parking spaces may have the same dimensions as
the adjacent parallel on-street parking spaces if they are provided
nearest the crosswalk at the end of the block face or nearest a
midblock crosswalk, and a curb ramp or blended transition is
provided serving the crosswalk.
R310.2.2 Pedestrian Access Route Connection. Parallel on-street
parking spaces shall connect to pedestrian access routes. Where curb
ramps and blended transitions are used, they shall not reduce the
required width or length of the parking spaces and shall be located
at either end of the parking space. Where two or more accessible
parallel on-street parking spaces complying with the dimensions
specified in R310.2.1 are contiguous on a block face, each
accessible parallel on-street parking space shall have an
independent connection to the pedestrian access route. Curb ramps
and blended transitions shall be provided in accordance with
R203.6.1.3 and shall comply with R304. Detectable warning surfaces
are not required on curb ramps and blended transitions used
exclusively to connect accessible on-street parallel parking spaces
to pedestrian access routes.
Exception: In alterations, where parallel on-street parking
spaces are provided in accordance with Exception 1 or 2 to R310.2.1,
the parallel on-street parking space shall be connected to the curb
ramp or blended transition serving the crosswalk by a pedestrian
circulation path complying with R302.6, except that changes in level
are not permitted.
R310.2.3 Surfaces. Surfaces of parking spaces shall comply with
R302.6, except that changes in level are not permitted.
R310.2.4 Clearance Adjacent to Parking Spaces. The center 50
percent of the length of the sidewalk, or other surface, adjacent to
an accessible parallel parking space shall be free of obstructions,
including parking identification signs, parking pay meters, and
parking pay stations, and shall comply with R302.6.
R310.2.5 Identification. Parallel on-street parking spaces shall
be identified by signs displaying the International Symbol of
Accessibility complying with R411. Signs shall be 60 inches (1525
mm) minimum above the ground surface measured to the bottom of the
sign.
R310.3 Perpendicular Parking Spaces. Perpendicular parking
spaces shall comply with R310.3.
R310.3.1 Access Aisles. Perpendicular on-street parking spaces
shall have adjacent access aisles 96 inches (2440 mm) wide minimum
extending the full length of the parking space. One access aisle
shall be permitted to serve two parking spaces where front and rear
entry parking are both permitted. Where an access aisle serves only
one parking space and parking is restricted to either front entry or
rear entry orientation, the access aisle shall be located on the
passenger side of the vehicle.
R310.4 Angled Parking Spaces. Accessible angled parking spaces
shall comply with R310.4.
R310.4.1 Width. The width of an angled parking space shall be
132 inches (3350 mm).
R310.4.2 Access Aisles. Each angled on-street parking space
shall have an adjacent access aisle 60 inches (1525 mm) wide minimum
extending the full length of the parking space on the passenger
side.
R310.5 Common Requirements for Perpendicular and Angled Parking
Spaces. Perpendicular and angled parking spaces shall comply with
R310.5.
R310.5.1 Access Aisle Markings. The access aisle surface shall
be marked to discourage parking in the access aisle.
R310.5.2 Access Aisle Location. Access aisles shall be located
at the same level as the parking space they serve and shall not
encroach on the traveled way.
R310.5.3 Pedestrian Access Route Connection. Access aisles shall
connect to pedestrian access routes. Where curb ramps and blended
transitions are used, they shall not reduce the required width or
length of access aisles and parking spaces. Curb ramps and blended
transitions shall be provided in accordance with R203.6.1.4 and
shall comply with R304. A detectable warning surface is not required
on a curb ramp or blended transition used exclusively to connect on-
street parking access aisles to pedestrian access routes.
Exception: In alterations, the access aisle may connect to an
existing pedestrian circulation path in accordance with R202.2.
R310.5.4 Surfaces. Surfaces of parking spaces and access aisles
serving them shall comply with R302.6, except that changes in level
are not permitted.
R310.5.5 Identification. Perpendicular or angled on-street
parking spaces shall be identified by signs displaying the
International Symbol of Accessibility complying with R411. The signs
shall be located at the head of the parking space. Signs shall be 60
inches (1525 mm) minimum above the ground surface measured to the
bottom of the sign.
R310.6 Parking Meters and Parking Pay Stations. Parking meters
and parking pay stations that serve accessible parking spaces shall
provide operable parts complying with R403. The clear space required
by R403.2 shall be located so that displays and information on
parking meters and pay stations are visible from a point located 40
inches (1015 mm) maximum above the center of the clear space in
front of the parking meter or parking pay station.
R311 Passenger Loading Zones
R311.1 General. Accessible passenger loading zones shall comply
with R311.
R311.2 Vehicle Pull-Up Space. Accessible passenger loading zones
shall provide a vehicular pull-up space that is 96 inches (2440 mm)
wide minimum and 20 feet (6.1 m) long minimum.
R311.3 Access Aisle. Vehicle pull-up spaces shall have adjacent
access aisles complying with R311.3 that are 60 inches (1525 mm)
wide minimum extending the full length of the vehicle pull-up space.
Access aisles shall be at the same level as the vehicle pull-up
space they serve and shall not encroach on the traveled way.
R311.3.1 Clearance Adjacent to Passenger Loading Zone. The
center 50 percent of the length of the sidewalk, or other surface,
adjacent to an accessible passenger loading zone shall be free of
obstructions and comply with R302.6.
R311.3.2 Marking. Access aisle surfaces shall be marked to
discourage parking in them.
R311.4 Surfaces. Surfaces of vehicle pull-up spaces and the
access aisles serving them shall comply with R302.6, except that
changes in level are not permitted.
[[Page 53660]]
R311.5 Pedestrian Access Route Connection. Access aisles shall
connect to pedestrian access routes. Where curb ramps and blended
transitions are used, they shall be provided in accordance with
R203.6.1.4 and comply with R304, and shall not reduce the required
width or length of access aisles. Detectable warning surfaces are
not required on curb ramps and blended transitions used exclusively
to connect access aisles to pedestrian access routes.
Exception: In alterations, the access aisle may connect to an
existing pedestrian circulation path in accordance with R202.2.
Chapter 4: Supplemental Technical Requirements
R401 General
R401.1 Scope. The supplemental technical requirements in Chapter
4 shall apply where required by Chapter 2 or where referenced by a
requirement in these guidelines.
R402 Protruding Objects and Vertical Clearance
R402.1 General. Protruding objects and vertical clearance shall
comply with R402.
R402.2 Protrusion Limits. Objects with leading edges more than
27 inches (685 mm) and less than 80 inches (2030 mm) above the
walking surface shall not protrude horizontally more than 4 inches
(100 mm) into pedestrian circulation paths.
Exception: Handrails shall be permitted to protrude 4\1/2\
inches (115 mm) maximum.
R402.3 Post-Mounted Objects. Where objects are mounted on posts
or pylons, they shall comply with R402.3.
Exception: The sloping portions of handrails serving stairs and
ramps shall not be required to comply with R402.3.
R402.3.1 Objects Mounted on Single Post or Pylon. Where objects
are mounted on a single post or pylon and the objects are more than
27 inches (685 mm) and less than 80 inches (2030 mm) above the
walking surface, the objects shall not protrude into the pedestrian
circulation path more than 4 inches (100 mm) measured horizontally
from the post or pylon or more than 4 inches (100mm) measured
horizontally from the outside edge of the base where the base height
is 2\1/2\ inches (64 mm) minimum.
R402.3.2 Objects Mounted Between Posts or Pylons. Where objects
are mounted between posts or pylons and the clear distance between
the posts or pylons is greater than 12 inches (305 mm), the lowest
edge of the object shall be 27 inches (685 mm) maximum or 80 inches
(2030 mm) minimum above the walking surface.
Exception: Objects mounted with the lowest edge greater than 27
inches (685 mm) and less than 80 inches (2030 mm) above the walking
surface are permitted if a barrier with its lowest edge at 27 inches
(685 mm) maximum above the walking surface is provided between the
posts or pylons.
R402.4 Vertical Clearance. Vertical clearance shall be 80 inches
(2030 mm) high minimum. Guards or other barriers to prohibit
pedestrian travel shall be provided where the vertical clearance is
less than 80 inches (2030 mm) high above the walking surface. The
lowest edge of the guard or barrier shall be located 27 inches (685
mm) maximum above the walking surface.
R402.5 Required Clear Width. Protruding objects shall not reduce
the clear width required for pedestrian access routes.
R403 Operable Parts
R403.1 General. Operable parts shall comply with R403.
R403.2 Clear Space. A clear space complying with R404 shall be
provided at operable parts.
R403.3 Height. Operable parts shall be placed within one or more
of the reach ranges specified in R406.
R403.4 Operation. Operable parts shall be operable with one hand
and shall not require tight grasping, pinching, or twisting of the
wrist. The force required to activate operable parts shall be 5
pounds (22.2 N) maximum.
R404 Clear Spaces
R404.1 General. Clear spaces shall comply with R404.
R404.2 Surfaces. Surfaces of clear spaces shall comply with
R302.6. The slope of the clear space shall be 1:48 (2.1%) maximum in
both directions.
Exception: Where the slope of the clear space would exceed 1:48
(2.1%) in either or both directions due to the grade of an adjacent
pedestrian access route conforming to the requirements of R302.4,
the slope of the clear space may be consistent with the slope of the
pedestrian access route.
R404.3 Size. Clear spaces shall be 30 inches (760 mm) minimum by
48 inches (1220 mm) minimum.
R404.4 Knee and Toe Clearance. Unless otherwise specified, clear
spaces shall be permitted to include knee and toe clearance
complying with R405.
R404.5 Position. Clear spaces shall be positioned either for
forward approach where the 30-inch side is nearest to the element,
or for parallel approach where the 48-inch side is nearest to the
element. Clear spaces shall not be located on curb ramp runs or
flares.
R404.6 Approach. One full unobstructed side of a clear space
shall adjoin a pedestrian access route or adjoin another clear
space.
R404.7 Maneuvering Clearance. Where a clear space is confined on
all or part of three sides, additional maneuvering clearance shall
be provided in accordance with R404.7.1 and R404.7.2.
R404.7.1 Forward Approach. The clear space and additional
maneuvering clearance shall be 36 inches (915 mm) wide minimum where
the depth of the confined space exceeds 24 inches (610 mm) measured
perpendicular to the element.
R404.7.2 Parallel Approach. The clear space and additional
maneuvering clearance shall be 60 inches (1525 mm) wide minimum
where the depth of the confined space exceeds 15 inches (380 mm)
measured perpendicular to the element.
R405 Knee and Toe Clearance
R405.1 General. Where space beneath an element is included as
part of a clear space, the space shall comply with R405. Additional
space shall not be prohibited beneath an element but shall not be
considered as part of the clear space.
R405.2 Toe Clearance. Toe clearance shall comply with R405.2.
R405.2.1 General. Space under an element between the ground
surface and 9 inches (230 mm) above the ground surface shall be
considered toe clearance and shall comply with R405.2.
R405.2.2 Maximum Depth. Toe clearance shall extend 25 inches
(635 mm) maximum under an element.
R405.2.3 Minimum Required Depth. Where toe clearance is required
at an element as part of a clear space, the toe clearance shall
extend 17 inches (430 mm) minimum under the element.
R405.2.4 Additional Clearance. Space extending greater than 6
inches (150 mm) beyond the available knee clearance at 9 inches
above the ground surface shall not be considered toe clearance.
R405.2.5 Width. Toe clearance shall be 30 inches (760 mm) wide
minimum.
R405.3 Knee Clearance. Knee clearance shall comply with R405.3.
R405.3.1 General. Space under an element between 9 inches (230
mm) and 27 inches (685 mm) above the ground surface shall be
considered knee clearance and shall comply with R405.3.
R405.3.2 Maximum Depth. Knee clearance shall extend 25 inches
(635 mm) maximum under an element at 9 inches (230 mm) above the
ground surface.
R405.3.3 Minimum Required Depth. Where knee clearance is
required under an element as part of a clear space, the knee
clearance shall be 11 inches (280 mm) deep minimum at 9 inches (230
mm) above the ground surface, and 8 inches (205 mm) deep minimum at
27 inches (685 mm) above the ground surface.
R405.3.4 Clearance Reduction. Between 9 inches (230 mm) and 27
inches (685mm) above the ground surface, the knee clearance shall be
permitted to reduce at a rate of 1 inch (25 mm) in depth for each 6
inches (150 mm) in height.
R405.3.5 Width. Knee clearance shall be 30 inches (760 mm) wide
minimum.
R406 Reach Ranges
R406.1 General. Reach ranges shall comply with R406.
R406.2 Reach Range Limits. For forward and parallel approaches,
the high reach shall be 48 inches (1220 mm) maximum and the low
reach shall be 15 inches (380 mm) minimum above the ground surface.
R406.3 Obstructions. Obstructed reach shall comply with R406.3.
R406.3.1 Forward Reach. Where the clear space is configured
solely for a forward approach to an element, obstructions shall not
be permitted between the clear space and the element for a forward
reach.
R406.3.2 Side Reach. Where a clear space is configured for a
parallel approach to an element, an obstruction shall be permitted
between the clear space and the element where the depth of the
obstruction is 10 inches (255 mm) maximum and the height of the
obstruction is 34 inches (865 mm) maximum.
R407 Ramps
R407.1 General. Ramps shall comply with R407. R407 does not
apply to curb
[[Page 53661]]
ramps or pedestrian access routes following the grade established
for the adjacent street consistent with the requirements of
R302.4.1.
R407.2 Running Slope. The running slope of each ramp run shall
be 1:12 (8.3%) maximum.
R407.3 Cross Slope. The cross slope of ramp runs shall be 1:48
(2.1%) maximum.
R407.4 Clear Width. The clear width of a ramp run shall be 48
inches (1220 mm) minimum. Where handrails are provided, the clear
width between handrails shall be 48 inches (1220 mm) minimum.
Exception: Where a ramp only serves a building entrance, the
clear width of the ramp run shall be permitted to be 36 inches (915
mm) minimum. Where handrails are provided, the clear width between
handrails shall be permitted to be 36 inches (915 mm) minimum.
R407.5 Rise. The rise for any ramp run shall be 30 inches (760
mm) maximum.
R407.6 Landings. Ramps shall have landings at the top and the
bottom of each ramp run. Landings shall comply with R407.6.
R407.6.1 Slope. Landing slopes shall be 1:48 (2.1%) maximum
parallel and perpendicular to the ramp running slope.
R407.6.2 Width. The landing clear width shall be at least as
wide as the widest ramp run leading to the landing.
R407.6.3 Length. The landing clear length shall be 60 inches
(1525 mm) long minimum.
R407.6.4 Change in Direction. Ramps that change direction
between runs at landings shall have a clear landing 60 inches (1525
mm) minimum by 60 inches (1525 mm) minimum.
R407.7 Surfaces. Surfaces of ramp runs and landings shall comply
with R302.6, except that changes in level are not permitted.
R407.8 Handrails. Ramp runs with a rise greater than 6 inches
(150 mm) shall have handrails complying with R409.
R407.9 Edge Protection. Edge protection complying with R407.9.1
or R407.9.2 shall be provided on each side of ramp runs and each
side of ramp landings except those serving an adjoining ramp run,
stairway, or other pedestrian circulation path.
R407.9.1 Extended Ramp Surface. The surface of the ramp run or
landing shall extend 12 inches (305 mm) minimum beyond the inside
face of a handrail complying with R409.
R407.9.2 Curb or Barrier. A curb that is 4 inches (100 mm) high
minimum, or a barrier that prevents the passage of a 4-inch (100 mm)
diameter sphere, where any portion of the sphere is within 4 inches
(100 mm) of the surface of the ramp run or landing, shall be
provided.
R408 Stairs
R408.1 General. Stairs shall comply with R408.
R408.2 Treads and Risers. All steps on a flight of stairs shall
have uniform riser heights and uniform tread depths. Risers shall be
4 inches (100 mm) high minimum and 7 inches (180 mm) high maximum.
Treads shall be 11 inches (280 mm) deep minimum.
R408.3 Open Risers. Open risers are not permitted.
R408.4 Tread Surface. Stair treads shall comply with R302.6,
except that changes in level are not permitted.
Exception: Treads shall be permitted to have a slope not steeper
than 1:48 (2.1%).
R408.5 Nosings. The radius of curvature at the leading edge of
the tread shall be \1/2\ inch (13 mm) maximum. Nosings that project
beyond risers shall have the underside of the leading edge curved or
beveled. Risers shall be permitted to slope under the tread at an
angle of 30 degrees maximum from vertical. The permitted projection
of the nosing shall extend 1\1/2\ inches (38 mm) maximum over the
tread below.
R408.6 Visual Contrast. The leading edge of each step tread and
top landing shall be marked by a stripe. The stripe shall be 1 inch
(25 mm) wide minimum and shall contrast visually with the rest of
the step tread or circulation path surface either light-on-dark or
dark-on-light.
R408.7 Handrails. Stairs shall have handrails complying with
R409.
R409 Handrails
R409.1 General. Handrails required at ramps and stairs, and
handrails provided on pedestrian circulation paths shall comply with
R409. R409 does not apply to curb ramps.
R409.2 Where Required. Handrails shall be provided on both sides
of ramps and stairs.
R409.3 Continuity. Handrails shall be continuous within the full
length of each ramp run or stair flight. Inside handrails on
switchback or dogleg ramps and stairs shall be continuous between
ramp runs or stair flights.
R409.4 Height. The top of gripping surfaces of handrails shall
be 34 inches (865 mm) minimum and 38 inches (965 mm) maximum
vertically above walking surfaces, ramp surfaces, and stair nosings.
Handrails shall be at a consistent height above walking surfaces,
ramp surfaces, and stair nosings.
R409.5 Clearance. Clearance between handrail gripping surfaces
and adjacent surfaces shall be 1\1/2\ inches (38 mm) minimum.
R409.6 Gripping Surface. Handrail gripping surfaces shall be
continuous along their length and shall not be obstructed along
their tops or sides. The bottoms of handrail gripping surfaces shall
not be obstructed for more than 20 percent of their length. Where
provided, horizontal projections shall occur 1\1/2\ inches (38 mm)
minimum below the bottom of the handrail gripping surface.
R409.7 Cross Section. Handrail gripping surfaces shall have a
cross section complying with R409.7.1 or R409.7.2. Where expansion
joints are necessary for large spans of handrails, the expansion
joint cross section is permitted to be smaller than the specified
cross section diameters for 1 inch (25 mm) maximum in length.
R409.7.1 Circular Cross Section. Handrail gripping surfaces with
a circular cross section shall have an outside diameter of 1\1/4\
inches (32 mm) minimum and 2 inches (51 mm) maximum.
R409.7.2 Non-Circular Cross Section. Handrail gripping surfaces
with a non-circular cross section shall have a perimeter dimension
of 4 inches (100 mm) minimum and 6\1/4\ inches (160 mm) maximum, and
a cross-section dimension of 2\1/4\ inches (57 mm) maximum.
R409.8 Surfaces. Handrail gripping surfaces and any surfaces
adjacent to them shall be free of sharp or abrasive elements and
shall have rounded edges.
R409.9 Fittings. Handrails shall not rotate within their
fittings. Where expansion joints are necessary for large spans of
handrails, the expansion joint is permitted to rotate in its
fitting.
R409.10 Handrail Extensions. Handrail gripping surfaces shall
extend beyond and in the same direction of ramp runs and stair
flights in accordance with R409.10. Handrail extensions shall not
extend into the roadway or pedestrian circulation path. In
alterations, if handrail extensions complying with R409.10 would
reduce the clear width of a pedestrian access route, they shall
extend as far as possible without reducing the clear width of the
pedestrian access route.
Exception: Extensions shall not be required for continuous
handrails at the inside turn of switchback or dogleg ramps and
stairs.
R409.10.1 Top and Bottom Extension at Ramps. Ramp handrails
shall extend horizontally above the landing for 12 inches (305 mm)
minimum beyond the top and bottom of ramp runs. Extensions shall
return to a wall, guard, or the landing surface, or shall be
continuous to the handrail of an adjacent ramp run.
R409.10.2 Top Extension at Stairs. At the top of a stair flight,
handrails shall extend horizontally above the landing for 12 inches
(305 mm) minimum beginning directly above the first riser nosing.
Extensions shall return to a wall, guard, or the landing surface, or
shall be continuous to the handrail of an adjacent stair flight.
R409.10.3 Bottom Extension at Stairs. At the bottom of a stair
flight, handrails shall extend at the slope of the stair flight for
a horizontal distance at least equal to one tread depth beyond the
last riser nosing. Extensions shall return to a wall, guard, or the
landing surface, or shall be continuous to the handrail of an
adjacent stair flight.
R410 Visual Characters on Signs
R410.1 General. Visual characters on signs shall comply with
R410.
R410.2 Finish and Contrast. Characters and their background
shall have a non-glare finish. Characters shall contrast with their
background with either light characters on a dark background or dark
characters on a light background.
R410.3 Case. Characters shall be uppercase or lowercase or a
combination of both.
R410.4 Style. Characters shall be conventional in form.
Characters shall not be italic, oblique, script, highly decorative,
or of other unusual forms.
R410.5 Character Proportions. Characters shall be selected from
fonts where the width of the uppercase letter ``O'' is 55 percent
minimum and 110 percent maximum of the height of the uppercase
letter ``I''.
R410.6 Character Height. Minimum character height shall comply
with Table R410.6. Viewing distance shall be measured
[[Page 53662]]
as the horizontal distance between the character and an obstruction
preventing further approach towards the sign. Character height shall
be based on the uppercase letter ``I''.
R410.6 Visual Character Height
------------------------------------------------------------------------
Height to finish surface from Horizontal Minimum character
baseline of character viewing distance height
------------------------------------------------------------------------
40 inches (1015 mm) to less Less than 72 5/8 inch (16 mm).
than or equal to 70 inches inches (1830 mm).
(1780 mm).
40 inches (1015 mm) to less 72 inches (1830 5/8 inch (16 mm),
than or equal to 70 inches mm) and greater. plus \1/8\ inch (3.2
(1780 mm). mm) per foot (305
mm) of viewing
distance above 72
inches (1830 mm).
Greater than 70 inches (1780 Less than 180 2 inches (51 mm).
mm) to less than or equal to inches (4570 mm).
120 inches (3050 mm).
Greater than 70 inches (1780 180 inches (4570 2 inches (51 mm),
mm) to less than or equal to mm) and greater. plus \1/8\ inch (3.2
120 inches (3050 mm). mm) per foot (305
mm) of viewing
distance above 180
inches (4570 mm).
Greater than 120 inches (3050 Less than 21 feet 3 inches (75 mm).
mm). (6400 mm).
Greater than 120 inches (3050 21 feet (6400 mm) 3 inches (75 mm),
mm). and greater. plus \1/8\ inch (3.2
mm) per foot (305
mm) of viewing
distance above 21
feet (6400 mm).
------------------------------------------------------------------------
R410.7 Stroke Thickness. Stroke thickness of the uppercase
letter ``I'' shall be 10 percent minimum and 30 percent maximum of
the height of the character.
R410.8 Character Spacing. Character spacing shall be measured
between the two closest points of adjacent characters, excluding
word spaces. Spacing between individual characters shall be 10
percent minimum and 35 percent maximum of character height.
R410.9 Line Spacing. Spacing between the baselines of separate
lines of characters within a message shall be 135 percent minimum
and 170 percent maximum of the character height.
R410.10 Height from Ground Surface. Visual characters shall be
40 inches (1015 mm) minimum above the ground surface.
R411 International Symbol of Accessibility
R411.1 General. The International Symbol of Accessibility shall
comply with R411 and Figure R411.
R411.2 Finish and Contrast. The symbol and its background shall
have a non-glare finish. The symbol shall contrast with its
background with either a light symbol on a dark background or a dark
symbol on a light background.
Figure R411--International Symbol of Accessibility
[GRAPHIC] [TIFF OMITTED] TR08AU23.000
[FR Doc. 2023-16149 Filed 8-7-23; 8:45 am]
BILLING CODE 8150-01-P