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1
Section 3
Self-Evaluations and
Transition Plans
Fall, 2017
Ann Johnson, PE Services
Brady Rutman, SRF Consulting Group
Self-Evaluations and Transition Plans
Overview
• Agency Requirements
• Self-Evaluations
– What is a Self-Evaluation?
– What, When and How to Document
– Projecting Time and Cost
– Best Practices and Examples
• Transition Plans
– What’s Included in a Transition Plan?
– Timing of Improvements
– Examples & Resources2
Agency Requirements
Legal Language (§28 CFR Part 35)
• Self Evaluation (§28 CFR 35.105)– Evaluate current services, policies, and practices and make necessary
modifications to meet requirements
– Provide an opportunity to interested persons to participate in self-
evaluation process by submitting comments
– Maintain on file and make available for public inspection for at least 3
years following self-evaluation:
• A list of interested persons consulted
• A description of areas examined and any problem(s) identified
• A description of any modifications made
– These requirements do not need to duplicate compliance required by
Section 504 of the Rehabilitation Act
3
Agency Requirements
Legal Language (§28 CFR Part 35)
• Self Evaluation (§28 CFR 35.105) – Evaluate current services, policies, and practices and make necessary
modifications to meet requirements
– Provide an opportunity to interested persons to participate in self-
evaluation process by submitting comments
– Maintain on file and make available for public inspection for at least 3
years following self-evaluation:
• A list of interested persons consulted
• A description of areas examined and any problem(s) identified
• A description of any modifications made
– These requirements do not need to duplicate compliance required by
Section 504 of the Rehabilitation Act
4
Only required for public entities that employ 50 or more persons
2
Agency Requirements
Legal Language
(§28 CFR Part 35)
• Notice (§28 CFR 35.106)– Make information of this part
available to applicants,
participants, beneficiaries, and
other interested persons
5
Agency Requirements
Legal Language (§28 CFR Part 35)
• Notice (§28 CFR 35.106)– Make information of this part available to applicants, participants,
beneficiaries, and other interested persons
• Designation of Responsible Employee and Adoption
of Grievance Procedures (§28 CFR 35.107)– Designate at least one employee to coordinate these efforts and carry
out responsibilities, including investigation of any complaint
• Name
• Office Address
• Telephone Number
– Adopt and publish grievance procedures
6
Only required for public entities that employ 50 or more persons
Agency Requirements
Legal Language (§28 CFR Part 35)
• Existing Facilities (§28 CFR 35.150 subpart d)– Develop a Transition Plan setting forth the steps necessary to
complete changes required to achieve program accessibility
– Provide an opportunity to interested persons to participate in the
development of a transition plan by submitting comments
– Make available a copy of the transition plan for public inspection
7
Only required for public entities that employ 50 or more persons
Self-Evaluations
Overview
• What is a Self-Evaluation?
• What to Document
• How to Document
• Projecting Time and Cost
• Best Practices and Advice
8
3
Self-Evaluations & Scoping
What to evaluate:
• Consider the needs of your City/County
– What information will help you meet those needs?
– Design your Self-Evaluation to lead your Transition Plan
– Think about your “business” needsF. What will help your
business be successful?
• Evaluation = This is what we have
• Transition Plan = This is how we’re making progress
9
Self-Evaluations
What is a Self-Evaluation?
• Required of all public entities– Section 504, Rehabilitation Act of 1973
• §49 CFR 27 (USDOT)
– Title II, ADA
• §28 CFR 35 (DOJ)
10
• Purpose: – To identify barriers in
programs and activities that
prevent persons with
disabilities from access
Self-Evaluations
What to evaluate:
• All programs and facilities that require public access
– Public right-of-way
– Rest Areas, Parks, Trails
– Access to Public Buildings
• Barriers to Accessibility
• Critical Areas
11
Self-Evaluations
• End Product– Inventory of facilities where structural modifications are
needed to make them accessible
• Unspecified Format
• Enough detail to form foundation of Transition Plan
• Presentation Options:
– Aerial Photos
– Database/Spreadsheet
– Marked-up Drawings
– Geographic Information System (GIS)
12
4
Self-Evaluations
• End Product: Summary Table
13
Self-Evaluations
• End Product: Detailed Spreadsheet
14
Self-Evaluations
• End Product:
Images
15
Self-Evaluations
• End Product: GIS Maps
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5
Self-Evaluations
• What to Document– Presence of Communication Devices and Services
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Self-Evaluations
What to Document
• Barriers to Access
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Self-Evaluations
• Barriers to Access
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Self-Evaluations
• Identify Barriers to Access within:– Sidewalks
– Shared-Use Trails
– Pedestrian Crossings
– Curbs (Curb Ramps)
– Pedestrian Signals
– Parking Lots
– Bus Stops
– Construction Zones
20
6
Self-Evaluations
• What to Document: Sidewalks and Trails– Running Slope
– Cross-Slope
– Geometry
• Width
• Turning Space
– Condition
• Vertical Discontinuities
• Cracking/Crumbling
21
Self-Evaluations
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Self-Evaluations
• What to Document: Ramps and Stairs– Running Slope & Cross Slope
– Landings & Turning Space
– Geometry
• Width
• Tread/Riser Design
– Handrails
– Edge Protection
– Condition
• Vertical Discontinuities
• Cracking/Crumbling
• Surface Characteristics23
Self-Evaluations
• What to Document: Ramps and Stairs
24
7
Self-Evaluations
• What to Document: Pedestrian Signals – Presence
– Location
– Ease of Activation
25
Self-Evaluations
• What to Document: Parking Lots– Number and Location of Accessible Stalls
– Signage/Marking
– Slope
– Location and Connection to Ped Access Route
26
Self-Evaluations
27
• What to Document: Parking Lots– Number & Location of
Accessible Stalls
– Signage/Marking
– Slope
Self-Evaluations
• What to Document: Parking Lots
28
8
Self-Evaluations
• What to Document: Bus and Transit Stops
– Accessible Route to Waiting Pad or Shelter
– Landing
– Detectable Warnings
– Seating
– Wheel Chair Space
– Auditory and Tactile Travel Information
29
Self-Evaluations
• What to Document: Bus and Transit Stops
30
Self-Evaluations
• What to Document: Bus and Transit Stops
31
Self-Evaluations
• What to Document: Construction Sites
– Temporary Pedestrian Accessible Route
• Smooth Surfaces
• Width
• Grades
• Landings and Turning Spaces
• Detectable Edging
• Edge Protection
– Tripping Hazards or Obstacles
– Handrails
– Audible Message Devices 32
9
Self-Evaluations
• What to Document: Curb Ramps– Running Slope
– Cross-Slope
– Geometry
• Type of Ramp
• Width
• Landing
– Detectable Warnings
– Ramp Flares
– Condition
• Vertical Discontinuities
• Cracking/Crumbling33
Self-Evaluations
• What to Document: Curb Ramps
– In general, compliance can be achieved by
meeting 12 requirements:1. Ramp Width – 4’ min or match incoming sidewalk/trail
2. Ramp Running Slope – Less than or equal to 8.3%
3. Ramp meets Spec 2521.3 (Construction Requirements for Concrete Walk)
4. Ramp Cross Slope – Less than or equal to 2%
5. Gutter Flow Line Slope – If the gutter flow line slope is greater than 2%, then the ramp cross slope will also exceed
34
Self-Evaluations
35
• What to Document: Curb Ramps6. Landing Slope – Can not exceed 2% in any direction
7. Landing Dimensions – 4 ft. by 4 ft. minimum
8. Landing Location – At the top of the ramp and/or change in PAR direction
9. Truncated Domes – Properly oriented and covering the entire curb opening
10.Proper drainage – Not holding water, especially in PAR
11.Vertical Discontinuities – None greater than ¼ inch
12.Walkable Surface Flare Slope – Must be 10% max
13.(Bonus)F Ramp Location – Maintain PAR continuity
Self-Evaluations
• What to Document: Curb Ramps
36
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Self-Evaluations
• What to Document: Curb Ramps
37
Self-Evaluations
• What to Document: Curb Ramps
38
Self-Evaluations
• What to Document: Curb Ramps
39
Self-Evaluations
• What to Document: Curb Ramps
40
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Self-Evaluations
• What to Document: Curb Ramps
41
Self-Evaluations
• What to Document: Curb Ramps
42
Self-Evaluations
• What to Document: Curb Ramps
43
Self-Evaluations
• What to Document: Curb Ramps
44
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Self-Evaluations
• What to Document: Curb Ramps
45
Self-Evaluations
• What to Document: Curb Ramps
46
Self-Evaluations
• What to Document: Curb Ramps
47
Self-Evaluations
• What to Document: Curb Ramps
48
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Self-Evaluations
• What to Document: Curb Ramps
49
Self-Evaluations
• What to Document: Curb Ramps
50
Self-Evaluations
• What to Document: Curb Ramps
51
Self-Evaluations
How to Document:
• Optimal: On-ground Surveys
• Additional Methods:
– Windshield Surveys
– Aerial Photo Studies
– Record Drawing Reviews
52
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Self-Evaluations
• On-ground Surveys
53
Self-Evaluations
• Windshield Surveys
54
Self-Evaluations
• Aerial Photos
55
Self-Evaluations
• Record Drawing Reviews
56
15
Self-Evaluations
• Documentation & Organization
57
Self-Evaluations
• Documentation &
Organization
58
Self-Evaluations
• Documentation & Organization
59
Self-Evaluations
• How to Document
– Brooklyn Park Instructional Video:
https://www.youtube.com/watch?v=p1rbzZ66FpM&feature=youtu.be
60
16
Self-Evaluations
Projecting Time and Cost
• Your agency’s commitment will vary depending on:
– The size/area of your City/County
– The type of pedestrian infrastructure featured
– The density of pedestrian infrastructure (rural/urban)
– Your method and approach to the inventory
• How many staff?
• What technology?
– The depth of data you seek
61
Self-Evaluations
Projecting Time and Cost
• MnDOT Guidelines (State Average)
– Sidewalks: ~1 hour/1 mile
– Curb Ramps: ~20 mins/intersection
– Signalized Intersection (with APS and Curb Ramps):
~1 hour/intersection
62
Self-Evaluations
Projecting Time and Cost
• Example from the City of Hopkins (2017)
– Data Collection: ~30-40 data points per hour, team of 2
– Including Data Analysis: ~25 data points per hour
• Sidewalks: One data point per driveway location (or 1
point per block with no driveways)
• Curb Ramps: 1 data point per ramp
• APS Push Button: 1 data point each
• Urban intersection: ~45 minutes
• Residential intersection: ~20 minutes
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Self-Evaluations
Projecting Time and Cost
• Example from Clay County (2014)
– Sidewalks: 2-3 miles per day
– Curb Ramps: 15 mins/quadrant, 45-60 mins/intersection
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Self-Evaluations
Projecting Time and Cost
• Example from Hennepin County (2012-15)
– Sidewalks: 368 miles over 2 summers with 2 interns
– Curb Ramps: 13,000 ramps over ~1 year with 1 vehicle
– GIS software program, Trimble GPS device used
• Linked photos and checklist with locations
65
Self-Evaluations
Best Practices
• National Cooperative Highway Research
Program (NCHRP)
– ADA Transition Plans: A Guide to Best
Management Practiceshttp://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20-07(232)_FR.pdf
• MnDOT
• Local Agencies
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Self-Evaluations
Best Practices
• NCHRP: Common Areas of Non-Compliance
67
Self-Evaluations
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Self-Evaluations
Best Practices
• US DOJ: Common Problems for Local Agencieshttps://www.ada.gov/comprob.htm
– City governments believe existing programs and facilities are
protected by “grandfather” clause
• City governments must provide program access for people with
disabilities to the whole range of city services and programsF
unless “undue burden”
– Small municipalities believe they are exempt from complying with Title
II of ADA due to size
• All public entities, regardless of size, must comply with Title II
requirements (§28 CFR 35.104)
• If less than 50 employees, compliance not required with sections
of DOJ regulations69
Self-Evaluations
Best Practices
• US DOJ: Common Problems for Local
Agencies– City governments often fail to ensure the whole range of the city’s
services, municipal buildings, and programs are accessible (Public
meetings, City functions, etc.)
• Accessibility can be achieved in a variety of ways:
– Structural changes
– Move public meetings to accessible buildings
– Relocate services for individuals with disabilities to accessible
levels or parts of buildings
70
Self-Evaluations
Best Practices
• US DOJ: Common Problems for Local Agencies– City governments often do not provide enough curb ramps
– City governments often fail to provide qualified interpreters or assistive
listening devices at public events/meetings
– City governments often fail to provide materials in alternate formats
(Braille, large print, audio cassettes, etc.)
– City governments often fail to consider reasonable modifications in
local laws/ordinances/regulations that would avoid discrimination
against individuals with disabilities
– City governments do not provide direct and equal access to 9-1-1
systems
– Law enforcement agencies often fail to modify policies, practices, or
procedures in citizen interaction, detention, and arrest procedures71
Self-Evaluations
Best Practices
• MnDOT GPS DATA Fields (See Handout)
72
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Self-Evaluations
Best Practices
• MnDOT GPS DATA Fields (See Handout)
73
Self-Evaluations
74
Best Practices
• MnDOT GPS
DATA Fields (See Handout)
– Condition Rating
Guides
1. Excellent
2. Good
3. Fair
4. Poor
Self-Evaluations
Best Practices
• Lessons from Local Agencies
– Identify Priority Areas based on:
• Citizen requests/complaints
• Population density
• Pedestrian level of service
• Incidence of disabilities
• Cost
– Be strategic with first steps; get the most out of
your effort considering limited time/budget
75
Self-Evaluations
Best Practices
• Lessons from Local Agencies
– Concentrate effort at High-Priority Areas
• Gather information from the public and advocacy
groups to identify inaccessible areas
– Use summer interns
– Store data with GIS
• Geolocation not required, but helpful
• Makes for easier ongoing assessment updates
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20
Self-Evaluations
Best Practices
• Lessons from Local Agencies– Avoid “reinventing the wheel”
• Look at other plans online
• Use consultant experience
– Adopt a two-pronged approach to deal with rights-of-way
separate from buildings
– Consider separating pedestrian infrastructure into
categories to help funding decisions:
• Excellent-Good-Average-Fair-Poor-Failing
77
Self Evaluations
Example: City of Baxter, MN
78
Self Evaluations
Example: City of Baxter
79
Self Evaluations
Example:
City of Baxter
80
21
Self Evaluations
81
Self Evaluations
Example: Sibley County
82
Self Evaluations
Example: Clay County
83
Self Evaluations
Example: Clay County
84
22
Self Evaluations
85
Example: Hennepin County
Self Evaluations
86
Self Evaluations
87
Self Evaluations
88
Example:
Hennepin County
23
Self Evaluations
89
Example:
Hennepin
County
Self Evaluations
90
Example:
Hennepin County
Transition Plans
Overview
• What’s included in a Transition Plan?
• Timing of Improvements
• Tips and Resources
91
Transition Plans & Scoping
Linking Self-Evaluation to Transition Plan
• Consider the needs of your City/County
– What information will help you meet those needs?
– Design your Self-Evaluation to lead your Transition Plan
– Think about your “business” needsF. What will help your
business be successful?
• Evaluation = This is what we have
• Transition Plan = This is how we’re making progress
92
24
Transition Plans
What is a Transition Plan?
• Required of public entities that employ at least 50
persons (§ 28 CFR 35.150(d))
93
• Purpose:– To set forth steps
necessary to complete
modifications identified
through self-evaluation
(those areas not covered
by a previous plan)
– Provide a schedule for
completing the
modifications
Transition Plans
What’s included in a Transition Plan?
• Minimum Agency Requirements:– Identify physical obstacles in the public entity that limit
accessibility
– Describe in detail the methods to make facilities
accessible
– Specify the schedule for achieving compliance
• If longer than one year, identify steps for each year
– Indicate an official responsible for plan implementation
– Input from interested individuals and organizations
94
Transition Plans
What’s included in a Transition Plan?• For those public entities with responsibility for streets, roads,
or walkwaysF
– Transition plan shall include a schedule for providing curb ramps
95
Transition Plans
What’s included in a Transition Plan?• No requirements for format of the Transition Plan
• Sample Outline:
96
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Transition Plans
What’s included in a Transition Plan?• No requirements for format of the Transition Plan
• Sample Outline:
97
Transition Plans
98
Timing of Improvements• Evaluation is ongoing; Transition Plan is a “living document”
• Transition Plan to be utilized in yearly planning of projects
and funding decisions
• Periodic review for compliance and validity
– No specific requirement for frequency of updates
– Best Practices are different from minimum requirements
• Always look for opportunities
• Coordination
– Other Agencies
– Transit Agencies
– Contractors, Designers
– Advocacy Groups
Transition Plans
99
Timing of Improvements• Curb Ramps to be installed/replaced in conjunction with
ROW Alterations (FHWA/DOJ Joint Technical Assistance)
Transition Plans
100
Timing of Improvements• Curb Ramps to receive special consideration with a separate
schedule for remediation
• Example: Prioritization
(Based on Self-Evaluation Results)
Highest Priority: Existing Curb Ramp with Running Slope >12% (or No
Curb Ramp) near Hospital, School, Govt Building, Senior Housing, Etc.
Lowest Priority: Pedestrian Push Button not Accessible from Sidewalk or
Ramp; Existing Curb Ramp without Truncated Domes
26
Transition Plans
Example: City of Baxter
101
Transition Plans
Example: Hennepin County
102
Transition Plans
Example: Hennepin County
103
Transition Plans
Example: Hennepin County
104
27
Transition Plans
Example: Clay County
105
Transition Plans
Example: Clay County
106
Transition Plans
107
Transition Plans
108
Example: Clay County
28
Transition Plans
Lessons Learned from Local Agencies
• Getting Started
• Staff and Funding
• Public Involvement
• Coordination
109
Transition Plans
Lessons Learned - Getting Started:• Working with a Consultant
– Assistance with approach and organization
– Assistance with drafting the Transition Plan
– Assistance with interpreting requirements
– Community Outreach and Coordination
• Staffing – Hire Interns!
• Identify Critical or Priority Areas
• Others
110
Transition Plans
Lessons Learned - Possible Funding Sources:• Incorporate accessibility improvements into existing programmed work
– Remediation, Signalization, or Maintenance Projects
• Develop a stand alone Accessibility Improvement Program
– Through the Transportation Improvement Program
• Other Funding:
– Highway Safety Improvement Program
– Railway-Highway Crossing Program
– Recreational Trail Program
– Safe Routes to School Program
– State and Community Traffic Safety Program
– Surface Transportation Program
– Transportation Enhancement Activities Program
111
Transition Plans
112
29
Transition Plans
113
Transition Plans
Lessons Learned - Public Involvement:
• Disseminate Transition Plan and relevant
information on websites– For the general public
– Targeted distribution to advisory groups and participants of the
process
• Seek early involvement of Advocacy groups and the
disabled public– Valuable information for prioritization
114
Transition Plans
Lessons Learned - Coordination with Other
Agencies and Departments
• Creation of a regional working group for ADA
compliance issues– Forum for ideas and best management practices
– Discussion format for resolving issues of jurisdiction
• Develop relationships with other local governments– Contact list of ADA Coordinators
115
Transition Plans
Resources• US Department of Justice – ADA Information and Technical Assistance http://www.ada.gov·
• ADA BEST PRACTICES TOOLKIT FOR STATE AND LOCAL GOVERNMENTS http://www.ada.gov/pcatoolkit/toolkitmain.htm
• THE AMERICANS WITH DISABILITIES ACT, TITLE II TECHNICAL ASSISTANCE MANUAL, COVERING STATE AND LOCAL
GOVERNMENT PROGRAMS AND SERVICES http://www.ada.gov/taman2.html
• MnDOT http://www.dot.state.mn.us/ada
• Federal Highway Administration – Accessibility Resource Library
http://www.fhwa.dot.gov/accessibility
• DESIGNING SIDEWALKS AND TRAILS FOR ACCESS PART 2. http://www.fhwa.dot.gov/environment/sidewalk2 .• OFFICE OF CIVIL RIGHTS QUESTIONS AND ANSWERS ABOUT ADA AND SECTION 504
http://www.fhwa.dot.gov/civilrights/ada_qa.htm
• United States Access Board – A Federal Agency Committed to Accessible Design
http://www.access-board.gov/gs.htm• PUBLIC RIGHTS-OF-WAY ACCESS ADVISORY COMMITTEE and ITE Publication Special Report: ACCESSIBLE PUBLIC
RIGHTS-OF-WAY, PLANNING AND DESIGNING FOR ALTERNATIONS http://access-board.gov/prowac/alterations/guide.htm
• REVISED GUIDELINES FOR ACCESSIBLE PUBLIC RIGHTS-OF-WAY http://www.access-board.gov/PROWAC/draft.htm
• Great Lakes ADA Center – Resource to increase Awareness and Knowledge of ADA
Compliance http://www.adagreatlakes.org
116
30
Transition Plans
Resources• Local Road Research Board – Transition Plan Template
• http://dotapp7.dot.state.mn.us/projectPages/pages/lrrbProjectDetails.jsf?i
d=3921&type=PROJECT
117
THE NATIONAL ACADEMIES National Academy of Sciences
National Cooperative Highway Research Program
NCHRP PROJECT NUMBER 20-7 (232)
ADA Transition Plans:
A Guide to Best Management Practices
Jacobs Engineering Group Baltimore, MD
Page 5
SELF EVALUATION CHECKLIST
ISSUE Possible Barriers
Sidewalk and Pathway Clear Width Narrow, Below Guidelines
Sidewalk and Pathway Cross Slope Steepness, Irregularity, Variability, Warping
Landings Along Sidewalks and Pathways
Less Than 4 feet by 4 feet
Sidewalk and Pathway Grade Steepness, Angle Points
Materials and Finishes Deterioration of Surfaces, Deterioration of Markings, Appropriateness of material (ex. Cobblestones)
Gratings Grating Type, Grate Opening Orientation
Discontinuities Missing Sections, Gaps, Drops, Steps
Detectable Warning System Missing, Inappropriate Materials, Inadequate Size, Wrong Location
Obstructions Signs, Mail Boxes, Fire Hydrants, Benches, Telephones, Traffic Signal Poles, Traffic Signal Controller Boxes, Newspaper Boxes, Drainage Structures, Tree Grates, Pole Mounted Objects, Standing Water, Snow or Ice
Traffic Signal Systems Lack of Provision for the Visually Impaired such as APS, Inadequate Time Allowed, Inoperable Buttons, Inaccessible Buttons
Curb Ramp Missing, Doesn’t Fall within Marked Crosswalk, Doesn’t Conform to Guidelines
Curb Ramp Flares Missing Where Required, Too Steep
Standards set for each of these issues can be found in the US Architectural and Transportation Barriers Compliance Board’s Accessible Rights-of-Way: A Design Guide, Chapter 3 “Best Practices in Accessible Rights-of-Way Design and Construction”. Refer to their website at http://www.access-board.gov/prowac/guide/PROWGuide.htm for more information. The information developed through the inventory process has to be quantified and presented as a baseline so that progress can be monitored and measured. The inventory information can be presented in a variety of ways including Aerial Photos, a Database or Spreadsheet, Marked Up Drawings, or a Geographic Information System (GIS).
Page 13
PRIORITY Situation
Highest
1A
Existing Curb Ramp with Running Slope Greater than 12% and Location near a Hospital, School, Transit Stop, Government Building, or Similar Facility
1B No Curb Ramp where Sidewalk or Pedestrian Path Exists and Location near a Hospital, School, Transit Stop, Government Building, or Similar Facility
2A An Existing Curb Ramp with a Running Slope Greater than 12% (Not Located near a Hospital or Similar Facility)
2B No curb ramp where a Sidewalk or Pedestrian Path Exists (Not Located near a Hospital or Similar Facility)
3 No Curb Ramp where a Striped Crosswalk exists
4 One Curb Ramp per Corner and Another is Needed to Serve the Other Crossing Direction
5A An Existing Curb Ramp with either a Running Slope Greater than 1 to 12 or an Insufficient Landing
5B An Existing Curb Ramp with Obstructions in the Ramp or the Landing
5C An Existing Curb Ramp with any of the Following Conditions:
o A Cross Slope Greater than 3%
o A Width Less Than 36 Inches
o No Flush Transition or a Median or Island Crossings that are Inaccessible
5D An Existing Curb Ramp with Returned Curbs where Pedestrian Travel Across the Curb is not Permitted
5E An Existing Diagonal Curb Ramp without the 48 Inch Extension in the Crosswalk
5F An Existing Curb Ramp without Truncated Dome Texture Contrast or without Color Contrast
Lowest The Pedestrian Push Button is not Accessible from the Sidewalk or from the Ramp
Page 16
The following is a sample of one possible outline for Transition Plans.
SECTION contents
I SELF EVALUATION : A list of physical barriers in the department’s facilities that limit accessibility of individuals with disabilities. This may take the form of an Excel spreadsheet or GIS files incorporated by reference, or can be worked into a narrative list to be embedded in the text of the Transition Plan.
II CORRECTION PROGRAM: A detailed description of the methods to remove these barriers and make the facilities accessible.
III IMPLEMENTATION SCHEDULE: A schedule for taking the necessary steps.
IV PROGRAM RESPONSIBIL ITY: The name of the official responsible for implementation. This should include the name of the department ADA coordinator, as well as a transition plan team (if there is one), or the regional coordinators, if the inventory and transition plans area is divided by region or district.
V CURB RAMP CORRECTION PROGRAM: A schedule for providing curb ramps.
VI PUBLIC INVOLVEMENT RECORD: Record of the opportunity given to the disability community and other interested parties to participate in the development of the Plan.
ATTACHMENTS
PUBLIC INVOLVEMENT
The Department is required to provide an opportunity for people outside of the agency, people with disabilities, and other interested individuals and organizations to review and comment on the Transition Plan. This section presents some of the approaches agencies have used to provide this opportunity.
The Dissemination of Information: Although all Departments now have websites, very few have the Transition Plan available for public review. This represents a missed opportunity as an avenue for information dissemination. In addition to providing information for the public at large, the targeted distribution of information should also be undertaken. Advisory groups that may have worked with the Department during the development of the Plan and the prioritization of the upgrades would receive the information. Advocacy groups that work with the disabled community, as well as any individuals with disabilities that may have participated in Plan development in some way (ex. through grievance filings, through hotlines or through previous public meetings), would also be interested in reviewing the plan.
1
NATIONAL COOPERATIVE HIGHWAY RESEARCH PROGRAM (NCHRP)
ADA TRANSITION PLANS:
A GUIDE TO BEST MANAGEMENT PRACTICES
A compilation of all the “Keys to Success” from the original 47-page document
� Providing dedicated, trained staff within the Department for ADA compliance has a high correlation with successful drafting and implementation of Transition Plans, Self-Evaluations, and Transition Plan updates.
� Provide a website with links to the various components of the ADA Transition Plan such
as policies, compliance planning for construction and retrofits, opportunities for public
participation, links to the ADA advisory committee, grievance procedures, and the
schedule for implementation of the program.
� One state found that public meetings on the newly completed inventory were better
attended when they were coupled with another meeting geared toward the disabled
community – such as linking the meeting with a regularly scheduled meeting of the
Statewide or Local Commission on Disabilities.
� Making the grievance procedure as straightforward as possible for the public can
facilitate information exchange regarding non-compliant sites, and can help the
Department avoid escalation of grievance issues. By allowing the public to choose any
method of filing a grievance, from writing a formal complain to the ombudsman, filing a
complaint electronically through the website, contacting any Department business
office, or calling a toll-free number, the Department ensures a better exchange of
information.
� When staffing or funding for inventory efforts is a challenge many Departments get
creative – several states have reported using summer interns for self-evaluation
activities on public rights-of-way. Others prioritize the inventory process by looking at
high pedestrian areas first. In this way, even if a complete inventory cannot be
undertaken, those areas that will be most utilized (such as urban intersections) are
addressed.
� A very detailed approach for setting priorities for dealing with curb ramps (or other non
conformities) can help with successful implementation of the Plan. Criteria can include
both physical characteristics and location considerations. Making use of such specific
criteria presupposes that sufficient detail has been gathered in the self-evaluation phase
so that the curb ramps can be accurately characterized.
� One state’s approach to prioritization uses a GIS database that contains information
regarding compliant and non-compliant elements. This GIS information is then
2
displayed along with locations of pedestrian incidents, feedback from the community or
local jurisdiction, locations of government facilities, locations of public facilities and
mass transit stops. Each of these elements were assigned a value and ranked for
priority.
� Working closely with advocacy groups to set the schedule for implementation and
prioritization can be extremely beneficial. These groups can help bring information from
the public to the Departments so that money can be best spent on those areas that will
serve to benefit the most people.
� Beyond simply designating an ADA Coordinator, many Departments have a designated
Transition Plan manger, as well. While the ADA Coordinator may be involved in public
outreach and oversight of ADA compliance, the Transition Plan manager may be better
equipped to handle the technical aspects related to the self-evaluation activities and
Transition Plan updates.
� Length and level of detail of Transition Plans varies greatly among the states. For
example, one state provides a succinct one and a half page of narrative on rights-of-
way and the prioritization criteria, incorporating the inventory by reference. Other states
have a Transition Plan that provides pages and pages of actual inventory with priorities
and proposals for each individual site. At the outset of the process, a Department
should make a determination as to what level of detail will be included in the Plan and
the content that will be the most beneficial to them in implementing ADA
� Seeking the involvement of Advocacy groups and the disabled public early in the
process can lead to better success in dealing with non-compliance areas. This early
coordination can provide valuable information to the Department from people who most
use the pedestrian facilities and provides and opportunity for the concerns that are most
important to the advocacy groups and the public to be addressed more effectively.
These groups know best where problem areas are and their input can provide valuable
insight to Departments that are trying to set priorities for upgrades.
� Creation of a regional working group for ADA compliance issues was cited by several
states in the east as being a helpful practice in completing tasks related to the
Transition Plan. These interstate groups are made up of an ADA coordinator as well as
other members of Departments and FHWA. The meetings provide a forum for
exchange of ideas and any Best Management practices. The groups exchange ideas in
their approach to developing inventories and updating Transition Plans. Regional
grouping also enables common challenges among the states to be more effectively
addressed. Densely urbanized areas in the Northeast, with miles of urban sidewalks
interspersed with public transit have different pedestrian issues than newer cities in the
Southwest. For example, Washington State deals with an entirely different pedestrian
issue in managing the nations’ largest ferry system. Creating regional work groups
can facilitate discussion of common regional problems.
Compliant
Measure
Intersection ID Type in the cross street
Residential
Church
School
Public Building: Post Office, City Hall, Museum, etc
Retail: Restaurant, Shops, Gas station, grocery, etc.
Business – Other: Dentist, office buildings, etc
Recreation: Parks, etc
Vacant
Other
None
Diagonal: A single curb ramp that is located at the apex of
the corner at an intersection. It is aligned so that a straight
path of travel down the ramp will lead diagonally into the
center of the intersection, the ramp is diagonal to the
user’s path of travel, and users will be traveling diagonal to
the vehicular traffic when they enter the street at the
bottom of the ramp. Perpendicular: A curb ramp that is aligned so that the
ramp is generally perpendicular to the curb, and users will
generally be traveling perpendicular to vehicular traffic
when they enter the street at the bottom of the ramp
Depressed Corner: Depressed corners gradually lower the
level of the sidewalk, through an almost undetectable
change in slope, to meet the grade of the street.
Depressed corners are often designed as an expanded
diagonal curb ramp that extends around the entire corner
at the intersection.
Fan: Fan type quadrants are a variation of a Depressed
Corner with the main difference being that the first 3 ft. to
4 ft. of the ramp is sloped up to 8.3% through the
detectable warning portion with a flat 4 ft. x 4 ft. landing at
the top.
Pedestrian Activity:
Type of Activity
occurring at the corner
the point is being taken
Ramp Type
Curb Ramp Inventory Data Fields
Pedestrian Ramp, Pedestrian Landing, and Curb and Gutter are collected using one GPS
Pedestrian Ramp
Tiered: A combination of ramps of either the same type or
different types. All secondary ramps can be classifed as a
parallel ramp whether it rises out of a depress corner, rises
out of a combined perpendicuar, transitions curb and
gutter or transitions of a standard ramp when there is
insufficient sidewalk width (usually less than 10 ft.)
Parallel: A parallel curb ramp has two ramps leading down
towards a center level landing at the bottom between
both ramps with a level landing at the top of each ramp. A
parallel curb ramp is one that is oriented so that the path
of travel on the ramp is parallel to the vehicular path of
travel on the adjacent street; and the user’s path of travel
on the sidewalk.
One-Way Directional: A directional ramp is used when
there is only one pedestrian access route approaching the
intersection and only one direction to cross the
intersection.
Flat landing
Other
None: If there is a sidewalk or trail leading up to the
intersection but no curb ramp
Location Intersection Corner
Median: The area between two divided roadways
measured from edge of traveled way to edge of traveled
way
Mid-block: Crossing that does not occur at a road
intersection
Pork Chop: Raised concrete refuge usually found between
right turns and through-fare travel lanes
Bump-out: An extension of the curb line in a bulb-like
rounding radius that incorporates curb ramps
Other
Yes
No
Landing Area: A level
area of walkway at the
top or bottom of a
ramp that allows
wheelchair users
space to orient their
direction before and
after using a ramp.
None
4'x4'
Less than 4'x4'
Greater than 5'x5'
4' x 4' or
greater
Landing Slope
Perpendicular to
Ramp
Running slope taken perpendicular to the curb ramp at the mid-
point
2% or less
Landing Slope Parallel
to Ramp Cross slope taken parallel to the curb ramp at the mid-point. 2% or less
Ramp Width: (inches
to the nearest inch)
Measure the ramp width from one flare to the other
48" min
Truncated Domes: A
surface feature built
in or applied to the
walking surface to
indicate an upcoming
change from
pedestrian to
vehicular way. Does
the curb ramp have
compliant truncated
domes?
Yes: Domes span the entire width of the ramp, are intact,
and are within 2 feet of the curb cut.
No: If more than 25 % of the domes have failed or if the
orientation or width is wrong or domes are missing
Running Slope (% to
nearest tenth): The
grade that is parallel
to the direction of
accessible pedestrian
travel
Measure the running slope at the midpoint of the curb
ramp
8.3% or less
Cross slope (% to
nearest tenth): The
grade that is
perpendicular to the
direction of accessible
pedestrian travel
Measure the cross slope at the midpoint of the curb ramp
2% or less
Running Slope 2
(% to nearest tenth):
The grade that is
parallel to the
direction of accessible
pedestrian travel
For Tiered and Parallel Ramps
8.3% or less
Cross slope 2 (% to
nearest tenth): The
grade that is
perpendicular to the
direction of accessible
pedestrian travel
For Tiered and Parallel Ramps
2% or less
Running Slope 3
(% to nearest tenth):
The grade that is
parallel to the
direction of accessible
pedestrian travel
For Tiered Ramps
8.3% or less
4' Pedestrian Access
Route (PAR) Maintained
Cross slope 3 (% to
nearest tenth): The
grade that is
perpendicular to the
direction of accessible
pedestrian travel
For Tiered Ramps
2% or less
Condition Rating1: No cracks, no obstacles, less than 1/4" lip at curb line
2: No cracks, no obstacles, lip at curb line between 1/4" & 1/2"
3: Cracks create unlevel ramp surface, weeds may be present in
cracks
4: Ramp has multiple cracks creating rough terrain, concrete
chunks missing or surface is spalling, obstacles create difficult
navigation, curb lip is more than 1/2"
Condition
Rating of 1
or 2
Gutter Inslope (% to
nearest tenth)
What is the slope of the gutter measured perpendicular to the
middle of the curb cut from the flow line towards the street? 5% or less
Gutter Flow Line (%
to nearest tenth )
What is the slope of the gutter flow line measured from one
flare to the other flare of the curb ramp? 2% or less
Condition Rating 1: Uniform slopes, no noticeable cracks, no vertical
discontinuities, no spalling, joints intact
2: Uniform slopes, some cracks, vertical discontinuities less
than 1/4", no spalling, joints intact
3: Gutter slope beyond flare flows back towards curb ramp at <
1.5%, some large cracks and minor spalling, noticeable vertical
discontinuities, joints beginning to deteriorate
4: Gutter slope beyond flare flows back towards curb ramp at >
1.5%, many cracks, multi-directional, excessive spalling,
excessive vertical discontinuities, joints badly deteriorated, >
1/2" vertical discontinuities
Condition
Rating of 1
or 2
Surface Utilities
Loadbearing Structure
Geography
Underground Utilities
Contract Error
Other
Comments
Photo
Marked Crosswalk:
Is there a painted
crosswalk across this
leg of the
intersection?
Yes
No
Pedestrian Ramp
within Crosswalk
Yes
No
N/A - Check if there is no marked crosswalk
None
2 Parallel Stripes
Zebra
Diagonal
Other
Crosswalk Leg: What
type of road does the
crosswalk cross?
Mn/DOT Road: This includes Trunk Highways (TH) and US
highways
Non - Mn/DOT road: This includes city, county, township;
and forest roads
Crosswalk : Take the GPS point for the crosswalk in the middle of the intersection if crossing is permitted.
Types of Marking
Why is ramp not
compliant (For
inspectors)
Width (ft to nearest
foot)
What is the width of the marked crosswalk from paint
edge to paint edge? Record 0 if there is no marked
crosswalk
Pavement Condition
Rating
1: Smooth pavement within crosswalk
2: Minimal cracking within crosswalk
3: > 1/4" vertical discontinuity at gutter/pavement joint
4: Pavement patching needed due to 1/2" horizontal cracks or
potholes
Comments
Intersection Description Type in the cross street
Residential
Church
School
Public Building: Post Office, City Hall, Museum, etc
Retail: Restaurant, Shops, Gas station, grocery, etc.
Business – Other: Dentist, office buildings, etc
Recreation: Parks, etc
Vacant
Other
None
Connect to
Pedestrian Access
Route (PAR)
Yes
No
N/A
APS (Accessible
Pedestrian Signal:
Signal that
communicates
information about the
WALK phase in
audible and
vibrotactile formats.
Yes
No
N/A - Check if there is no pedestrian signal head
Walk Signal: Does the
signal have a
pedestrian signal
head?
Yes
No
N/A Check if there is no pedestrian signal head
Countdown: Does the
pedestrian signal head
display the number of
seconds to cross
street?
Yes
No
N/A - Check if there is no pedestrian signal head
Pedestrian Phase: Do
you need to push the
pedestrian button to
make the WALK phase
begin or does it
automatically change
to walk when the light
turns green?
Automatic
Activation required
N/A: Check if there is no button
None
Traffic signal pole
Pedestal station
Other
Outside edge of crosswalk
Inside edge of crosswalk
Button Landing Area:
Is the paved surface 2-
1/2' x 4'?
Yes
No - Check if any of the conditions are untrue
N/A - Check if there is no button
Signal: If this is a signalized intersection, record a GPS point for each direction of travel. If the intersection is not signalized, there is no
need to open this attribute. If there are push buttons, record the point at the button and if there are not push buttons, record the
point at the signal pole.
Button Location:
Where is the
pedestrian push
button located?
Pedestrian Activity:
Type of Activity
occurring at the corner
the point is being taken
Pole Location
Button Landing Slope:
Does the landing area
have a slope of 2% or
less in each direction
Yes
No - Check if any of the conditions are untrue
N/A - Check if there is no button
Button With Ramp:
Button Location
coincides with ramp -
is the button on the
same side of the pole
as the ramp
Yes
No
N/A - Check if there is no button
Button Height What is
the height of the
button from the
ground to the middle
of the button? (inches
to nearest 1/2")
Button Reach: Is the
paved landing area
within a 10" reach
Yes
No - Check if any of the conditions are untrue
N/A - Check if there is no button
Button Back of Curb:
Is the button between
18" and 10 feet from
the back of the curb
Yes
No - Check if any of the conditions are untrue
N/A - Check if there is no button
Button Horizontal
Location: Is the
button no more than
5' from the outside
edge of crosswalk
Yes
No - Check if any of the conditions are untrue
N/A - Check if there is no button
Buttons Min 10'
Apart: If there are two
push buttons, are they
at least 10 feet apart?
Is the button 6' from
the back of the curb?
Is the button 5'
horizontally from the
curb ramp
Yes
No
N/A - Check if there are not two buttons or if the signal is
not APS
Comments
Photo
Intersection ID Type in the two streets it is between
No
Yes-continuous - Are the light continuously flashing?
Yes-activated - Do you need to push a button to make the lights
flash?
Comments
Sign: Record a GPS point only if there is a midblock crossing, otherwise there is no need to open this attribute
Flashing Yellow Lights
at Midblock Crossings
Condition Rating: Curb Ramp
1: Excellent – No cracks, no obstacles, less than ¼” lip at curb line
2: Good- No cracks, no obstacles, lip at curb line between ¼” and ½”
3: Fair – Cracks create unlevel ramp surface, weeds may be present in cracks
4: Poor – Ramp has multiple cracks creating rough terrain, concrete chunks missing or surface is spalling,
obstacles create difficult navigation, curb lip is more than 1/2”
Condition Rating: Curb and Gutter
1: Excellent - Uniform slopes, no noticeable cracks, no vertical discontinuities, no spalling, joints intact
2: Good - Uniform slopes, some cracks, vertical discontinuities less than 1/4", no spalling, joints intact
3: Fair - Gutter slope beyond flare flows back towards curb ramp at < 1.5%, some large cracks and minor
spalling, noticeable vertical discontinuities, joints beginning to deteriorate
4: Poor - Gutter slope beyond flare flows back towards curb ramp at > 1.5%, many cracks, multi-directional,
excessive spalling, excessive vertical discontinuities, joints badly deteriorated
Condition Rating: Crosswalk
1: Smooth pavement within crosswalk
2: Minimal cracking within crosswalk
3: > 1/4" vertical discontinuity at gutter/pavement joint
4: Pavement patching needed due to 1/2" horizontal cracks or potholes
General Sidewalk Condition
1: Sidewalk is smooth with no vertical deflections.
Deflections Surface
Contraction joints Cracks Smooth – No Spalling
No deflection None
2: Sidewalk has vertical discontinuities less than ¼ inch, and a passable surface
Deflections Surface
Contraction joints Cracks Slightly irregular – light
spalling Less than ¼”
Can be ground down or sawed out
Hairline with no separation
3: Sidewalk has vertical deflections no more than 1/4 inch
Deflections Surface
Contraction joints Cracks Fairly irregular surface with
medium spalling Greater than ¼”, but less than ½” Some separation beginning
4: Sidewalk is crumbling, has many cracks, and is unpassable for wheelchairs in many spots
Deflections Surface
Contraction joints Cracks Very irregular – heavy spalling
Greater than ½” - Faulting Greater than ½” separation
Sidewalk narrowing to less than 4 feet.
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