Federal Transit Administration November 4, 2015 Subject: americans with disabilities act (ada): guidance
Common Issues in Applying the DOT Standards
Download 1.93 Mb.
|
- Navigate this page:
- 3.2.1Common Issues with Station Parking
- Number of Accessible Spaces
- Location of Accessible Spaces
- 3.2.2Common Issues with Passenger Loading Zones
- 3.2.3Common Issues with Curb Ramps
- 3.2.4Common Issues with Track Crossings
- 3.2.5Common Issues with Station Platforms
- Directions to Accessible Means of Egress
3.2Common Issues in Applying the DOT StandardsThe DOT Standards contain extensive requirements for scoping, access, parking, passenger and bus loading, path of travel to and within facilities, signage and communication, telephones and fare vending, and emergency egress and places of refuge. Part 37 Subpart C requires transit agencies to follow the DOT Standards when embarking upon any new construction or alteration projects. While the DOT Standards cover many topics, to help guide agencies in complying with the DOT Standards, this section presents information on the following commonly misapplied or misinterpreted elements of the DOT Standards: Number and location of accessible station parking spaces Access aisles for passenger loading zones Curb ramps Track crossings Station platforms 3.2.1Common Issues with Station ParkingTwo common errors with respect to meeting station parking requirements are related to the number of accessible parking spaces and the proper location when more than one parking facility serves a station. Figure 3-1 illustrates both of these issues. Number of Accessible SpacesCorrectly computing the number of accessible parking spaces can be challenging. Section 208.2 of the DOT Standards requires the use of Table 208.2 to calculate the number of accessible spaces for a station parking facility. If multiple parking facilities serve a station, public entities are required to separately calculate the requirements for each parking facility. As illustrated in Figure 3-1, two parking lots and one parking garage together provide 2,295 spaces for a hypothetical station. To calculate the number of accessible spaces required, the table must be applied to each lot and the parking garage, and then the numbers of accessible spaces required for each are added together. Using Table 208.2, five accessible spaces are required for Lot 1, 11 accessible spaces are required for Lot 2, and 27 accessible spaces are required for the garage, for a total of 43 accessible spaces. If the accessible space requirements were computed based on the total parking supply (2,295 spaces), it would incorrectly yield 33 accessible parking spaces, 10 fewer spaces than required. Location of Accessible SpacesAnother challenge is ensuring accessible spaces are in the proper location. Section 208.2 of the DOT Standards requires accessible parking spaces to be located on the shortest route to one or more accessible station entrances. Generally, if parking is located near more than one accessible station entrance, this means allocating accessible spaces to each accessible entrance. Section 206.3 of the DOT Standards requires the accessible route to coincide with or be located in the same area as general circulation paths. In Figure 3-1, for example, better accessibility might result from locating the accessible parking for Lot 1 and the parking garage together in the parking garage, as it is located closer to the upper-level accessible platform entrance and under cover for weather, while locating the accessible spaces for Lot 2 within Lot 2 due to roadway access patterns. In stations with multiple accessible entrances, an optional good practice is to consult riders with disabilities on where best to locate accessible parking, taking into account roadway access patterns, local climate, signage needs, and ease of circulation within parking facilities. Figure 3-1 – Location and Number of Accessible Parking Spaces 3.2.2Common Issues with Passenger Loading ZonesAt stations with designated passenger loading zones, these zones require at least one passenger loading zone complying with DOT Standards Section 503 in every continuous 100 linear feet (30 m) of loading zone space, or fraction thereof. An exception applies for passenger loading zones required to comply with Section 209.2.2 (Bus Loading Zones) and Section 209.2.3 (On-Street Bus Stops). A common mistake is to simply designate a portion of curb as accessible without providing the required clearly marked 60-inch wide access aisle at the same level as the vehicle pull-up space. The DOT Standards do not permit changes in level between the access aisle and the vertical pull-up space, and they require the access aisle to be the full length of the vehicle pull-up space and on an accessible route to the facility entrance. (See Section 503.4.) (See Figure 3-2.) 
Figure 3-2 – Required Dimensions for Passenger Loading Zones and Access Aisle 3.2.3Common Issues with Curb RampsThe DOT Standards contain detailed requirements for curb ramps in Section 406. Many issues with curb ramps result from construction practices that do not adhere to design specifications, particularly landings that are not level because of field conditions. Additional common deficiencies include top landings that are too small, ramps that are too steep, and counter slopes that are too steep. For example, if a counter slope to a curb ramp exceeds 5 percent (i.e., steeper than 1:20), this can cause a wheelchair to tip forward or flip over backwards. Other deficiencies commonly seen are vertical changes in level at the transition between the bottom of curb ramps and the roadway. Another common deficiency is missing detectable warnings required by Section 406.8. Section 705 requires detectable warnings to be 24 inches deep measured from the back of the curb, to extend the full width of the curb ramp, to visually contrast with adjacent surfaces (either light-on-dark or dark-on-light), and to have a pattern of truncated domes that conform to Section 705 specifications.15 Figure 3-3 illustrates the requirements for curb ramps as well as these common deficiencies. Careful monitoring during construction is important to ensure compliance. An optional good practice is to include provisions in construction documents specifying the Section 406 requirements (including detectable warnings) rather than simply directing contractors to construct ADA-compliant curb ramps.
A common issue occurs when flangeway gaps exceed 2.5 inches. This can cause mobility devices to become caught or stopped within a track crossing, which is a critical safety consideration. In Part 37, § 37.161 requires that accessibility features be maintained in operative condition, and this includes track crossings. (See Circular Section 2.3.2.) Track crossings require regular maintenance because bituminous concrete (asphalt) may form raised ridges at the tracks or concrete pads between the tracks may shift. In such instances where the requirement for a maximum 2.5-inch gap cannot be met or maintained, other means of crossing the track may need to be explored. 
Figure 3-4 – Track Crossing Cross-Section 3.2.5Common Issues with Station PlatformsThe following discussion includes several common issues with station platforms: Detectable warnings Station name signage Directions to accessible means of egress Detectable WarningsDetectable warnings covered in Section 705 of the DOT Standards specify requirements for truncated domes, including size, spacing, and contrast, as well as the dimensional requirements along platform edges. Section 810.5.2 specifies requirements for platform boarding edges not protected by platform screens. A commonly misunderstood element of these requirements is that the orientation of the dome pattern is not part of the requirement; the detectable warnings are commonly aligned at 90 degrees to the platform edge but other orientations such as 45 degrees are also acceptable. Station Name SignageThe DOT Standards contain detailed requirements for station name signs on platforms. The DOT Standards require signs to be visible so that riders can identify the station from within a train and know whether or not to get off the train. The DOT Standards require station names to be clearly visible and within the sight lines of standing and sitting riders from within the vehicle on both sides when not obstructed by another vehicle. (See Section 810.6.3.) The DOT Standards also require text on signs to be sized to be legible at the distance from which train riders will view it. (See Section 703.5.) At stations with center platforms, a common issue is the lack of adequate station name signs opposite the platform. Signs must be clearly visible and within the slight lines of standing and sitting passengers from within the vehicle on both sides when not obstructed by another vehicle. Directions to Accessible Means of EgressThe DOT Standards require signs for navigating stations. In stations where some, but not all means of egress from platforms are accessible, signs are required on station platforms to direct people to the accessible means of egress. For example, in stations with stairs at one end of the platform and an accessible means of egress at the other end of the platform, clear directional signs are essential. (See Section 216.4.3.) Such signs are also required to direct people along the accessible path to areas of refuge. (See Section 216.4.2.) Signage is also required to provide direction to accessible emergency exits and areas of refuge (fire-resistance rated and smoke-protected areas where those unable to use stairs can register a call for evacuation assistance and await instructions or assistance). (See Section 216.4.2.) The International Building Code (IBC), which is incorporated by reference into the DOT Standards, requires that signs providing directions to accessible means of egress be placed at elevators serving accessible spaces and those exits that do not provide an accessible means of egress. These signs must meet requirements for visual signs in the DOT Standards (see Sections 216.3 and 216.4.3), as must any other directional egress signs provided, including egress route maps. Doors at exit stairways, exit passageways, and exit discharge must be identified by tactile signs that include both raised characters and braille and meet the specified visual criteria. (See Section 216.4.1.)
Directory: sites -> fta.dot.gov -> files -> docs docs -> Federal Transit Administration Safety Advisory 14-1: Right-of-Way Worker Protection docs -> Alternative Fuels and Propulsion Vehicle Incentives docs -> Job Access Reverse Commute (jarc) Program fy 2010 Service Profiles docs -> Review of the new jersey transit corporation docs -> Review of new Jersey Transit Corporation docs -> Review of the jacksonville transportation authority docs -> Jacksonville Transportation Authority Assessment of ada complementary Paratransit Service Capacity Constraints June 8-11, 1999 docs -> Final policy statement docs -> 1200 New Jersey Ave, se washington, dc 20590 Download 1.93 Mb. Share with your friends:
|
