|October 28, 2002|
* The cross slope requirement is not only very
nearly impossible in
many locations in eastern Tennessee (and many other areas across the country), the cost to implement would be well in excess of the community's ability to fund. Johnson City allows subdivision streets to have a maximum grade of 14% and requires sidewalks. New subdivisions would either be virtually eliminated in hilly terrain or sidewalks that lead to street crossings would have to be prohibited in these locations; this seems to be moving backwards (not forward to better accessibility).
* Pedestrian timing is an important issue but a requirement of 3.0
feet per second be used in the calculations without regard to the anticipated users is inappropriate. It increases driver frustration, congestion, potential accidents and is unnecessary in many locations.
* It would seem that at least one study should be conducted before
setting the requirements for the maximum length of ramps for pedestrian overpasses and underpasses.
* A blanket requirement for pedestrian activated signals at roundabouts is more dangerous for the pedestrian and the driver. Infrequently used signals blend into the background and go unnoticed. A pedestrian anticipating a vehicle stopping that does not will be a victim of the requirement and will be the one suffering the consequences. Also for the same reason the driver that does notice the signal and stops will have a great probability of being hit from behind if the following vehicle does not notice that the signal has changed. The is a purpose behind the use of traffic signal warrants. Better guidance to appropriate crossing locations could be a real solution.
* What constitutes a barrier?
* Turn lane signals? See the comment on roundabouts.
* Briefly stated: There needs to be significant studies done on the effectiveness of accessible pedestrian signal systems before many cities spend millions of dollars.
* The location of pedestrian pushbuttons cannot always be positioned where it is desired. We have many locations where trucks make lazy turns where they can get by with it and frequently have knocked down pedestrian signal poles -- forcing us to move the pole (buildings prevent widening of some radii).
* Alternate circulation paths on the same side of the road are often impossible due to the location (sidewalk repair in downtown areas is a good example).
* Signal timing based on a 3 feet per second walk time might be necessary in selected locations but not everywhere.
* I fully support the resolution from the Tennessee Section Institute
of Transportation Engineers.
Thank you for your consideration.
City of Johnson City
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