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| MoDOT values the needs of all transportation users, including pedestrians. Safe, convenient and well-designed roadway, transit and pedestrian facilities are essential to Missouri communities. Pedestrian safety needs to be considered on every MoDOT project, especially when pedestrians are expected in close proximity to roadway traffic.
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| Maintenance of vegetation along sidewalk is required by ADA policies and necessary to keep the space open and available to pedestrians.
| | MoDOT values the needs of all transportation users, including pedestrians. Safe, convenient and well-designed transit and pedestrian facilities are essential to Missouri communities. Pedestrian safety needs to be considered on every MoDOT project, especially when pedestrians are expected in close proximity to roadway traffic. |
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| On March 15, 2010 the United States Department of Transportation (US DOT) announced a new direction for the country when it released a new Policy Statement on Bicycle and Pedestrian Accommodation. It states, in part:
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| :“The DOT Policy is to incorporate safe and convenient walking and bicycling facilities into transportation projects. Every Transportation Agency, including DOT, has the responsibility to improve conditions and opportunities to integrate walking and bicycling into their transportation systems.”
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| The Policy Statement goes on to state:
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| :“The establishment of well-connected walking and bicycling networks is an important component for livable communities, and their design should be a part of Federal-aid project developments. Walking and bicycling foster safer, more livable, family-friendly communities; promote physical activity and health; and reduce vehicle emissions and fuel use. Legislation and regulations exist that require inclusion of bicycle and pedestrian policies and projects into transportation plans and project development. Accordingly, transportation agencies should plan, fund, and implement improvements to their walking and bicycling networks, including linkages to transit. In addition, DOT encourages transportation agencies to go beyond the minimum requirements, and proactively provide convenient, safe, and context-sensitive facilities that foster increased use by bicyclists and pedestrians of all ages and abilities, and utilize universal design characteristics when appropriate. Transportation programs and facilities should accommodate people of all ages and abilities, including people too young to drive, people who cannot drive, and people who choose not to drive.”
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| {|style="padding: 0.3em; margin-right:5px; border:2px solid #a9a9a9; text-align:left; font-size: 95%; background:#f5f5f5" width="260px" align="right"
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| |align=center|'''Additional Information'''
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| |[http://www.ada.gov/stdspdf.htm ADA Standards for Accessible Design]
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| |[http://www.access-board.gov/adaag/html/adaag.htm Americans with Disabilities Accessibilities Guidelines (ADAAG)]
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| |[http://wwwi/intranet/hs/BikeandPed.htm Bike and Pedestrian Safety]
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| |[http://www.disabilityinfo.mo.gov/ Missouri Governor’s Council on Disability]
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| |[http://www.disabilityinfo.mo.gov/directory/directory1.shtml Missouri Governor’s Council on Disability Directory of Resources]
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| |[http://www.access-board.gov/prowac/draft.htm Public Rights of Way Accessibility Guidelines (PROWAG)]
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| |[http://www.access-board.gov/about.htm United States Access Board]
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| |}
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| MoDOT has the responsibility to improve conditions and opportunities for walking and bicycling and to integrate walking and bicycling into its transportation system. Because of the numerous individual and community benefits that walking and bicycling provide – including health, safety, environmental, transportation and quality of life – transportation agencies like MoDOT are encouraged by US DOT to go beyond the minimum standards to provide safe and convenient facilities for these modes
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| The US DOT Policy Statement encourages states, local governments, professional associations, community organizations, public transportation agencies, and other government agencies, to create safe, attractive, sustainable, accessible, and convenient bicycling and walking networks and to:
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| :* Consider walking and bicycling as equals with other transportation modes: Walking and bicycling should not be an afterthought in roadway design.
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| :* Ensure that there are transportation choices for people of all ages and abilities, especially children: Pedestrian and bicycle facilities should meet accessibility requirements and provide safe, convenient, and interconnected transportation networks. For example, children should have safe and convenient options for walking or bicycling to school and parks. People who cannot or prefer not to drive should have safe and efficient transportation choices.
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| :* Go beyond minimum design standards: Transportation agencies are encouraged, when possible, to avoid designing walking and bicycling facilities to the minimum standards. For example, shared-use paths that have been designed to minimum width requirements will need retrofits as more people use them. It is more effective to plan for increased usage than to retrofit an older facility. Planning projects for the long-term should anticipate likely future demand for bicycling and walking facilities and not preclude the provision of future improvements.
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| :* Integrating bicycle and pedestrian accommodation on new, rehabilitated, and limited-access bridges: DOT encourages bicycle and pedestrian accommodation on bridge projects including facilities on limited-access bridges with connections to streets or paths.
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| :* Collect data on walking and biking trips: The best way to improve transportation networks for any mode is to collect and analyze trip data to optimize investments. Walking and bicycling trip data for many communities are lacking. This data gap can be overcome by establishing routine collection of nonmotorized trip information. Communities that routinely collect walking and bicycling data are able to track trends and prioritize investments to ensure the success of new facilities. These data are also valuable in linking walking and bicycling with transit.
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| :* Setting mode share targets for walking and bicycling and tracking them over time: A byproduct of improved data collection is that communities can establish targets for increasing the percentage of trips made by walking and bicycling.
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| :* Removing snow from sidewalks and shared-use paths: Current maintenance provisions require pedestrian facilities built with Federal funds to be maintained in the same manner as other roadway assets. State Agencies have generally established levels of service on various routes especially as related to snow and ice events.
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| :* Improving nonmotorized facilities during maintenance projects: Many transportation agencies spend most of their transportation funding on maintenance rather than on constructing new facilities. Transportation agencies should find ways to make facility improvements for pedestrians and bicyclists during resurfacing and other maintenance projects.
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| MoDOT understands it is important that safe and convenient accommodations for pedestrians and bicyclists be integrated into our transportation systems. The design of all future federal-aid projects should accommodate people of all ages and abilities. Planning for the design and installation of pedestrian facilities is to be considered on all projects beginning at the earliest possible stage.
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| All MoDOT projects will address existing ADA Transition Plan items within the project limits in an effort to bring them into compliance with ADA Standards and Guidelines to the maximum extent feasible. The conceptual study report or project scoping memo shall discuss the conditions listed below and explain how the planned project will address the following pedestrian issues:
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| :* Existing pedestrian facilities and/or pedestrian signal indications within the project limits that do not meet current Americans with Disabilities (ADA) or MUTCD standards. Discuss what actions will be taken as part of the proposed project to make the areas compliant. Discuss any non-compliant items that are planned to remain after the project is complete and explain why these areas are not being addressed at this time,
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| :* Existing gaps in the pedestrian facilities within the public right-of-way and how the project will address those gaps and provide improved accessibility for pedestrian users. It is expected that MoDOT will improve pedestrian facilities on all projects it undertakes, including maintenance projects.
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| :* Access to pedestrian traffic generators located near the proposed project area (i.e., residential neighborhoods, employment centers, shopping centers, schools, parks, libraries, etc.). Discuss the planned improvements and how they will provide improved pedestrian connectivity and accessibility, Accessibility for pedestrian traffic along the proposed project area where there is evidence of regular pedestrian activity such as footpaths worn on grass surfaces. Discuss how the project will provide new pedestrian facilities to meet the demands of the users. Access across a natural or man-made barrier (i.e., bridges over rivers, roadways, railroads or under access-controlled facilities), Discuss how the project will provide additional pedestrian accessibility on bridge structures. Considerations made when a local jurisdiction is implementing a comprehensive pedestrian policy in the area of the proposed project,
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| :* Incorporation of pedestrian facilities where there is local support through local planning organizations or other organized community support.
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| :* Discuss how the project will accommodate safe pedestrian passage through the Work Zone during construction of the project. Proper signing packages and detours are required when working within pedestrian areas.
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| Pedestrian facilities should be a topic of discussion at all public meetings and a special effort is to be made to contact local groups of non-drivers, such as the disabled community, seniors and schools. Communities and affected disability advocate groups need to be included in the planning and design process. The Missouri Governor’s Council on Disability provides a link to a Directory of Resources. This directory includes a listing of disability groups and advocates that may be contacted for input and can be searched by county.
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| Numerous strategies are available to provide improved facilities for pedestrians. Typical roadway sections (such as 4-lane major urban roadway,4-lane minor urban roadway and 2-lane minor urban roadway) provide typical sidewalk layouts. Additional design information can be found at the US Access Board website, www.access-board.gov, the Pedestrian and Bicycle Information Center (PBIC) website, www.walkinginfo.org, or the Federal Highway Administration (FHWA) web site, www.fhwa.dot.gov.
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| All pedestrian facilities are to be barrier free and usable by all people to the degree that it is technically feasible. Pedestrian facilities are to be planned, designed and built to comply with the standards and guidelines developed by the United States Access Board. Although not a legal standard until approved by the US Department of Justice (DOJ) and the US Department of Transportation (DOT), the current best practices for pedestrian facilities in public right of way are discussed in the Revised Draft Guidelines for Accessible Public Rights-of-Way (PROWAG 2005) and in the newer Proposed Accessibility Guidelines for Pedestrian Facilities in the Public Right-of-Way (PROWAG 2011).
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| The Non-Motorized Transportation Engineer in Design Division will provide additional assistance in addressing specific pedestrian and bicycling related issues for MoDOT and local program projects.
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| ==Pedestrian Facilities and the Americans with Disabilities Act==
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| [[image:642.jpg|right|200px]]
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| The Americans with Disabilities Act of 1990 (ADA) is legislation which prohibits discrimination on the basis of disability. Other Federal laws which affect the design, construction, alteration, and operation of facilities include the Architectural Barriers Act of 1968 (ABA), and the Rehabilitation Act of 1973. These laws apply to all federally funded facilities. The ADA applies to facilities, both public (title II) and private (title III), which are not federally funded. Newly constructed and altered facilities covered by titles II and III of the ADA must be readily accessible to and usable by people with disabilities.
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| The Department of Justice (DOJ) has rulemaking authority and enforcement responsibility for Title II, while USDOT is legally obligated to implement compliance procedures relating to transportation, including those for highways, streets, and traffic management. The FHWA Office of Civil Rights oversees the DOT requirements in these areas.
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| Title V of the Americans with Disabilities Act of 1990 (ADA) requires the U.S. Access Board (Access Board) to issue minimum guidelines for accessible design requirements for facilities. The U.S Department of Justice (DOJ) and the U.S. Department of Transportation (DOT) use the U.S. Access Board’s guidelines as a basis to establish legally enforceable accessibility standards. The latest facility guidelines proposed by the US Access Board and approved by DOJ and DOT were published on September 15, 2010. The 2010 ADA Standards for Accessible Design (2010 ADA) is now a legally enforceable accessibility standard under the ADA.
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| Sidewalks, street crossings, and other elements in the public right of way can pose challenges to accessibility. The DOJ's 2010 ADA Standards for Accessible Design was developed originally for buildings and sites dealing with facilities and does not clearly address all right of way applications. To address this shortcoming, the US Access Board is developing new guidelines for public rights of way that will address the various issues unique to public rights-of-way. The Board’s aim in developing these guidelines is to ensure that access for persons with disabilities is provided wherever a pedestrian way is newly built or altered, and that the same degree of convenience, connection, and safety afforded the public generally is available to pedestrians with disabilities. Once the US Access Board guidelines are adopted by the Department of Justice, they will become enforceable standards under title II of the ADA.
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| Although PROWAG has not been approved by the DOJ or DOT, a FHWA memorandum dated January 23, 2006, encourages use of the PROWAG 2005. The memorandum specifically states:
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| :"The Draft Guidelines are the currently recommended best practices, and can be considered the state of the practice that could be followed for areas not fully addressed by the present ADAAG standards. Further, the Draft Guidelines are consistent with the ADA's requirement that all new facilities (and altered facilities to the maximum extent feasible) be designed and constructed to be accessible to and useable by people with disabilities."
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| The guidelines provided in MoDOT standards are based upon the federal requirements contained in the 2010 ADA Standards for Accessible Design. Exceptions will be where the federal standards do not provide specific ADA accessibility aspects or requirements for use in the public right-of-way. In those cases, guidelines and best practices will be used based on the proposed PROWAG or other available FHWA guidelines. Where applicable, best practice references will be specifically cited in the MoDOT guidelines.
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| The ''Manual on Uniform Traffic Control Devices'' has been developed with the cooperation of the Access Board and can be considered the standard for traffic control regulations. Part 4, Chapter 4E specifically addresses traffic signals and Part 6, Chapter 6D addresses work zones. Other sections include pedestrian considerations as needed.
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| ==New Construction vs. Alteration vs. Maintenance==
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| Whether a project is considered new construction, an alteration or maintenance to an existing facility is important in determining how the Americans with Disabilities Act (ADA) applies. However, it is MoDOT’s policy to provide and upgrade pedestrian accommodations on all projects, including maintenance projects, when and where it is possible and appropriate to do so; that is, to “do the right thing.”
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| Pedestrian facilities are to be considered in all projects and are to be planned, designed, constructed and maintained in a barrier-free, ADA-compliant manner.
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| Much of the work done by MoDOT is upgrading or altering the existing system. In accordance with ADA, when an alteration is made to a roadway on which pedestrian facilities (sidewalks, pedestrian grade separations, curb ramps, etc.) exist on Missouri Highways and Transportation Commission (MHTC) right of way, each altered element or space within the limits or scope of the project shall comply with the applicable ADA requirements for new construction to the maximum extent feasible. Project budgets must take into account the necessary work required to improve facilities to ADA compliance.
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| An '''alteration''' is defined by the DOJ as a change that affects or could affect the usability of all or part of a building or facility. Alterations of streets, roads, or highways include activities such as reconstruction, rehabilitation, resurfacing, widening, and projects of similar scale and effect.
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| Resurfacing of streets constitutes an alteration under the ADA. Resurfacing triggers the obligation to provide curb ramps or sloped areas where pedestrian walkways intersect the resurfaced streets. Resurfacing of a crosswalk also requires the provision of curb ramps at that crosswalk. Additional work to make the rest of the pedestrian walkway ADA compliant is required under ADA and the MoDOT ADA Transition Plan. Transition Plan compliance requires work that will include corrections of deficient width, excessive cross slope, and broken or faulted sidewalk sections with vertical changes in elevation in excess of ¼ inch in height.
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| Generally, curb ramps are needed wherever a sidewalk or other pedestrian walkway crosses a curb. Curb ramps must be located to ensure a person with a mobility disability can travel from a sidewalk on one side of the street, over or through any curbs or traffic islands, to the sidewalk on the other side of the street. However, the ADA does not require installation of ramps or curb ramps in the absence of a pedestrian walkway with a prepared surface for pedestrian use. Nor are curb ramps required in the absence of a curb, elevation, or other barrier between the street and the walkway. If pedestrian facilities exist before a project, that same space must remain and be accessible to the maximum extent possible after the project.
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| Resurfacing of any thickness is an alteration that triggers the requirement to improve or add curb ramps if it involves work on a street or roadway spanning from one intersection to another, and includes overlays of additional material to the road surface, with or without milling. Examples include, but are not limited to the following treatments or their equivalents: addition of a new layer of asphalt, reconstruction, concrete pavement rehabilitation and reconstruction, open-graded surface course, micro-surfacing and thin lift overlays, cape seals, and in-place asphalt recycling.
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| What is '''“to the maximum extent feasible?”''' From the PROWAG Section R202.3: "The phrase ‘to the maximum extent feasible,’ … applies to the occasional case where the nature of an existing facility makes it virtually impossible to comply fully with applicable accessibility standards through a planned alteration. In these rare circumstances, the alteration shall provide the maximum physical accessibility feasible. Any altered features of the facility that can be made accessible shall be made accessible. At a minimum, all MoDOT projects will, within the project limits address the following items:
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| :* Curb ramps or sloped areas will be installed where a sidewalk approaches or crosses a curb line.
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| :* Detectable warning devices will be installed at all curb ramp or slope area interfaces with public roads, streets, alleys or highways. Detectable warning devices will also be installed at approaches where a traffic control device like a stop sign or a yield sign is installed.
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| :* All barriers to access between curb ramps or sloped areas will be address such that the area is passable to users of all abilities, including those that use assistive mobility devices.
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| :* All existing pedestrian facilities disturbed by highway construction will be replaced and made ADA-compliant to the maximum extent feasible. Signal projects should be scoped to include curb ramps and/or island cut through, detectable warnings, and ADA-compliant pushbuttons at a minimum. Consideration is to be given to upgrading intersections to full ADA compliance to expedite completion of MoDOT’s Transition Plan. This will include providing audible pedestrian signals anywhere there are existing pedestrian signal indications.
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| :* Any exceptions will be based on technical infeasibility. Documentation of the decision shall be accomplished by way of design exception and will be discussed in the project scoping documentation.
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| Basic maintenance tasks do not require bringing adjacent facilities up to current standards, but do require any disturbed areas to be replaced with complaint items to the maximum extent feasible.
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| Treatments that serve solely to seal and protect the road surface, improve friction, and control splash and spray are considered to be maintenance because they do not significantly affect the public's access to or usability of the road. Some examples of the types of treatments that would normally be considered maintenance are: painting or striping lanes, crack filling and sealing, surface sealing, chip seals, slurry seals, fog seals, scrub sealing, joint crack seals, joint repairs, dowel bar retrofit, spot high-friction treatments, diamond grinding, and pavement patching. In some cases, the combination of several maintenance treatments occurring at or near the same time may qualify as an alteration and would trigger the obligation to provide curb ramps.
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| '''MoDOT staff will ensure that any deficiencies with respect to pedestrian accessibility are remedied, irrespective of the type of work being performed. '''
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| All existing MoDOT facilities that are not currently compliant with ADA standards must be included in MoDOT’s Transition Plan. MoDOT shall plan for improving the facilities to the maximum extent possible as stand-alone projects, maintenance, operations or contract projects. Any non-compliant facilities that exist within an alteration project’s limits shall be made ADA compliant as part of the alteration project. Appropriate budget amounts shall be included in the project budget for any necessary utility adjustments, right-of-way or easement needs and construction work required to bring the defective items into ADA Compliance.
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| Requests for improvements to pedestrian facilities often come from the public involvement efforts associated with larger projects. Requests from the public for improved accessibility, removal of existing barriers to access or to make an intersection ADA compliant will be addressed on a case-by-case basis at the earliest opportunity. These upgrades may occur as stand-alone projects for either maintenance, operations or as part of the current project.
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| For off-system projects and MoDOT permitted construction, the department, during its initial meeting or discussion with the owner or owner representative of the project will identify or restate the ADA obligations for the project. Written notice of areas of noncompliance found beyond MoDOT right of way should be provided to the owner. Work necessary to bring these items into ADA compliance should be included in off-system projects and on permitted projects on right-of-way.
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| ==Costs==
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| Costs for new pedestrian facilities, including right of way, utility adjustments, construction and maintenance, should be included in the regular project costs, but may also be funded in partnership with local jurisdictions or by local jurisdictions alone, by Enhancement or Safe Routes to School funds, other non-department sources or any combination of these. Existing pedestrian facilities encountered by any MoDOT improvement project will be replaced to meet current ADA design standards to the maximum extent feasible. Normal right of way and construction costs for this work will be included as a project cost for the proposed improvement.
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| ==Agreements==
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| Agreements with local jurisdictions or others will be used to address funding and maintenance issues for pedestrian facilities constructed on or off of MHTC right of way. Standard form agreements are available on the [http://wwwi/intranet/cc/contracts.asp?f=DE&nav=modot Chief Counsel's contract webpage]. Detailed information concerning the sequence for preparing and executing a project agreement is available in [[:Category:235 Preliminary Plans#235.2.3 Project Agreements|EPG 235.2.3 Project Agreements]]. The agency responsible for maintenance will be established prior to construction. MoDOT assumes legal liability for pedestrian facilities on MHTC right of way unless this responsibility is addressed by agreement, with MoDOT personnel performing regular inspections to ensure proper maintenance is performed as provided under terms of the agreement. If maintenance is not performed as required by agreement, MoDOT will take necessary steps to ensure proper maintenance is provided with the cost borne in accordance with the agreement.
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| ==Maintenance==
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| Pedestrian facilities, to include sidewalks and steps, will be maintained by MoDOT where it is an obligation of the department.
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| Maintenance agreements shall be consulted to determine if there is another agency that has agreed to maintain or has been delegated maintenance of certain areas of MoDOT's property. Where such delegation has not been specified, adjacent property owners may be required to maintain the walks based on local ordinance, even though the pedestrian facility may be on MoDOT right of way or on the right of way of a dedicated street. In some cases, MoDOT may have only a pavement surface maintenance obligation and the actual property may be owned by another local agency. In these cases, MoDOT should contact the agency to notify them of any needed ADA work along the corridor triggered by MoDOT resurfacing work. Area Engineers should be the MoDOT staff to contact the local agency and to discuss the local agencies responsibility for ADA improvements that will be triggered by the MoDOT surfacing work.
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| Where there are no agreements with other agencies or local ordinances that delegate maintenance responsibilities for pedestrian facilities, MoDOT shall maintain pedestrian facilities in compliance with current ADA standards and guidelines through maintenance activities, permitted work on right-of-way or through contracted efforts.
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| FHWA has oversight responsibility of maintenance over pedestrian facilities in accordance with 28 CFR 35.133. Maintenance of pedestrian facilities includes vegetation control measures necessary to maintain the pedestrian space in compliance with ADA requirements for protruding objects and snow removal processes. The maintenance requirements of 23 USC 116 apply to all transportation facilities built with Federal funds and require pedestrian facilities to be maintained in the same manner as other roadway assets.
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