Our recommendations have been divided into those that can be applied in the short term to improve the current system, those that can be applied in the near future using technology that already exists, and those that need further investigation before being implemented.
For short term solutions, the tone used can be improved to maximize effectiveness and minimize noise pollution. We recommend reprogramming the current devices to use the knocking sound that is currently being used in Frederiksberg. Maintenance and error reporting can also be made more effective by standardizing APS configuration methods. A fully blind consultant familiar with APS regulations should be hired to help determine the appropriate volume settings for the acoustic signals. Phone and e-mail hotlines should be set up for interested parties to report malfunctions or complaints, which should be recorded for future reference.
Mid-term solutions are those that can be applied in the near future with existing technology. Noise pollution and appropriate volumes for pedestrians can both be addressed by using a pedestrian activation system to increase the volume of the crossing tone temporarily.
This activation system could use a push-button or a pedestrian detection system, as our analysis does not conclusively indicate which is better. Recently installed devices have a button on the bottom which can be used. After implementation, people with visual impairments must be educated on how the system works, what to expect and which intersections use the new system.
Another recommendation is to improve tactile arrows by indicating the total number of traffic islands to be encountered as opposed to simply indicating the presence of islands.
We also recommend that Detectable Warning Surfaces (DWS) be implemented more widely and more effectively. This will allow pedestrians to better locate the intersection, the signal pole with the APS device as well as any traffic islands. Recommendations for best practices should come from collaboration between Dansk Blindesamfund and local traffic engineers as well as studies of countries with well developed tactile infrastructures, such as Japan and Great Britain.
Our mid-term solution for improving maintenance involves implementing centralized error detection for APS devices. Newer APS devices have the capacity for reporting errors to a centralized system much like the centralized traffic signal error reporting system currently used in Copenhagen. The limitations to implementing centralized error reporting come from the availability of wiring to a control box and any changes that must be made to the current
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software. Since any centralized error reporting would be an improvement, it should be implemented wherever possible.
Long term solutions are those that best address the needs of all the stakeholders but require more research before implementation. We recommend a system that uses tactile features to convey all the information necessary for crossing the street. This would involve using tactile paths and detectable warning surfaces to locate an APS device with a tactile arrow and vibrating crossing signal. The pedestrian would follow a tactile path to the DWS at the far side of the intersection with DWS at intermediate traffic islands.
The feasibility of this system depends on many factors, such as whether a vibrating APS device and a tactile path can be as effective as an acoustic device, the effect of tactile surfaces on the mobility of other pedestrians as well as installation and maintenance costs. Existing
regulations and specific studies have been conducted but more research must be done on the specific application of tactile paths for crossing Danish streets. DWS and tactile paths can be installed at intersections in conjunction with acoustic signals as a method of phasing in the new system. This would also provide an opportunity to test the proposed system’s effectiveness before complete implementation.
During our investigation, various people with visual impairments offered suggestions for new APS features and suggestions regarding installation. Several of the APS manufacturers we contacted expressed an interest in hearing these suggestions for possible implementation in future products. However, suggestions for how these devices should be installed or configured need to be directed towards municipalities. We recommend that interested parties who have ideas for new device features contact APS manufacturers after reviewing the capabilities of current products.
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GLOSSARY
ADA – Americans with Disabilities Act APS – Accessible Pedestrian Signals DB – Dansk Blindesamfund
DWS – Detectable Warning Signal
MUTCD – Manual on Uniform Traffic Control Devices PPB – Pedestrian Push-Button
PROWAG – Public Rights of Way Advisory Guidelines
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