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Sidewalk

Assessment

Sidewalk planners anddesigners need an objectivemethod to assess the conditionsof sidewalks. With suchinformation, sidewalkprofessionals can evaluateconditions experienced bypedestrians in the publicright-of-way and identify sitesrequiring accessibility andmaintenance improvements.The information can also beused to develop transition plans,verify compliance with designguidelines, provide informationto pedestrians, and continueimproving sidewalk conditionsfor all users.

11.1 Benefits of assessment

Inventorying the existing pedestrianfacilities and assessing the accessibilityof the travelway is the first step towardsproviding access for all pedestrians.Objective data obtained from sidewalkassessments enables managers to createsigns and other informational guidesthat will assist users in selecting thebest routes for travel. Conductingsidewalk assessments is also beneficialbecause they allow managers to inventorysidewalk conditions and plan for projects,in order to:

• Determine if the sidewalk meetsintended design specificationsand guidelines;

• Prioritize sidewalk maintenanceprojects;

• Revise and update Americanswith Disabilities Act (ADA)transition plans;

Figure 11-1. Collecting objective information aboutsidewalk conditions is a critical step towards improvingthe accessibility of existing pedestrian networks.

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• Budget for sidewalk projects;

• Identify portions of sidewalksneeding accessibility improvements;

• Develop maintenance schedules;

• Quantify the extent of the workrequired;

• Catalog feature and maintenanceinformation;

• Share data and project planswith disability focus groups;

• Create objective sidewalkinformation that can be providedto users in various formats suchas signage, maps, and Websites;

• Add pedestrian information toGeographic Information Systems(GIS) mapping and inventories;and

• Justify maintenance funding.

11.2 Sidewalk Assessment

Process overview

The Sidewalk Assessment Process(SWAP) is a prototype system developedto inventory the dimensions, locations,and conditions experienced by pedestriansin the public right-of-way in a reliable,consistent, and comprehensive manner.Measurement techniques from theUniversal Trail Assessment Process(Chapter 12) were modified and adaptedto record sidewalk conditions.

Figure 11-2. SWAP measures thebest path of travel across a drivewaycrossing, as well as the cross slope of thedriveway crossing on the street side ofthe best path of travel. This providesimportant information aboutwhether the drivewaycrossing has a crossslope that will bedetectable bypeople with visionimpairments.

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Pedestrian coordinators, sidewalkdesigners, and ADA experts were enlistedto ensure that the Sidewalk AssessmentProcess accurately recorded informationin a usable format about all sidewalkfeatures and dimensions affectingpedestrian access. Conditions identifiedin accessibility guidelines, pedestrianfacility guidelines, and municipaltransportation planning documentswere also used. The terminology andmeasurement procedures for the SWAPwere developed to ensure consistencyin assessments.

Quick measurements of sidewalkcomponents that impact access arerecorded on a Stroll Sheet, which containsStation, Features, and Curb Ramp forms.Intersections are evaluated using theIntersection Checklist. Complex sidewalkelements such as curb ramps, drivewaycrossings, and medians identified on theStroll Sheet are measured in more detailand recorded on the Sidewalk ElementAnalysis form. A complete set of theSidewalk Assessment Process formsis contained in Appendix A.

The Sidewalk Assessment Processis intended to be a modular system.Transportation agencies should identifythe components that are most appropriateto their assessment needs. For example,if an agency wanted to determine whereaccess improvements are needed, theywould use the basic evaluation recordedon the Stroll Sheet. However, if an agencyhas already determined that a drivewaycrossing is problematic, they wouldconduct a complete evaluation using theSidewalk Element Analysis form fordriveway crossings.

11.3 Sidewalk access

characteristics

During the development of theSidewalk Assessment Process, thefollowing characteristics were identified tobe most critical to sidewalk access:

• Grade;

• Cross slope;

• Changes in grade and cross slope;

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• Sidewalk design width;

• Minimum clear width;

• Vertical clearance;

• Location of protruding objects;

• Detectable warnings; and

• Changes in level.

General information about thesecharacteristics including type, dimensions,and location with respect to other sidewalkelements are recorded on the Stroll Sheet.

The following complex elements aremeasured in more detail on the ElementAnalysis forms:

• Curb Ramps;

• Medians;

• Refuge Islands; and

• Driveway Crossings.

11.4 Data collection

Inexpensive and easy-to-use toolshave been selected to simplify theprocess of measuring sidewalk accesscharacteristics. The tool kit shouldinclude a rolatape, tape measure,clinometer, inclinometer, and profilegauge. It is recommended that theassessment team wear safety vests toincrease their visibility to motorists.A brief description of each tool follows:

1. A rolatape, which is a wheeledmeasurement device, is used toroll down the center of the sidewalkfor measuring the length of thesidewalk.

2. A hand-held clinometer isused to measure running gradebetween stations (the measurementreference points).

3. A digital inclinometer (level)is used to measure cross slope,maximum cross slope, maximumgrade, and changes in grade and

Figure 11-3. A rolatapeis used to measure thelength of the sidewalk.

Figure 11-4. Aclinometer is used tomeasure running gradebetween stations.

Figure 11-5. A digital inclinometer (level)is used to measure maximum grades, crossslopes, and changes in grade and crossslopes.

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cross slope. The inclinometeris 610 mm (24 in) long, and itprovides measurements over thesame distance covered by the lengthand width of an average wheelchair,walker, crutch span, or pedestrianstance.

4. A tape measure is used to record:

• Sidewalk width at each station;

• Width and length of segmentsnarrower than specified for thesidewalk (minimum clear width);and

• Dimensions of features, obstacles,and protruding objects that mightobstruct passage or requiremaintenance or repair.

5. A profile gauge is used tomeasure small changes in level,such as sidewalk cracks, and torecord the shape and spacing oftruncated domes (i.e., detectablewarnings).

Figure 11-6. A profile gauge is used tomeasure small changes in level, such asshifts in sidewalk cracks and the lip ofdriveway and crosswalk crossings.

11.4.1 Stroll Sheet station measurements

Stations are established as referencepoints along the block for taking sidewalkmeasurements. The rolatape measures thelength of the sidewalk between stations.The distance of each station is recorded onthe Station Measurements form that iscontained within the Stroll Sheet. Stationsare established frequently to increase thenumber of data points and ensure a higherdegree of accuracy.

The first station along each blockis established 2.030 m (80 in) from thecurb edge of the intersection at an area notconsidered part of a curb ramp (such asflares and landing). Establishing a stationdirectly at the corner is avoided to preventatypical measurements created by thepresence of a curb ramp and to exclude thecorner from the average grade measurementand calculation because the corner isgenerally more level than the rest of thesidewalk. Subsequent stations areestablished at regular intervals no greaterthan 50 m (164 ft) apart. The last stationalong a block is established approximately

Figure 11-7. Station measurementsare recorded on this form that iscontained within the Stroll Sheet form.

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2.030 m (80 in) from the edge of theintersection at a point not consideredpart of a curb ramp. Stations should notbe established at a point considered partof a driveway crossing; instead, the stationis set up before or after the drivewaycrossing. This is also done to exclude thegenerally level section of the drivewaycrossing from decreasing the averagegrade calculation of the sidewalk.It also prevents poorly designeddriveway crossings with steep cross

11.4.2 Stroll Sheet feature measurements

The measurements for featuresencountered between stations are recordedon the Feature Measurements form, whichis part of the Stroll Sheet. A standard set ofabbreviations is used to identify the typeof feature. The distance to each feature,its dimensions, and any comments arerecorded.

• The cross slopes of drivewaycrossings (DC) are measuredwithin the best path of travel as wellas adjacent to the roadway and theproperty line. The best path of travelis the space that has the least crossslope and is therefore the area thatmost people will use for walking.However, it is also important tomeasure the cross slope of thedriveway crossing on the street sideof the best path of travel. This willprovide information about whetherthe driveway crossing has a crossslope that will be identifiable byindividuals with vision impairments.

Figure 11-8. Feature measurements are recorded inthis form which is contained within the Stroll Sheet form.

slopes from impactingthe average cross slopecalculations.

Sidewalk design width,cross slope, and runninggrade between stations aremeasured at each stationand recorded in the StationMeasurements form. Onlythe portions of the sidewalkthat are available for travelare included in widthmeasurements; elementssuch as grass planting stripsshould not be measured.

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In addition, if the driveway crossingleads into a parking lot or someother open area, the cross slopeshould also be recorded on theproperty line side of the best pathof travel. Gradual cross slopes atdriveway crossings make it difficultfor people with vision impairmentsto realize when they accidentallydrift into the street or parking lot.However, if the cross slope at thebest path of travel is greater than2.0 percent, driveway crossings maycause people who use wheelchairs

to lose control, veer into the street,and/or tip over.

• Maximum grades (MG) arerecorded if they exceed the runninggrade by more than 5 percent.The distance over which themaximum grade occurs is alsorecorded.

• Maximum cross slopes (MCS)are recorded if they exceed thestation cross slope by more than2 percent. The distance over whichthe maximum cross slope occurs isalso recorded.

• Changes in cross slope (CCS)are recorded in conjunction withmaximum cross slope. Changesin cross slopes are calculated byrecording the measurements ofcross slope 610 mm (24 in) in frontof and behind the maximum crossslope. This is done at steep drivewaycrossings and sidewalk segmentswith cross slopes greater than5 percent.

Figure 11-9. This illustration containstwo features that might be located onthe sidewalk and would be recorded inthe Feature Measurement Form. Thefirst feature is a driveway crossing thatcreates a significant cross slope forpedestrians; both the cross slopeand change of cross slope wouldbe recorded. The second featureis a sidewalk crack which wouldbe recorded as a change in leveland would be measured usingthe profile gauge.

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• Minimum clear width (MCW)is measured with the tape measurewhen the clear space is narrowerthan 915 mm (36 in).

• Minimum vertical clearance(MVC) is measured with a tapemeasure when the vertical clearspace is less than 2.030 m(80 in).

• The distance protruding objects(PO) intrude into the pathway isrecorded if the object protrudesmore than 101 mm (4 in) into thesidewalk between a height interval

are recorded anywhere a pedestriancould potentially walk becausepedestrians with vision impairmentsoften do not travel along theintended path of travel.

• Changes in level (CL) greaterthan 13 mm (0.5 in) are recordedwith a profile gauge. The profile istraced from the profile gauge topaper and then measured to recordthe height transition and anysurface beveling.

11.4.3 Stroll Sheet curb ramp measurements

Aspects of curb ramps critical fordetermining whether or not a ramp isaccessible are recorded on the Curb RampMeasurements form, which is part of theStroll Sheet. If information is recordedduring the stroll that identifies a majorelement of a curb ramp should be replaced,the curb ramp is reevaluated using theCurb Ramp Element Analysis form.Both the Stroll Sheet and the ElementAnalysis forms capture information to

Figure 11-10. Curb ramp measurements are recorded in thisform, which is contained within the Stroll Sheet form.

of 685 mm to2.030 m (27 into 80 in).Protruding objectsare things such astree branches andhedges, low streetand business signs,and telephonesmounted onposts and walls.Protruding objects

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determine how the curb ramp can beretrofitted. The following curb rampcharacteristics are recorded on theStroll Sheet between stations:

• Distance to the curb ramp (CR);

610 mm (24 in) distanceand the slope of the ramp inthe upward direction;

• Ramp slope parallel to theramp path;

• Ramp length if the ramp slopeexceeds 8.3 percent.

• Landing length; and

• The presence or absence of adetectable warning as defined inADAAG 4.29.2. Other attempts atproviding tactile information on thesurface are noted and identified forreplacement as they provide limitedbenefits to people with visionimpairments.

11.4.4 Intersection Checklist

The conditions at an intersection area key factor in determining how usablethe pedestrian network is for people withdisabilities. If renovations are planned for

Figure 11-11. Some curb ramp measurements arerecorded as part of the Stroll Sheet. More detailedmeasurements for curb ramps are recorded using theElement Analysis Form. As part of the stroll, the slopeof the ramp, the slope of the roadway approach, thelength of the ramp, and the length of the landingare all be recorded. If the ramp slope is less than8.3 percent, the length of the ramp should notbe measured.

• Number of curb ramps (0, 1,2) at every corner. Whenthere are no curb ramps atan intersection, a zero isrecorded and no additionalinformation is included onthat line of the data form.If there are two curb rampsat the corner, each curbramp is evaluated and twoseparate lines are completedon the data form;

• Type of curb ramp (parallel,perpendicular, diagonal,combination, built-up);

• Street approach slope(generally the gutter andpart of the street) over a

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an intersection, engineers shoulduse the Intersection Checklist thatis available as part of the SWAPto identify areas that needimprovement. The IntersectionChecklist consists of a brief seriesof questions that focus on theavailability of information toassist in safe crossings. Most ofthe questions on the checklist arerecorded as “yes” or “no” to allowthe assessment team to quicklyevaluate the intersection. Evaluatorsare also encouraged to sketch a mapof the intersection at the bottomof the checklist to facilitate futureevaluations of the same site.

The primary street is definedon the checklist as the street fromwhich the assessment teamapproached the intersection; thecross street is defined as the streetperpendicular to the primary street.The total number of lanes and thecrossing distance are recorded forboth the primary street and thecross street. The presence of traffic

Figure 11-12. The Intersection Checklistallows an assessment team to quickly evaluatean intersection based on the availability ofaccessible information and the probabilityof a safe crossing for people with disabilities.

signals, stop signs, parked cars, medians,and marked crosswalks are recordedto gain a better understanding of howdifficult the intersection would be to crossfor people with slower walking speeds. Thelength of the walk interval is also recordedif a pedestrian signal is located at thecorner. The accessibility of pedestrianactuated control signals and the patternsof right and left turning automobiles arerecorded to evaluate the informationavailable to people with visionimpairments. The sound of automobiletraffic is another important cue usedby people with vision impairments atintersections; however, the presence oftraffic is not recorded because it oftenfluctuates based on a variety of factorsincluding the time of day and the weatherconditions at the intersection. Additionalintersection observations should berecorded as comments at the bottom ofthe checklist. Signal types, timing, andcrosswalk configuration all affect usabilityof a pedestrian route. TEA-21 requiresconsideration of accessible (audibleand vibrotactile) pedestrian signals.

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11.4.5 SidewalkElement AnalysisForms

Sidewalk ElementAnalysis Forms are usedto record informationabout complex sidewalkelements, such asmedians and curbramps, that areidentified by the StrollSheet measurementsas warranting furtherevaluation. Dependingon the element beingevaluated, dimensionsare recorded on formsdepicting schematicdiagrams of:

• Curb ramps;

• Drivewaycrossings;

• Medians; and

• Islands.

Figure 11-13.Segment of theElement AnalysisForm for drivewaycrossings used tomeasure slope in theplus/minus direction(see Appendix A).

Figure 11-14.Segment of theElement AnalysisForm for drivewaycrossings used tomeasure slope in theleft/right direction(see Appendix A).

Slope Measurements inthe Plus/Minus Direction

Downward Slope Measurementsin the Left/Right Direction

A complete set of Sidewalk ElementAnalysis forms is included in Appendix A.The following example reviews theDriveway Crossing Sidewalk ElementAnalysis form. To completely analyze adriveway crossing, each of the followingmeasurements are recorded. Some ofthe measurements explained belowmay not be applicable to every complexelement. Furthermore, some additionalmeasurements that are not applicableto driveway crossings may be recordedfor some of the other complex elements.For example, the location of a detectablewarning would be recorded for a curbramp but is not recorded for drivewaycrossings.

• Slope measurements parallelto ramp path — The slope parallelto the driveway ramp path isrecorded with an inclinometer forthe street, gutter, ramp, landing,and approaches. The surface isconsidered to have a positive slopewhen it slopes up from the street.(These measurements are recorded

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Figure 11-15.Segment of theElement AnalysisForm for drivewaycrossings used tomeasure dimensionin the X direction(see Appendix A).

on the SlopeMeasurements in thePlus/Minus Directionsegment.)

• Slope measurementsperpendicular toramp path — theslope perpendicularto the driveway ramppath is recorded withan inclinometer forthe street, gutter,ramp, landing, andapproaches. Themeasurements aretaken facing thedriveway from thestreet, and slopedirection is recordedas left or right tocorrespond with thesurface sloping down

• Dimension measurements in theX direction — The dimensions of thetop of the driveway ramp, bottom ofthe driveway ramp, and landing arerecorded with a tape measure. The “X”direction is typically measured as thewidth with respect to a person facingthe driveway.

• Dimension measurements inthe Y direction — Dimensions ofthe gutter, driveway ramp, landing,and approach parallel to the ramplength are recorded with a tapemeasure. The “Y” direction istypically measured as the lengthwith respect to a person facingthe driveway.

• Height of transition points —The transition points between streetand gutter, gutter and ramp, rampand landing, and landing andapproaches are measured witha profile gauge. The transition isquickly traced from the edge ofthe profile gauge onto the backof the data form.

Figure 11-16.Segment of theElement AnalysisForm for drivewaycrossings used tomeasure dimensionin the Y direction(see Appendix A).

Dimension Measurements inthe X Direction

Dimension Measurements inthe Y Direction

to the left or down to the right. (Thesemeasurements are recorded in theDownward Slope Measurements inthe Left/Right Direction segment.)

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11.5 Presentation of sidewalk

assessment information

The SWAP is a tool that producesvaluable data and may assist designersand planners to make targeted accessimprovements to bring their communitiesinto compliance with the ADA. Sidewalkassessment data can also be used to createuseful information for pedestrians. Thefollowing ideas are based on UniversalTrail Assessment Process products, suchas the Trail Access Information strip, andhave not yet been developed for sidewalks.Additional information about UniversalTrail Assessment Products is containedin Section 12.5. The following informationformats should be considered for futuredevelopment because they would benefitmany sidewalk users:

• Geographic InformationSystems (GIS) maps — Maps thatintegrate sidewalk assessment datainto existing GIS systems. GIS mapscould serve as a valuable planningtool for evaluating accessibility

• Flare slopes — The flare slope ismeasured along the steepest part ofthe flare and parallel to the sidewalkpath of travel.

• Change of cross slope —When the slope of the drivewaycrossing exceeds 5 percent and alevel landing is not provided, orthe width of the level landing is lessthan 915 mm (36 in), users will beforced to travel over a significantcross slope. Furthermore, as theuser transitions from the levelsidewalk to the cross slope, theywill encounter a rapid change incross slope. The change in crossslope is measured at the flare whenthe landing is less than 915 mm(36 in) wide and the cross slopeexceeds 5 percent. Change incross slope is measured with aninclinometer by recording the crossslope 610 mm (24 in) in front of andbehind the maximum cross slope.

• Curb height — The height of the curbis measured with a tape measure.

Figure 11-17. The curb ramp slopeis being measured for positive slope witha digital inclinometer.

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improvements through publicinvolvement. GIS maps couldalso serve transportation agencieswith internal planning for theimprovement of sidewalk facilities;

• Sidewalk signage — Signs(similar to those for motorists)directed at pedestrians tocommunicate audible andvisual information of sidewalkconstruction and closuresproviding alternative routes;

• Universally designed streetmaps — Street maps that integrategrade information into standardmaps to improve route planningfor people with disabilities;

• District accessibility directory— A directory sign similar tothose found in shopping mallscontaining a top view map of thedistrict highlighting potentialbarriers and identifying commercialservices. Information that is

Figure 11-18. Grade information thatis provided to motorists would also bebeneficial to pedestrians.

Figure 11-19. Potential sidewalksignage indicating upcoming steepgrades. This sign is not currently includedin the Manual on Uniform Traffic ControlDevices (MUTCD).

Figure 11-20. This type of sign has been used intrail settings. Pedestrians could benefit from objectiveinformation about sidewalk conditions, such assteep grades and cross slopes.

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provided in text format shouldalso be provided in an audibleformat;

• Computer kiosks — Informationon the accessibility of specificroutes could be integrated intoexisting computer kiosks that arecurrently installed in many locationssuch as transit stations. Standardsfor making kiosks accessible topeople with vision impairmentsare available from the U.S. AccessBoard; and

• Website — A site where Internetusers could obtain accessibilityinformation about a givenmunicipality. Websites shouldbe designed to accommodatespeech access.

Figure 11-21. Street maps thatinclude grade information wouldimprove route planning for peoplewith mobility impairments.

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