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HomeMy WebLinkAbout04/05/2022 10. Resolution adopting the Americans with Disabilities Act (ADA) Transition Plan and Self-Evaluation Report 1 sAieti ,'',„`Y�',11�1 '�,�--.\410•1• 4 :yes ",,,Z(:,".f.'2,22Y BUSINESS OF THE CITY COUNCIL YAKIMA, WASHINGTON AGENDA STATEMENT Item No. 10. For Meeting of:April 5, 2022 ITEM TITLE: Resolution adopting the Americans with Disabilities Act(ADA) Transition Plan and Self-Evaluation Report SUBMITTED BY: Joseph Calhoun, Planning Manager Bill Preston, City Engineer Bicycle and Pedestrian Advisory Committee SUMMARY EXPLANATION: The ADA Transition Plan and Self-Evaluation Report were initially drafted by consultants in 2016. Completion of the Plan was put on hold while the City completed its Comprehensive Plan 2040 Update and was further compounded due to staffing changes in the Engineering Division. The purpose of the ADA Transition Plan and Self-Evaluation Report is to focus on transportation facilities in the public right of way, including recommendations addressing major barriers along high/medium priority corridors, focusing on missing ramps on high/medium priority corridors, addressing barriers along local streets, and includes accessibility policies and procedures. The Bicycle and Pedestrian Advisory Committee has reviewed the ADA Transition Plan and Self- Evaluation Report, and recommended approval of the documents at their March 9, 2022 meeting. ITEM BUDGETED: NA STRATEGIC PRIORITY: Neighborhood and Community Building APPROVED FOR SUBMITTAL BY THE CITY MANAGER RECOMMENDATION: Staff and the Bicycle and Pedestrian Advisory Committee recommend Council adopt the resolution. ATTACHMENTS: Description Upload Date Type D Resolution 3/21/2022 Resolution D ADA Transition Plan 3/23/2022 Exhibit 2 D Self Evaluation Report 3/21/2022 Exhibit 3 RESOLUTION NO. R-2022- A RESOLUTION adopting the City of Yakima Americans with Disabilities Act (ADA) Transition Plan and Self-Evaluation Report WHEREAS, the purpose of the ADA Transition Plan and Self Evaluation Report (the Plan) is to focus on transportation facilities in the public right of way, including recommendations addressing major barriers along high/medium priority corridors, focusing on missing ramps on high/medium priority corridors, addressing barriers along local streets, and includes accessibility policies and procedures; and WHEREAS, the Americans with Disabilities Act and Section 504 of the Rehabilitation Act of 1973 requires cities with more than fifty employees to prepare an ADA Transition Plan and Self-Evaluation Report; and WHEREAS, the Plan went through a public process which included public engagement through Community Stakeholders, and meetings with the Bicycle and Pedestrian Advisory Committee; and WHEREAS, on March 9, 2022, the Yakima Bicycle and Pedestrian Advisory Committee held a meeting to review the final changes to the Plan, and passed a motion to recommend approval of the Plan; and WHEREAS, on April 5, 2022, the City of Yakima City Council reviewed the Plan at an open public meeting; and WHEREAS, the Yakima City Council, having considered the recommendation from the Bicycle and Pedestrian Advisory Committee, hereby finds and determines that approval of the ADA Transition Plan and Self-Evaluation Report is in the best interest of the residents of the City of Yakima, now, therefore BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF YAKIMA: The Yakima City Council hereby approves and adopts the ADA Transition Plan and Self-Evaluation Report ADOPTED BY THE CITY COUNCIL this 5th day of April, 2022. ATTEST: Janice Deccio, Mayor Sonya Clear Tee, City Clerk -, The City of Yakima ADA Transition Plan 022 _. __ ..,,....- .:,,,,,___:_ ____ .:.. , .,'.'i,.:' i�3 !.uq - I._ _ r Imo_ .- � w. �� - _ u . ems, - k e e : --- xIT fir, 11 4tiq • ,,V i 'V _ 5 ADA TRANSITION PLAN Table of Contents MISSION STATEMENT 1 ACKNOWLEDGEMENT 3 EXECUTIVE SUMMARY 4 Major Finding Major Recommendation The Self-Evaluation Report Conclusions Ada Transition Plan Recommendations Construct Sidewalk Upgrades Upgrade Pedestrian Signals for Accessibility Update City Policies and Procedures OVERVIEW OF ADA TRANSITION PLANS 8 VISION, GOALS, AND OBJECTIVES 9 SIDEWALK UPGRADE PLAN 10 ACCESSIBLE PEDESTRIAN SIGNAL PLAN 12 FUNDING 14 Local Funding Focus Federal And State Transportation Grant Focus Yakima Transit Community Development Block Grants Transportation Benefit District ADA UPGRADE SCHEDULE 19 APPENDIX A: RECOMMENDED POLICY AND PROCEDURES APPENDIX B: MAPS APPENDIX C: SCOPE OF WORK AND COST ESTIMATES FOR UPGRADES AT HIGH AND MEDIUM PRIORITY LOCATIONS APPENDIX D: SCHEDULE OF ADA UPGRADES FOR HIGH AND MEDIUM PRIORITY LOCATIONS 6 ADA TRANSITION PLAN Mission Statement The City of Yakima Public Works commits to preserving its heritage, sustaining and enhancing a high quality of life for all its citizens, and developing the community to meet the challenges of the future. We take pride in preserving a healthful environment while promoting economic growth. We encourage citizens to participate in �At government and community, assisting the City in ' its efforts to provide quality services consistent with their desires and needs. r ' n , .� 4l� yq • • 1 7 ADA TRANSITION PLAN Americans with Disabilities Act (ADA) Information: Materials can be provided in alternative formats by contacting Bill Preston, City Engineer, City Transportation ADA Coordinator, at 509-576-6111 (voice) or bill.preston@yakimawa.gov (email). Persons who are deaf or hard of hearing may make a request for alternative formats through the Washington Relay Service at 711. Title VI Notice to Public: It is the City of Yakima's policy to assure that no person shall, on the grounds of race, color, national origin or sex, as provided by Title VI of the Civil Rights Act of 1964, be excluded from participation in, be denied the benefits of, or be otherwise discriminated against under any of its federally funded programs and activities. Any person who believes his/her/they Title VI protection has been violated may file a complaint with the Title VI Coordinator. For Title VI complaint forms and advice, please contact Connie Mendoza, the City of Yakima Human Resources Director, at(509) 575-6090 (voice) or connie.mendoza@yakimawa.gov (email). 1 .'-;,' "r'' \ ;- `- JS _ Yam_ K w •4•. y s" '*a "' i L w- 2 8 ADA TRANSITION PLAN Acknowledgements The City of Yakima City Council Janice Deccio, Mayor; Danny Herrera; Matt Brown; Holly Cousens; Eliana Macias; Soneya Lund Patricia Byers The City of Yakima Bill Preston, P.E., City Engineer; Joan Davenport, AICP, Community Development Director; Scott Schafer, Public Works Director; and Trevor Martin, Associate Planner ADA Stakeholder Advisory Group for the Public Right of Way Steffi Coleman, Low Vision Specialist (Department of Services for the Blind, State of Washington); Patty Rogers (Harman Senior Center); Sheryl DiPietro, Community Health Director(Yakima Health District); Shawn Conrad (Yakima Valley Conference of Governments); Deb Lacombe (Yakima Valley Conference of Governments); Karen Allen, Paratransit/Vanpool Program (Yakima Transit); Alvie Maxey (Yakima Transit); Jim Hogenson (Yakima Transit); and Sally Mayo, a pedestrian advocate and sight impaired citizen with guide dog. 3 9 ADA TRANSITION PLAN Executive Summary This ADA Transition Plan focuses on the transportation facilities in the public right of way. The City's Self-evaluation Report recommends addressing major barriers along high/medium priority corridors, focusing on missing ramps on high/medium priority corridors, and finally addressing barriers along local streets. It also provides recommendations on policy and procedures related to accessibility. Implementing the recommendations of the Self Evaluation Report will help to bring the City closer into compliance with the Americans with Disabilities Act. Major Finding Yakima has made tremendous improvement in reducing accessibility barriers along transit routes and in the downtown. Over 1400+ net new sidewalks ramps were made ADA accessible over the last 10 years. This effort constitutes a tremendous investment that should be a source of pride and noted as a commitment to serving the disabled community. Major Recommendation Modifications to the City's policies and procedures, along with a targeted focus on priority locations, are necessary to achieve ADA compliance. Completion of the ADA Transition Plan is also required. The Self-evaluation Report Conclusions and Recommendations Based on the findings of the Self-evaluation Report for the Public Right of Way, it concluded that: • Modifications are necessary to achieve ADA compliance and that an ADA Transition Plan is required; • The City of Yakima should establish an annual budget that reflects the scale of the work needed to address the high priority inaccessible intersections in the public right of way; • The City of Yakima Public Works' policy and practices should be modified per the recommendations of the self-evaluation. Appendix A includes the recommendations from the initial Self-evaluation Report related to Public Works Policies and Procedures; and • A public process was conducted to elicit comments from the disabled community and their service providers on locations that are a concern and on proposed improvements. 4 10 ADA TRANSITION PLAN The Self-evaluation Report recommended that the high priority work be focused on: • Locations along High and Medium Priority Corridors with damaged and obstructed sidewalk ramps should be addressed first, as they are major barriers to the disabled community; • Locations along High and Medium Priority Corridors with missing sidewalk ramps should be addressed, as a second priority; and • Locations along Local Streets with missing ramps will be addressed on a request basis. Appendix B provides citywide maps of the ranking criteria, high and medium priority locations, and the inventory status of sidewalk ramps. ADA Transition Plan Recommendations The ADA Transition Plan utilizes the recommendations from the Self-evaluation Report to focus the efforts of the City on policies, procedures, and improvements that will benefit our disabled community as well as bring us into compliance with ADA requirements. Two primary actions should be undertaken by the City to address the majority of the improvement related recommendations with an additional action regarding policies and procedures. This Plan assumes improvements within the public right of way and a constrained budget for the next 20 years. Construct Sidewalk Upgrades The Self-evaluation Plan Report identified locations for sidewalk improvements. Appendix C provides a list of high/medium priority projects, along high/medium corridors. The list includes existing conditions and a recommendation with cost estimate. Note that the recommendation and cost estimate are subject to change with final engineering design and year of construction. Appendix D provides a proposed schedule. The schedule is very flexible as the locations can be included in other projects rather than just a standalone improvement. Recognizing the funding constraints within the City's Streets and Capital Improvements budgets, the City will seek funding from eligible sources for these improvements. Received Preservation and Capital Improvement dollars are not always eligible for sidewalk improvements. City funds will be used for sidewalk upgrades when within project limits, estimated at$25,000 per year. City Engineering will work with City Streets to coordinate the ADA work with their schedule. 5 11 ADA TRANSITION PLAN The City may elect to construct sidewalk, or other projects, with local funds, including TBD, that will not be included in the $25,000 limit. The goal of this recommendation is to constructs at least some of the Appendix C improvements each year. While the Self-evaluation Report recommends that local streets with missing ramps be addressed on a request basis, this has the potential to redirect existing funds to non- high/medium priority locations. The City will evaluate its annual budgets for available funds keeping in mind the work already scheduled as part of other projects. If funds are available, the City may provide improvements, however it will need to be evaluated against other priorities, such as other safety needs, that may need to be done. Upgrade Pedestrian Signal for Accessibility Upgrading all traffic signals to meet Accessible Pedestrian Signal (APS) standards is a requirement of ADA. The City has identified up to 80 traffic signals that will need to be upgraded. As with the Sidewalk Upgrades, when a signal location is part of an existing, or proposed, project, it will be upgraded to meet APS standards. If APS upgrades are eligible for grant, or other funding opportunities, the City will apply for funding. The Self-evaluation Plan Report recommends the City adopt a plan to systematically upgrade existing signals with APS hardware. Utilizing the strategy of bundling improvements, existing or proposed projects will be upgraded as part of the improvement. Maintenance/preservation work that involves upgrading signals will also include APS standard improvements. These existing improvements are estimated at$30,000 per year. Just making improvements as part of existing projects will not meet the goal of updating all the pedestrian signals in the City. As a result, the City will identify all the locations needing upgrades and prioritize them oldest hardware first. The City will evaluate its Traffic budget for available funds and set aside funds each year for this work. These improvements would be in addition to the estimated $30,000 per year as part of projects. With this plan in place, all pedestrian signals within the City could be upgraded within 20 years. Update City Policies and Procedures The Self-evaluation Plan Report identified a number of policy and procedure recommendations for the City. City Engineering will review the recommendations for those that are required to meet ADA Transition Plan requirements and those that would be helpful in ADA design or administration. These recommendations generally will not have a project cost however they will take staff time and effort to evaluate and make changes if necessary. 6 12 ADA TRANSITION PLAN While some of the recommendations can be made right away, such as Directional Ramps, others will require rewriting standards, codes, and policies with regards to ADA standards. Without any dedicated funding for this effort, City staff will be required to fit this work within their regular workload. Recommendations that can be done immediately, will be implemented first, followed by those that will have direct effect on present and future projects, with those requiring rewriting policies/procedures last. These updates can be regarded as an on-going effort, as requirements tend to change over time. Staff will need to stay current with changes and update City requirements as appropriate. Appendix A contains a more detailed evaluation of each policy recommendation contained in the Self-evaluation Report. ;4 13 ADA TRANSITION PLAN Overview of ADA Transition Plans The Americans with Disabilities Act(ADA) and Section 504 of the Rehabilitation Act of 1973 requires cities with more than fifty employees to prepare a Self-evaluation Report and an ADA Transition Plan. This plan is intended to build on the self-evaluation and provide a plan to eliminate barriers to the disabled. The City of Yakima Public Works has an existing ADA Transition Plan for its public buildings, hiring practices, and meeting procedures. The current effort is intended to address the built environment in the public right of way. The ADA and Section 504 emphasize that cities engage members of the disabled community in preparing their Self-evaluation Report and ADA Transition Plan. The guidance in this document is based on the Washington State Department of Transportation (WSDOT) Local Agencies Guide (LAG) manual. Using the results of the Self-evaluation Report, the ADA Transition Plan shall include, as a minimum: Identify the physical obstacles that limit accessibility: • Describe in detail what will be done to make the facilities accessible; • Specify the schedule for each facility and or obstacle to be retrofitted; and • Identify the individual responsible for the implementation of the plan. Many agencies throughout the United States are behind in implementing all current ADA and Section 504 regulations. This now includes adding Accessible Pedestrian Signal (APS) hardware at all new intersections and retrofitting existing intersections. With the tremendous cost of ADA improvements, this is not surprising, but it is important to remember that ADA improvements benefit most if not all users of the public right-of-way. Pedestrians are less like to trip on up- lifted sidewalk sections, children can easily access the sidewalk using ramps while they learn to ride a bike, and most of all, as the residents of Yakima age, accessibility will be critical to maintaining quality of life. _ Cf • • Figure 1: Person with cane waiting for walk signal at an accessible intersection in Yakima 8 14 ADA TRANSITION PLAN Vision, Goals, and Objectives Good planning efforts rely on vision, goals, and objectives statements to assure successful outcomes. The following proposed statements are intended to provide the residents, council members, and the staff of Yakima a clear direction that the plan will lead them forward. Vision Yakima is renowned as a healthy, vibrant community with high pedestrian activity. Residents of all ability feel comfortable traveling within the community. The streets have sidewalks that are wide and smooth and have curb ramps at all the intersections. The City of Yakima's traffic signals are user friendly for pedestrians. It is acknowledged as a walk friendly community by the Federal Highway Administration based on the progress made to make its streets accessible to all users. The City of Yakima ADA Transition Plan for the Public Right-of-Way has proven useful to assist staff to eliminate barriers to the disabled community. 6 _- J — .. - I ,`Sw LLH� —=�.-' _ - -J� • �_e• - -i l rn lei .�• F yr .._: t rs'.s t E~1 r a ca= F � r] .a al rr.fta a r� 4 ! US .- 1.1. KIM" _ - - J ilia Mill 1 ". :Iiiirmint, i, 14,-„,...(-1 J Figure 2: Crossing an arterial in order to avoid a sidewalk barrier 9 15 ADA TRANSITION PLAN Goals The following goals will help Yakima achieve this vision: • Important locations, such as the downtown, are barrier free; • All arterial intersections have curb ramps that meet current standards; • All bus stops on arterial corridors are accessible and connected to the sidewalk network; and • All traffic signals are upgraded with APS hardware. Objectives The following objectives will meet the goals and the vision of the ADA Transition Plan: 1. Complete ADA upgrades at all high priority locations: 2. Complete ADA upgrades at all medium priority locations: 3. The ADA coordinator actively pursues ADA upgrade opportunities whenever possible; and 4. Complete ADA upgrades at traffic signals within 20 years. Sidewalk Upgrade Plan Location prioritization is based on criteria identified in the Self-Evaluation Report. The following ranking criteria data were mapped for evaluation. These draft maps were then reviewed and discussed by the stakeholder advisory committee members for use in the final location prioritization. See Appendix B for the Map T-100 of the following high priority criteria: • Collision History for pedestrians and bicyclists, as a measure for risk exposure for persons with disabilities in the public right of way; • Fixed Route Transit Service as a measure of pedestrian traffic and also of desirable routes to bus stops for a barrier free pedestrian network; • Government Buildings that are important destinations for all citizens, as a measure for higher levels of pedestrian traffic generated when seeking public services, access to job sites or elected officials; • Land-use Zoning of commercial property, a measure for higher levels of pedestrian traffic generated to travel along the public right of way, • Roadway Classification of arterials and not local streets, as a measure for more exposure to higher speed and volume roadways; and • Committee Identified Priority Sites these locations have been identified through the stakeholder public process and added to the priority list based on local knowledge of conditions and desirable destinations for persons with disabilities. 10 16 ADA TRANSf11ON PLAN These criteria were used to rank locations within the City for upgrades. Seep Map T-101 for high and medium priority locations. The high and medium priority locations were inventoried for ADA compliance status. See Map T-102 of inventoried locations. The inventory of the high and medium priority locations were reviewed and a cost estimate prepared to upgrade each street. The cost estimate was prepared for the in-fill of missing ramps on streets with sidewalks, repair of damaged ramps and removal of obstructions. The inventory review did not include an estimate to replace the sub-standard ramps. The recommendation is to leave these in place until a project replaces them due to alterations or after all high and medium priority locations are upgraded. The assumption is that most sidewalk ramps provide some access and barriers need to be addressed first in order to better complete a more complete facility network. or _ .„ ., ,. .., ,4 y r /. hi .. 1 :_y I 3 40.1 'I :;; r l y . . __., _ 1 _ 451 ...„ . `�'. { , . :ry Figure 3: Field survey of accessible sidewalk facilities and features At each location, the obstructions were reviewed and recommendations prepared. Some of the issues identified include: • Verifying that four(4) feet of clearance is available. In some cases it looked close to adequate clearance; • Identifying utility poles creating an obstruction. The City will work with the utilities to relocate their pole assuming a franchise agreement is in place; • Identifying if traffic signal or sign poles need to be relocated; • Determining if additional sidewalk around the obstruction; and • Providing documentation that access was improved to the maximum extent feasible. See Appendix C for recommended sidewalk upgrades and preliminary cost estimates 11 17 ADA TRANSmON PLAN - - �_, • • w • J�_.r�+ • • Figure 4: Example of an older sub-standard ramp to remain until missing, damaged and obstructed ramps are upgraded Accessible Pedestrian Signal Plan Making traffic signals accessible to the disabled community has been required for some time but in recent years more and more emphasis has been placed on this important requirement. WSDOT Local Programs recommends that an ADA Transition Plan include an APS plan. APS is hardware that makes traffic signal much more accessible to the sight impaired pedestrian. This includes a locator tone on the push button so that they can easily be found, both physical and auditory features that assist with navigation and safety, and other important functions. The same features that assist the sight impaired also assist fully sighted pedestrians. By ADA standards, City's are required to upgrade signals if they alter the pedestrian hardware of a traffic signal. By Federal standards, per the Manual for UniformTraffic Control Devices (MUTCD), local governments are required to upgrade the traffic signals to include countdown pedestrian signal heads. City staff report that 27 traffic signals have an older form of the APS hardware. It may not meet current ADA standards but does provide some assistance to the sight impaired. They report that six signal have modern APS push buttons by the brand name`Polara'. Thus, with 113 traffic signals, most need upgrading to meet APS. 12 18 ADA TRANSITION PLAN The remaining 80 traffic signals should get upgraded before any of the older hardware gets replaced and at a cost of$6,000 per signal, hardware only, it requires approximately $500,000 in funding to upgrade the remaining signals using City signal crew. Assuming this is done over 20 years, approximate $30,000 per year will be needed to complete this upgrade task. — f' I • - ` ., Figure 5: Example of existing APS in the downtown An important point to remember during this process of adding APS equipment at new intersections is the importance to also repair the existing APS equipment at established sites. During a stakeholder meeting there was discussion as to the failure rate of a growing majority of the older APS equipment. Staff mentioned that this was due to the difficulty of finding out- of-production spare parts for the first-generation equipment. One of the service providers mentioned that each of these intersections were becoming a barrier for some of her blind clients and the difficulty increases as the network become fragmented with each additional location going silent, since these units are clustered near the downtown. The upgrades should be done as the opportunity presents itself, such as coordinating with development funded improvements, but when funding is available, the signalized intersections on roadways listed as high and medium priority should be completed first. APS signals are needed to meet the 2009 edition of the MUTCD and it has specific requirements based on reach dimensions and proximity to level ramp landings and the crosswalk. Thus, ramp upgrades can be triggered if altered in the relocation of the pedestrian push button. 13 19 ADA TRANSITION PLAN — • F ` . , Mq .til�� i f : ` ,F t M41 tr! '4- — g 1 -11.r . 0 •'" Jai lit �,�..}. m xems • .:: . . _ -tow. - 1 7.,= =. vow- - y lielk to - 011 .1.0. y s. Figure 6: Example of an ADA signal retrofit utilizing extended push buttons in Clark County WA Funding The project list and schedule are based on the possible funding available for ADA upgrades. Funding for ADA upgrades fall under the following categories. • Local funding; • State transportation grants; • Federal transportation grants; and • Yakima Transit for improving access at its bus stops within the right of way. 14 20 ADA TRANSITION PLAN Local Funding Focus Local funding is a scarce resource that is often used as match for other funding sources. Not having the match can result in not having the grant, which effectively eliminates the project. As a result, the City allocates its local funds to achieve the biggest benefit possible. Local funding spent on ADA upgrades is typically an eligible match, therefore can be part of many capital improvement/safety projects. The City will allocate and prioritize its available local funding as follows: 1. Capital Improvement Program projects to make upgrades to existing curb ramps, sidewalks, and/or APS; 2. Condition upgrades as part of the development review process; 3. Upgrading sidewalks, ramps, or APS of maintenance/preservation projects up to $25,000; 4. Track and respond to resident complaints, upgrading as part of other work or standalone project if funding is available. The upgrade schedule assumes that $25,000 will be spent each year to build ramps and will in-fill the bulk of the missing ramps on high to medium priority locations. After comparison of past paving projects and the cost estimate, it appears the bulk of the missing ramps are on sections of roadways that have not been included in paving projects. Based on the transit service on the high and medium priority roadways it is likely these streets will receive pavement preservation work in the next twenty years. Often arterials with frequent transit service need shorter cycles of pavement maintenance due to the heavy vehicle loads associated with buses and trucks. If the City is unable to meet the minimum $25,000 per year for upgrading City facilities, they will need to establish an annual budget for this work. Any established budget will need to consider where the money is coming from such as if it is part of match dollars. Match dollars could be up to 9 to 1 so the impact could be much greater than $25,000 to the City. The City Streets Division has done a tremendous amount of work building ADA ramps but does not have the time or resources to correct obstructions such as utility poles. Since capital improvement projects alone are not likely to complete all of the needed upgrades, the City shall scope a City-wide upgrade project. Once scoped, the City seek the needed funding for the project. This could be through grants, loans, local funds or other sources. 15 21 ADA TRANSITION PLAN The project schedule in Appendix D assumes projects on high and medium priority streets that includes infill of missing ramps, replacing damaged ramps and removal of obstructions. leir--ash , r _ 1 ` H1J i f • J t • .�t. ` ..,• % if•71...:_i_. age t: .,::::\:::-.i Figure 7: Example of a utility pole that that is a barrier but was not removed with recent work While this ADA Transportation Plan primarily focuses on ADA upgrades performed by the City, development adjacent to a barrier is another opportunity for improvements. As property is developed, the City will have the opportunity to require ADA upgrades to the sidewalk system. This provides another local funding source to reach the vision set forth in this plan. Federal and State Transportation Grant Focus Transportation grants are competitive and on an annual or every other year schedule. These grants are intended to address safety, capacity or missing links in the transportation system. Technically most ADA upgrades qualify for use of these grants but typically they do not rank well as a stand-alone ADA project. 16 22 ADA TRANSITION PLAN The following grant programs should be combined with other transportation improvements to upgrade high priority locations: • The Surface Transportation Program (STP); • The Transportation Alternatives Program (TAP); • State Pedestrian & Bicycle Safety Grants; • The Safe Routes to School (SRTS) Program; and • The Transportation Improvement Board (TIB) Sidewalk Program. As noted earlier, local funds can be used as match for these funding sources. Based on the match requirements, local dollars can be stretched two to nine times allowing for more extensive projects. Jim ,_ . ..- • . ' • .. • Figure 8: Example of existing arterial intersection with missing ramps and older signal hardware The Washington State City Safety Program has been used effectively in many cities across Washington State to make ADA upgrades at high priority locations within larger corridor safety projects. Signal upgrades often rank among the highest of any improvement for safety grants. This is an excellent opportunity to make intersections ADA compliant by upgrading the same traffic signals with Accessible Pedestrian. The City-wide project discussed earlier is an example of this type of project. 17 23 ADA TRANSITION PLAN The Safe Routes to School Program or the Pedestrian and Bicycle Program are great funding sources for upgrades to high priority locations that include sidewalk in-fill in the vicinity of schools or other pedestrian destinations. Safety and accessibility improvements made to pedestrian facilities closest to schools can allow more students to walk to school and assist school districts in providing transportation to more distant students, as these state funds become more limited each year. P _ _-. r i Figure 9: Example of a Safe Routes to School Program Intersection Project Yakima Transit Yakima Transit has an administrative policy to partner with the City to add ADA accessible concrete pads and other enhancements to existing bus stops, as ad-hoc opportunities present themselves.' For example, in the 2014 budget Yakima Transit partnered with the City to construct sidewalks at the Public Works Facility.2 Furthermore the annual budget typically includes funding under Street Asset Amenities for making improvements for 20 to 30 stops per year. The City provides a portion of these funds each year. 1 Yakima Transit(Local priority#5),Annual Report for 2013 &Transit Development Plan 2014 to 2019 2 Yakima Transit(Local priority#7),Annual Report for 2014&Transit Development Plan 2015 to 2020 18 24 ADA TRANSITION PLAN Community Development Block Grants The Community Development Block Grant(CDBG) program in Yakima is typically focused on securing affordable housing and neighborhood stabilization and not accessible sidewalks. Some cities utilize CDBG funding for systematic area-wide sidewalk infill within low incomes areas or citywide ADA sidewalk repair work. This can be an important local source of matching funds for these cities seeking state and federal transportation funds. CDBG could be a future source of additional funding for ADA ramp work if the City of Yakima chose to revise its administrative policy for setting CDBG project priorities. Transportation Benefit District(TBD) Funds The TBD list includes many sidewalk projects. As these projects move forward and are constructed, substandard elements will be upgraded. As this is a Council approved project list, the City Council can add/remove projects thus effectively utilizing TBD funds to help bring the City into ADA compliance. ADA Upgrade Schedule The key element of an ADA Transition Plan is the schedule of ADA improvements for the next 20 years that will bring the community closer into compliance with the ADA and Section 504. Yakima, like all Cities, has millions of dollars of upgrades necessary to make to be in full compliance with the ADA and Section 504. This ADA Transition Plan only proposes twenty years of improvements that will make the greatest improvements in barrier removal for the disabled within a constrained City budget. 19 25 ADA TRANSITION PLAN The schedule is the culmination of the following tasks: 1. Provide a public process to identify high priority locations; 2. Inventory the locations; 3. Develop a scope of work for the improvements; 4. Estimate the construction cost for the improvements; and 5. Consider funding programs for implementing the improvements. The preparation of the Self-evaluation Report Plan included providing a public process that engaged members of the disabled community as well as provided public notice to the community at large. An inventory of high priority locations is included in the Self-evaluation Report. This ADA Transition Plan builds upon the initial self-evaluation to include proposed funding sources for the upgrades. See Appendix D for project schedules for high and medium priority locations. li _ :�'.:-.. _ -'}•'sue^—-. . . _. _.-Ty-•- -- - - . -�_— .ANY.. `. •.._ _, rr. 20 26 ADA TRANSITION PLAN Appendix A: Recommended Policy and Procedures The following contains each policy recommendation of the Self-evaluation Report and how the City plans to implement, or not to implement, the recommendation. City staff will work with the Bike/Ped Committee to implement the following recommendations from the Self-evaluation Report: Recommendation 1: Standard Details Modify the City design standards to include reference to the WSDOT Standard Plans Section F and WSDOT Field Guide for Accessible Public Right of Way, 2012 Edition. Update references, as needed, to reflect WSDOT most current adopted documentation at the time of future transition plan updates. Recommendation 2: Directional Ramps Utilize directional ramp design for construction of sidewalk ramps on all arterial streets. Recommendation 3:Alterations Modify the City design standards to include specific policies and procedures to assure that altered pedestrian crossings are upgraded to full ADA standards. Recommendation 4: Avoid Minimum/Maximum Modify the City design standards to warn against designing to the maximum or minimum measurement allowed. Recommendation 5: MEF Documentation Modify the City design standards to include documentation of criteria that prevented specific locations from meeting full ADA compliance, such as right of way purchase or utility relocation, when these are not required elsewhere in the project. 27 ADA TRANSITION PLAN Recommendation 8: Receiving Ramp Modify the City design standards to include documentation that requires a matching sidewalk ramp at the other end of a crosswalk, if the sidewalk and curb exist, so as to comply with RCW 35.68.075(3) at a minimum. Recommendation 9: Snow Barriers Seek further public input on when and where to remove snow barriers to ADA access. Modify the City's maintenance procedures to minimize weather related barriers for persons with disabilities access to transit service and walkways. Recommendation 10: Work Zones Update guidance on designing pedestrian detour plans in construction zones to maintain access for persons who are disabled. Refer to WSDOT and Access Board guidance. Consider developing a flyer for contractors with guidance on choosing ADA appropriate barricade or temporary ramp materials. Recommendation 12: Safe Harbor Review the latest Chapter 29 of WSDOT Local Agency Guidance Manual for the latest information on Safe Harbor as it applies to pavement preservation projects. Recommendation 14: Seamless ADA Resources The City of Yakima should consider coordinating with the County as to having as similar as possible ADA accessibility practices and time periods for responding, so as to be convenient and minimize any confusion citizens may experience when seeking information, aid or services. Additionally, there may be economies of scale if both jurisdictions can share communications equipment or professional services. Recommendation 16: Robust Local Funding Consider the study and adoption of a new local funding mechanism for systematic repairing and maintaining of sidewalks. Recommendation 17: Publicize ADA Progress Note this achievement to the residents of Yakima, in an effort to build momentum and support for additional improvements in the future. 28 ADA TRANSITION PLAN Recommendation 20: Seek on-going Stakeholder Advise Prior to final approval forward to the stakeholder committee for comments and during future revisions. Recommendation 21: Three-Year Archive Maintain easy access to the documents via the City's web page, the library, and City offices for a minimum of three years. Recommendation 23:Adopt Grievance Process Adopt the proposed formal grievance process for processing and documenting accessibility requests. Recommendation 24:Adopt ADA Coordinator Assign the duties of ADA Coordinator to a designated staff member and post this information on the City's web site in accessible formats. Recommendation 25: Improve Public Comment Electronic Accessibility Update TTY training and protocol for administrative staff or better advertise the use of the Washington State 7-1-1 relay service. Add a text readable notice providing an alternative phone number or email option for sight-impaired users to give comment when using the Yak Back public request tool. Recommendation 26: Utilize Map T-100 for Grant Planning For future funding considerations such as pedestrian safety grants and consideration of resident requests, utilize Map T-100 for prioritization of ADA work within the public right of way. Recommendation 28: Utilize T-102 Maps to Verify ADA Status for Grants To verify the status ADA access at a location on the arterial street network, use Map T-102a for the 2015 accessibility status, as well as the City's GIS web page. Recommendation 29: Implement the ADA Transition Plan Project List Implement the project list in the ADA Transition plan to improve access on High and Medium Priority Corridors by making upgrades to install missing ramps;remove, relocate or build around obstructions; and replacing damaged ramps. 29 ADA TRANSITION PLAN The following recommendations need to be evaluated for consistency with the Yakima Local Road Safety Plan that was adopted on 2/15/22. These recommendations may/may not be achievable depending on funding requirements for specific projects. City staff will work with the Bike/Ped Committee and other stakeholders to determine if these can be implemented. To ensure active and on-going efforts to implement this ADA Transition Plan, these recommendations will be worked on after the other efforts have been completed. If an opportunity becomes available to work on any of these prior, it will be moved up. Recommendation 6:APS Plan Adopt a plan for systematically the upgrading traffic signals with APS hardware within the ADA Transition Plan. Replace the oldest units first as a higher priority when possible. Pursue funding from various grant funds from safety and pedestrian programs. Recommendation 7: Sidewalk Repair Guidance for Owners Provide a detail outlining how to correct these common deficiencies so that all property owners can quickly and effectively remove these barriers before the local jurisdiction has to undertake such work and seek repayment through the court system. The City of Vancouver WA has a good example of such a detail(T02-01 D) which describes in detail each condition when sidewalk repairs are required. The City should continue its enforcement actions at the individual location level and document the outcome, such as the inspection of sidewalk repair for meeting ADA. An annual report of the status of these repair requests should also be made to the city council and kept on file. Recommendation 11: Focus on Reasonable Access Focus Efforts on High and Medium Priority Corridors with missing, damaged or obstructed ramps that are a barrier to the disabled. 30 ADA TRANSITION PLAN Recommendation 13: Utility Barriers The pavement preservation program should adopt the practice of removing physical barriers to meet the minimum 48-inch clearance before pavement work starts. This would include starting the installation of ADA upgrades in the year ahead of the traditional pavement preservation work. Recommendation 15: 20-Year Budget Utilize the proposed ADA Transition Plan high priority project list to develop an annual project budget based the total amount for the next 20 years. Recommendation 18: Local Streets ADA Requests Install new ramps in on local streets based on a request basis with requests from priority areas addressed first. Recommendation 22:APS Upgrades Establish schedule for APS upgrades are high ranking locations first. Recommendation 27: Utilize Map T-101 for Corridor Prioritization To establish a project list for the next twenty years, use the high and medium priority corridors, as illustrated on Map T-101, for the scoping of work. Use the areas illustrated as high priority to rank these requests to best manage citizen requests for ADA upgrades on local streets. Then use the medium priority areas once the others are accomplished. Upon adoption of the ADA Transition Plan, the following recommendation would be considered complete. 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VI- V} Vl- VF t/- V> E r0 cc in 00 L C 0 • in in � v1 d d N L L E E ro L.) (O L MI rn C OD CIO 14 >'▪ • 0 C 0 V1 'VI M▪ 13 VI E m E E 0b . 0 o. co m E _ = O 0 E c la 0 to v LA f6 E E f0 E r0 ` N ,_ '- OJ 2 tiff It QC tIZ1 lit fa00 cfa c E •_ ° E a rf n 4 c c c c I a) +Y > rn VI L o t .0 +-, rj — m a 1 w §- Z Z rn 2 mVL) N VI N L -C t TS J r j l�0 LC) N N 2 < Z Z V) v)_ C ro a C 0 Fl C > N I. al= 'Q + v) 0 = Ci° Ln v. rn r0 M Q N rn Z Ll 0 rn r0 a+ E d fro O In 1,0 N. CD 01 O } 0. %--1 a-I %--1 t--I r•I N A w z •• O The City of Yakima August 19,201.6 W ..1.., g 0-4 1 , i i\lilt 16—rVi 4 . f1044 ;t-.9 ? ..N.,:_ , . 4, , ,..'.. i^.._. . 11 11 i,liti. ` ��j 4 11, 0 I'_ 11 w ]_ 1 _ , - ` = 1 �-.6 „-_-, _ , ... N. T �r�r f Asi ,� /- - '�. / Report Self- Evaluation -gm__ __...i.m_Aki._ ____ wirvr-z-..7eismr," . ; ...„ . ri c. i 4, -.. , ., 1 _ - - \ �. ti ±err" ', .;`. rt- - i • - +� . `:o._..:• - Kam_ -- - S' :,�. --,'R � -. -. __d_-o.. ,, -_- y'_� - # k...„,.. ,..-,- .. 0„.'04...-..,.., l.-1,-';-:.„-0:_. 4:- b 1 r :00_..,T,,7r'--.'1,.'','',,,,''i'..,..,._''':.".-.„--...::".a,...,H.,-..-.,,„.-„,A'; .w '. _ - Q gHDJ Design Group p 314 W. 15th Street HDJ g Vancouver, WA 98660 A DIVISION of ass 97 Mission Statement The City of Yakima Public Works commits to preserving its heritage, sustaining and enhancing a high quality of life for all its citizens, and developing the community to meet the challenges of the future.We take pride in preserving a healthful environment while promoting economic growth.We encourage citizens to participate in government and community,assisting the City in its efforts to provide quality services consistent with their desires and needs. Americans with Disabilities Act(ADA) Information: Materials can be provided in alternative formats by contacting Brett Sheffield,pending City Transportation ADA Coordinator at 509-579-6797 (voice) or Brett.Sheffield@yakimawa.gov (email). Persons who are deaf or hard of hearing may make a request for alternative formats through the Washington Relay Service at 7-1-1. Title VI Notice to Public: It is the City of Yakima's policy to assure that no person shall,on the grounds of race,color, national origin or sex, as provided by Title VI of the Civil Rights Act of 1964,be excluded from participation in,be denied the benefits of, or be otherwise discriminated against under any of its federally funded programs and activities.Any person who believes his/her Title VI protection has been violated may file a complaint with the Title VI Coordinator. For Title VI complaint forms and advice,please contact Connie Mendoza,the City of Yakima Human Resources Director,at 509-575-6090 (voice) or connie.mendoza@yakimawa.gov(email). 98 Self-evaluation Report Acknowledgements The City of Yakima City Council Kathy Coffey, Mayor Carmen Mendez Brad Hill Holly Cousens Kay Funk Dulce Gutierrez Jason White The City of Yakima Brett Sheffield, P.E., Chief Engineer Joan Davenport,AICP, Community Development Director Joe Rosenlund, Streets and Traffic Manager Scott Schafer, Public Works Director Trevor Martin, Associate Planner ADA Stakeholder Advisory Group for the Public Right of Way Steffi Coleman, Low Vision Specialist(Department of Services for the Blind,State of Washington) Patty Rogers (Harman Senior Center) Sheryl DiPietro, Community Health Director (Yakima Health District) Shawn Conrad (Yakima Valley Conference of Governments) Deb Lacombe (Yakima Valley Conference of Governments) Karen Allen, Paratransit/Vanpool Program (Yakima Transit) Alvie Maxey(Yakima Transit) Jim Hogenson (Yakima Transit) Sally Mayo, a pedestrian advocate and sight impaired citizen with guide dog Submitted by HDJ-A Division of PBS: John Manix, PE In Association with Urbane Streets: Todd Boulanger, MURP 99 _. . _ Self-evaluation Report Executive Summary This ADA Self-evaluation Report focuses on the transportation facilities in the public right of way.The City's Self-evaluation Report identified high priority locations and high priority improvements within those locations.It also provides recommendations on policy and procedures related to accessibility.The ADA Transition Plan then builds on this completed work to recommend a list of priority projects to bring the City closer into compliance with the Americans with Disabilities Act. Major Finding Yakima has made tremendous improvement in reducing accessibility barriers along transit routes and in the downtown. Over 1400 net new sidewalks ramps were made ADA accessible over the last 10 years.This effort constitutes a tremendous investment that should be a source of pride and noted as a commitment to serving the disabled community. The Self-evaluation Report Conclusions and Recommendations The Self-evaluation Report for the Public Right of Way concluded that: • Modifications are necessary to achieve ADA compliance and that an ADA Transition Plan is required; • The City of Yakima should establish an annual budget that reflects the scale of the work needed to address the high priority inaccessible intersections in the public right of way; • The City of Yakima Public Works'policy and practices should be modified per the recommendations of the self-evaluation;and • A public process was conducted to elicit comments from the disabled community and their service providers on locations that are a concern and on proposed improvements. The Self-evaluation Report recommends that the priority work be focused on: • Locations along High and Medium Priority Corridors with damaged and obstructed sidewalk ramps should be addressed first,as they are major barriers to the disabled community; • Locations along High and Medium Priority Corridors with missing sidewalk ramps should be addressed,as a second priority;and • Locations along Local Streets with missing ramps will be addressed on a request basis. 100 IlkiiiVi Self-evaluation RAJ) itt: .— vs: -- •-, Table of Contents PURP9SE OF THE REPORT 1 MMARY OF FINDINGS AND RECOMMENDATIONS 2 POLICY AND PROCEDURES FINDINGS AND RECOMMENDATIONS 2 RECOMMENDATION 1:STANDARD DETAILS 4 RECOMMENDATION 2:DIRECTIONAL RAMPS 5 RECOMMENDATION 3:ALTERATIONS 5 RECOMMENDATION 4:AVOID MINIMUM/MAXIMUM 5 RECOMMENDATIONS:MEF DOCUMENTATION 6 RECOMMENDATION 6:APS PLAN 7 RECOMMENDATION 7:SIDEWALK REPAIR GUIDANCE FOR OWNERS 8 RECOMMENDATION 8:RECEIVING RAMP 8 RECOMMENDATION 9:SNOW BARRIERS 9 RECOMMENDATION 10:WORK ZONES 10 RECOMMENDATION 11:FOCUS ON REASONABLE ACCESS 11 RECOMMENDATION 12:SAFE HARBOR 11 RECOMMENDATION 13:UTILITY BARRIERS 11 RECOMMENDATION 14:SEAMLESS ADA RESOURCES 13 RECOMMENDATION 15:20-YEAR BUDGET 13 RECOMMENDATION 16:ROBUST LOCAL FUNDING 13 INVENTORY FINDINGS AND RECOMMENDATIONS 13 RECOMMENDATION 17:PUBLICIZE ADA PROGRESS 15 RECOMMENDATION 18:LOCAL STREETS ADA REQUESTS 16 PUBLIC INPUT FINDINGS AND RECOMMENDATIONS 16 RECOMMENDATION 19:PUBLIC NOTICE AT UPDATES 17 RECOMMENDATION 20:SEEK ON-GOING STAKEHOLDER ADVISE 17 RECOMMENDATION 21:THREE-YEAR ARCHIVE 17 RECOMMENDATION 22:APS UPGRADES 19 RECOMMENDATION 23:ADOPT GRIEVANCE PROCESS 19 RECOMMENDATION 24:ADOPT ADA COORDINATOR 19 RECOMMENDATION 25:IMPROVE PUBLIC COMMENT ELECTRONIC ACCESSIBILITY 19 PROJECT SELECTION AND SCOPING FINDINGS AND RECOMMENDATIONS 20 RECOMMENDATION 26:UTILIZE MAP T-100 FOR GRANT PLANNING 20 RECOMMENDATION 27:UTILIZE MAP T-101 FOR CORRIDOR PRIORITIZATION 21 RECOMMENDATION 28:UTILIZE T-102 MAPS TO VERIFY ADA STATUS FOR GRANTS 21 RECOMMENDATION 29:IMPLEMENT THE ADA TRANSITION PLAN PROJECT LIST 22 DIE SELF-EVALUATION REPORT CONCLUSIONS. 22 APPENDIX A:TITLE II PRE-ASSESSMENT CHECKLISTS FOR SELF-EVALUATION APPENDIX B:CITY POLICIES AND PROCEDURES APPENDIX C:SAMPLE STANDARD PLAN DETAILS APPENDIX D:PUBLIC OUTREACH APPENDIX E:PUBLIC RIGHT OF WAY ADA PRIORITIZATION APPENDIX F:MAPS APPENDIX G:ADA GRIEVANCE PROCEDURE 101 FX/11101h Self-evaluation Repo Purpose of the Report The Americans with Disabilities Act(ADA) implementing regulations require programs of state and local government to be accessible. Sidewalks and street crossings are a now defined as a'program',as of the 2004 settlement between Barden v. Sacramento (#01- 15744).This case found that Title II's prohibition of discrimination in the provision of public services applied to the maintenance of public sidewalks,which was judged to be a normal function of a municipal entity. The ADA and Section 504 of the Rehabilitation Act of 1973 requires cities with more than fifty employees to prepare a Self-evaluation and ADA Transition Plan. The Self-evaluation process is intended as an inventory of existing conditions of the physical conditions, as well as policies and procedures and report findings and recommendations. The ADA Transition Plan is intended to build on the ADA Self-evaluation Report and provide a formal assessment as to how to eliminate barriers to the disabled.The transition plan for the public right-of-way shall include,as a minimum: • Identify the physical obstacles that limit the accessibility; • Describe in detail what will be done to make the facilities accessible; • Specify the schedule for each facility and,or obstacle to be removed or mitigated;and • Identify the individual responsible for the implementation of the plan once adopted. The primary guidance for this document is based on the Local Agencies Guide (LAG) Manual,Washington State Department of Transportation (WSDOT) and supporting US Department of Justice (DOJ) documents. Supplemental documents such as the County of Yakima's ADA 2015 settlement document(#204-82-269)with the United States Department of Justice and the Yakima Transit Annual Report for 2013 &Transit Development Plan 2014 to 2019 were also reviewed. . 12: 7 • � . - lip 04. . ,. . .• - Figure 1:An example of ADA access improved with a new curb ramp built at an intersection 1 102 Self-evaluation Report Summary of Findings and Recommendations The City of Yakima has more than fifty employees and as such requires it to have a transition plan versus only a compliance-planning document.The City of Yakima's current effort in addressing ADA accessibility is intended to address the deficiencies of the built environment in the public rights of way.The ADA and Section 504 emphasize that cities engage members of the disabled community or their representatives in preparing their self-evaluation report and ADA transition plan. The City of Yakima has an existing ADA transition plan for its public buildings,hiring practices, and public meeting procedures. The findings from this process were then used to develop the recommendations for changes in policies and practices.These were prepared to assure the City of Yakima is in substantial compliance with Title II of the ADA and in doing so meeting the needs of the community. The City of Yakima's Transportation policies and procedures were reviewed with respect to compliance with Title II requirements and to verify if such are creating barriers denying access to transportation facilities in the public right of way. This review included: • The Transportation component of the City's Comprehensive Plan • City of Yakima Municipal Code,Title 8: Streets and Sidewalks • City of Yakima Municipal Code,Title 12: Development Standards • City of Yakima Standard Plans and Street Standards • City of Yakima Transportation Plan 2025 (2006) " City of Yakima Transportation Plan Addendum (2010) • The City of Yakima's Yak-Back comment collection tool (2012) • Yakima Transit Annual Plans (2013 and 2014)and Development Plans (2014-2019 and 2015-2020). Policy and Procedures Findings and Recommendations The Self-evaluation process for the City of Yakima began with a pre-assessment of Title II conditions.This review with staff utilized checklist forms based on the 2009 US Department of Justice guidance focusing on these topics areas: the ADA policies,ADA notice and grievance process and the procedures relating to the construction or alteration of ADA ramps.These forms help to structure much of the discussion and discovery during the development of recommendations during the self-evaluation phase of the transition planning process. These checklists are found in Appendix A. 2 103 lb" Finding The City of Yakima's"design standards"that include Yakima Municipal Code (YMC) items 8 and 12, and Engineering Standard Details are in compliance with current ADA standards but significantly inadequate in a few areas.The topics that are covered are technically compliant but the level of detail does not cover the complexity of ADA design for retrofit conditions. The City's Roadway Standard Details and Specifications for construction of sidewalk and curb ramp design were reviewed for compliance with proposed Public Right of Way ADA Guidelines (PROWAG) and WSDOT's Standard Plan Details. The details discussed below as shown are in compliance with current standards but could use additional information that would help the engineer comply when conditions are not typical. Retrofitting urban streets often requires maneuvering around utility poles and other obstructions as well as complications not covered in the City's Roadway Standard Details and Specifications.For example,the Roadway Sections Detail R3 (Adopted 11/2008) - should have an additional note that the"minimum sidewalk widths"would be affected by the ADA access around poles and mailboxes for the narrowest Residential Section, Minor and Collector Arterial Sections. Driveway Approaches R4 (Adopted 02/2014) -includes ADA ramps, compliant maximum slopes, and notes (#3 and#5) that City Engineer must approve design for ADA compliance. Cement Concrete Sidewalk R5 (Adopted 03/2011) -includes compliant maximum cross slopes per ADA and general text mentioning ADA ramps,but no specifics in the notes as to ramp size and position in sidewalk nor standard detail referenced.The City Standard Details should include a much greater variety of ramp options to meet the challenges of ADA on urban streets. • Jar r 4 r Figure 2:An example of a new intersection that ideally should have used directional ramps Bus Turnout R6 (Adopted 02/2011) -includes a general note on sidewalk preferred width but no specific guidance for additional width to standard sidewalk width necessary for ADA 3 104 "'` 111 Self-evaluation Report circulation through or around bus shelter or waiting standing passengers in the middle of the sidewalk if no shelter exists. Reference to WSDOT Plans for curb ramp details will assure the design is compliant with current state and federal standards and provide greater detail on design issues.Though care must be taken in their use, as they do not address all forms of ADA barriers.The WSDOT Field Guide for Accessible Public Right of Way(2012) is an excellent resource for such details and ADA design issues in a plain language document. Recommendation 1: Standard Details Modify the City design standards to include reference to the WSDOT Standard Plans Section F and WSDOT Field Guide for Accessible Public Right of Way, 2012 Edition. Update references, as needed,to reflect WSDOT most current adopted documentation at the time of future transition plan updates. See Appendix B for the memo on the policies and procedures review for further discussion of the design standards and alterations. Finding The City's use of a single ramp for two directions of travel is a lower cost intersection design but not a best practice design.This ramp design is not pedestrian friendly especially for the blind/persons with sight impairment.This design directs pedestrians into the middle of the intersection with traffic flows. And over time it also has a higher incident of damaged ramps due to truck tires over-tracking on the flush ramps while making right turns. - - /`r --_'-- _.,'.— --1- 'ter.+.'. 't.Cr rr' „ .., ;Z:'''..,,Z 4,44. Va. tw. yam+' xsrv.. - .'. 4k..- 1•'ay 4 •{..••:� • - \J� `{..` Y / - z: : 1 :: . ` F.' , ..:-.;,,••• , - / • Figure 3:An example of a damaged ramp by truck wheel overrunning at North First Street at I Street 4 105 ismSelf-evaluation Report Recommendation 2: Directional Ramps Utilize directional ramp design for construction of sidewalk ramps on all arterial streets. See Appendix C for a sample detail from WSDOT, Perpendicular Curb Ramp Standard Plan F-40.15-02 (2013) Finding The City design standards do not provide staff specific direction about what alterations to an existing roadway facility triggers the need to upgrades to meet ADA standards related to providing curb ramps at pedestrian crossings. The general rule is that any physical change to the sidewalk adjacent or to the ramp itself constitutes an"alteration"and should be upgraded to the current standard. 11 y 4''' * 4 ', •4"'7' -- ..t... , AA- • ..-• • 1 Figure 4:An example of pedestrian conflicts due to narrow sidewalks Recommendation 3: Alterations Modify the City design standards to include specific policies and procedures to assure that altered pedestrian crossings are upgraded to full ADA standards. Finding In some projects with federal funding, agencies have been made to replace newly constructed curb ramps that are out of compliance. This is often a result of designs based on the maximum grades allowed in ADA design standards and construction of ramps slightly over the design standard. WSDOT, Local Program staff inspects federally funded ramps to assure they are built to current ADA standards. Recommendation 4: Avoid Minimum / Maximum Modify the City design standards to warn against designing to the maximum or minimum measurement allowed. 5 106 Self-evaluation Report Finding' The ramps built has part of the pavement preservation program often did not remove utility or other major obstructions.As related to the program's short implementation schedule, accessibility was improved to the maximum extent feasible (MEF). It is important to note that the DOJ does not consider cost as a valid consideration,but the federal accessibility standards only require compliance within the scope of the project. This MEF provision allows for design deviation that are significantly out of project scope. 1:T .7JI1j `` i7:114 3 `-` — — Figure 5:An example of ADA ramp with a steep cross slope due to site constraint(s)per MEF For example, if the original scope of work only included replacing the ramps,then reconstructing the whole intersection to meet grades is an example of major scope of work change that can be used to rationalize not needing to complete all ADA standards for a single intersection.Avoiding conflicts with buildings and other structures is often another rationale permitted for not meeting current ADA standards. Though any such deviation taken must be documented and kept on file. .Re cminenda.,_io. 5 MEF Documentation Modify the City design standards to include documentation of criteria that prevented specific locations from meeting full ADA compliance, such as right of way purchase or utility relocation,when these are not required elsewhere in the project. With alteration,ADA upgrades are required at traffic signals to meet the 2009 edition of the Manual on Uniform Traffic Control Devices (MUTCD) standards for accessible pedestrian signals (APS). APS upgrades are only required if the pedestrian portion of the signal is altered. For example, if the pedestrian signal heads are changed,APS upgrades are then 6 107 Ewa— Self-evaluation Report required.But if the vehicle heads are the only equipment altered then the ADA APS upgrades are not required. Most traffic signals in Yakima do not meet APS standards.The As recently as 2015,the City reported that of the 113 signals, only 33 have Polara APS pedestrian push buttons. And of these only six (6) of the Polara units are the newer model. According to staff,the manufacturer has stopped stocking repair parts for the older model and these are now hard to find, even from third party vendors. The MIITCD calls for upgrade to countdown signal heads for all traffic signals. This upgrade will trigger APS improvements. Countdown signal heads and APS upgrades make signals safer and user friendly. These equipment upgrades can often be included in as a part of a safety or pedestrian grant submittal. 1 . A, �" mar d ' .PUSH • 7.. RUSE@It'BUTTON BUTTON FAR PUSH � FOR , et * I El-3'M — WALK 1 leslytiGNAC ] � Rk;r 0 NAHllal _ l Figure 6:An example of a several types of pedestrian push buttons currently in use in Yakima Recognizing that APS hardware upgrades can be expensive to install and place additional maintenance cost burden on signal maintenance staff, comprehensive upgrades to the network of traffic signals will take years to complete. But it is important to note the DOJ does not accept cost as a rational for not removing barriers to the disabled. Recommendation 6: APS Plan Adopt a plan for systematically the upgrading traffic signals with APS hardware within the ADA Transition Plan. Replace the oldest units first as a higher priority when possible. Pursue funding from various grant funds from safety and pedestrian programs. Finding Most existing ramp and sidewalk accessibility barriers are due to panel uplift or surface damage that occur, as sidewalk facilities get older.In Yakima, as in most US communities, the responsibility to fix these pedestrian facilities is the responsibility of the adjoining private property owner(s). It can be a struggle to coordinate and educate the multitude of owners about such responsibility,the need to repair under the ADA,and let alone how to effectively make long-term repairs. 7 108 Self-evaluation Report Recommendation 7: Sidewalk Repair Guidance for Owners Provide a detail outlining how to correct these common deficiencies so that all property owners can quickly and effectively remove these barriers before the local jurisdiction has to undertake such work and seek repayment through the court system.The City of Vancouver WA has a good example of such a detail (T02-01D)which describes in detail each condition when sidewalk repairs are required. See Appendix C for a sample of this and other details. The City should continue its enforcement actions at the individual location level and document the outcome, such as the inspection of sidewalk repair for meeting ADA.An annual report of the status of these repair requests should also be made to the city council and kept on file. k ti • - -.ter-_:•.."�'. .=►as :. a�-. Figure 7:An example of a sidewalk lift creating a long term access barrier for a midblock sidewalk segment Finding Washington State Law, RCW 35.68.075(3), requires upgrade of sidewalk ramps across the street but only requires one additional receiving ramp to be constructed, at a minimum. Recommendation 8: Receiving Ramp Modify the City design standards to include documentation that requires a matching sidewalk ramp at the other end of a crosswalk, if the sidewalk and curb exist,so as to comply with RCW 35.68.075(3) at a minimum. Finding Modest snowfall can occur in Yakima during each winter and such weather events can pose a significant barrier to all pedestrians and especially the elderly and disabled community. The provision of accessibility for persons with disabilities through intersections blocked by severe weather is becoming an important issue as our communities become more accessible on a day-to-day basis.This has become an emerging topic of awareness for staff 8 109 'Self-evaluation Report at local jurisdictions and service providers,as citizen expectations concerning mobility grow. All agencies are required to maintain accessibility that includes pedestrian facilities impacted by snow/ice just as is done for overgrown vegetation,severe heaving/cracking of surfaces by tree roots,and so on, as called for in Chapter 29.3 of the WSDOT LAG Manual. - �. a. • s414 . - 45/� ���-��.??�f• -SSA• Alb Figure 8:An example of snow storage as a barrier when it is dumped at an ADA ramp from snow plowing The City currently only undertakes snow removal at transit stops in the downtown and instead requires adjoining property/business owners to remove snow and ice on sidewalks along roads it plows. The City does accept requests from seniors and persons with a disability for assistance in removing snow from sidewalks adjoining their property. Recommendation 9: Snow Barriers Seek further public input on when and where to remove snow barriers to ADA access. Modify the City's maintenance procedures to minimize weather related barriers for persons with disabilities access to transit service and walkways. For example, if arterial streets are de-iced/plowed of snow or swept,Yakima should consider also performing the same maintenance tasks on the adjoining sidewalks and sidewalk curb ramps, especially along transit routes and pedestrian routes important to reach high priority ADA service providers. Finding Chapter 29.3 of the WSDOT LAG Manual also includes removing barriers through work zones.The same evolution of access is currently occurring within construction work zones by providing temporary ADA ramps or trench crossings; and pathway guide/fencing is now more common,where once projects only used caution tape and did not include ADA ramps with a protected diversion route. 9 110 •.• Self-evaluation Report a - — • '� --- ir) • rr4 6�+lJJ _ . --44111111r ur • Figure 9:An example of unacceptable(tape)and acceptable(edge board)work zone barricade design per the US Access Board guidance Care should be taken when detouring pedestrian around work sites.All too often poorly thought through detours are chosen for a long-term sidewalk closure in many communities. Vulnerable populations may have difficultly finding their way through a work zone, especially when it is in a new direction or much longer than the newly closed section and requires multiple street crossings.And these new crossings may be unsignalized or at unmarked crosswalks thus adding exposure to motor vehicle traffic and other roadway hazards.Many contractors use inappropriate materials for enclosing trench or work zones during alteration activities,such as caution tape or barricades without edge board or full fencing protection.The state and federal guidance is for these new routes to be"as good or better"per accessibility than the section closed by the stationary work zone. Recommendation 10: Work Zones Update guidance on designing pedestrian detour plans in construction zones to maintain access for persons who are disabled. Refer to WSDOT and Access Board guidance. Consider developing a flyer for contractors with guidance on choosing ADA appropriate barricade or temporary ramp materials. See Appendix C for WSDOT Standard Detail tc-52 for Temporary Pedestrian Ramp Edge Board. Finding 'Reasonable' access can be provided by many sub-standard curb ramps.ADA upgrades to existing sidewalks and curb ramps are expensive and funding is limited.The inspection of ramps throughout Yakima and other communities throughout Washington State finds a high percentage of ramps within the public right of way are out of full compliance with the ADA. Many ramps on the arterial roadways were installed without relocating utility poles, or other structures that reduce the clearance below the minimum of four feet. Many corridors 10 111 `o, Self-evaluation Report were upgraded but some corners are still missing ramps.And many ramps have been damaged due to traffic and other factors. These obstructed, damaged and missing ramps are a significant barrier to the disabled. r t\i \1L%� _ f_ -w. 7 ."1. _ _ Figure 10:A photo of a"reasonable"older ramp improved with the addition of a new tactile panel Recommendation 11: Focus on Reasonable Access Focus Efforts on High and Medium Priority Corridors with missing, damaged or obstructed ramps that are a barrier to the disabled. Finding The DOJ provides precedence with the'Safe Harbor' (Sec 35.150(b)(2)(i)) provision that does not require upgrade of substandard ramps built before 2012 and meet the 1991 standards with pavement preservation projects. Pavement restoration projects are required to install ramps on a sidewalk with full height curb. The DOJ has provided additional direction on what projects are judged to be maintenance and do require any ADA upgrades. Recommendation 12: Safe Harbor Review the latest Chapter 29 of WSDOT Local Agency Guidance Manual for the latest information on Safe Harbor as it applies to pavement preservation projects. Finding Many curb ramps installed by the City, as part of its pavement preservation projects,have often left pre-existing physical barriers for accessibility after the project was completed. This is often due to the more time consuming and complex process of relocating utility poles and other fixed objects in the narrow right-of-way behind the curb along many of Yakima's older arterial corridors. Recommendation 13: Utility Barriers The pavement preservation program should adopt the practice of removing physical barriers to meet the minimum 48-inch clearance before pavement work starts.This would 11 112 111[Wil Self-evaluation Report include starting the installation of ADA upgrades in the year ahead of the traditional pavement preservation work. Finding Most citizens when seeking government services, such as those affecting transportation do not usually know if it is a city or county responsibility.The lack of funding to proactively eliminate the large number of streets with sidewalks missing curb ramps is a challenging problem for any local jurisdiction but a modest budget to respond to requests and prompt action is best the preventative action to stop complaints reaching the DOJ in most communities. The County of Yakima through its recent ADA settlement is about to complete a series of accessibility enhancements to its programs and services at a cost of almost a million dollars over a very short period of time. _.may.. MO` ■r • • •Uk _` •` `=r 7 • • iv ) � 'J"�" .1 • Figure 11:An example of a project that missed building a ramp due to one of many issues 12 113 Self-evaluation Report Recommendation 14: Seamless ADA Resources The City of Yakima should consider coordinating with the County as to having as similar as possible ADA accessibility practices and time periods for responding,so as to be convenient and minimize any confusion citizens may experience when seeking information, aid or services.Additionally,there may be economies of scale if both jurisdictions can share communications equipment or professional services. Finding The City does not have a proposed budget amount identified for the timely future completion of the priority projects that will come out of this planning process. The primary funding source has historically been through capital projects and as part of the pavement preservation projects. Recommendation 15: 20-Year Budget Utilize the proposed ADA Transition Plan high priority project list to develop an annual project budget based the total amount for the next 20 years. Finding Grants are a funding option but these sources need to include pedestrian safety enhancements too. Grants to just fund ADA improvements do not rank well but including ADA upgrades in a sidewalk infill project can be successful funding strategy for completing the ramps on major streets, such as Nob Hill Blvd. Based on this self-evaluation report,a tremendous amount of work is needed to bring the City up to ADA standards at its intersections. To move forward in a reasonable and meaningful way, additional funding will be needed from all potential sources. Some cities, such as Longview WA,have had success with developing either a point-of-sale process or a property assessment fee to fund sidewalks. Recommendation 16: Robust Local Funding Consider the study and adoption of a new local funding mechanism for systematic repairing and maintaining of sidewalks. Inventory Findings and Recommendations The 2015 ADA intersection inventory included most of the City's arterial streets,the majority of the transit routes, all of the downtown and the neighborhoods to the west, north and south of downtown. The inventory covered the same area as the 2005 inventory with additional streets added based on the proximity to high priority destinations for the disabled community. These include social services, medial offices,recreation centers, government building to name some of the important destinations. 13 114 ligliolig Self-evaluation Report f j , . ;i,.r latitai i:a:. , 400":„,0 ...-- elf' r.' ' ' .-r.7_ ," 1\it .--0- ...--ro' - 1 ''. ...11,7%, . N. LAfar lilli \ ' as 0 f71:.74:-g 4 j; — i Figure 12:Volunteer teams starting the survey of accessible sidewalk facilities and features The inventory used both volunteers and City staff with an innovative GIS linked smart phone application with GPS to capture the status of curb ramps based on the observations of the inventory participates. The live updates and the ability to photograph the location allowed project managers to further review of the inventory status in both real time and later if any questions came up. More details on the inventory process are documented in Appendix D. Map T-102 illustrates the 2015 inventory data citywide. At this scale the inventory data is of limited usefulness. But all of the data shown is available in greater resolution at: https://yakima.maps.arcgis.com/apps/Viewer/index.html?appid=aalb2 df4ee2 c40b 3919dfc0aff56156c R- J I + °\ Mom " 1� _ , �� i. A • r LA Figure 13:An example from the Collector App screen shots when in use The status of each intersection inventoried can be accessed at the web site listed above. Additionally, photos were taken at each of the'worst'locations regarding accessibility barriers.This information was very helpful for developing a planning cost of the repairs proposed in the ADA Transition Plan. 14 115 immt_7 _ Self-evaluation Report The following is a summary of the 2015 Inventory with a comparison of the 2005 inventory data.Approximately 3,590 corners were inventoried (2,839 corners in 2005). Each corner was categorized with the following status: • Good Ramp. Meets Standards- 1,249 had ramps that meet current standards,most were on the arterials or in the downtown and built recently(85 in 2005); • Sidewalk.No Ramp-815 corners had sidewalks but the ramps missing,of those on arterial streets,most were on streets with no record of pavement restoration work(1000 in 2005); • Ramp Doesn't Meet Standards- 721 had ramps but they do not meet current standards, typically older ramps (1,108 in 2005); • No Sidewalk-704 corners did not have sidewalk adjacent to it.A corner ramps is not required unless a sidewalk is present(621 in 2005); • Damaged Ramp-55 corners had ramps that were damaged,typically by trucks turning across the corner(15 in 2005);or • Obstructed Ramp—46 corners had ramps but some type of obstruction caused a barrier, often a utility pole (10 in 2005). Finding Yakima has made tremendous improvement in reducing accessibility barriers along transit routes and in the downtown. Over 1400 net new sidewalks ramps were made ADA accessible over the last 10 years.During this period the public sidewalk network became much more accessible as intersection corners with good ramps increased from 3.0%to 34.8% of all ramps.And those ramps that did exist become better as 39.0%of all ramps in 2005 did not meet accessibility standards versus 21.0%later.This effort as a whole constitutes a tremendous investment that should be a source of pride and noted as a commitment to serving all citizens and not just those in the disabled community. Recommendation 17: Publicize ADA Progress Note this achievement to the citizens of Yakima, in an effort to build momentum and support for additional improvements in the future. Finding: Most of the locations with sidewalks but without ramps are on"local"streets (non-arterial) that are not likely to be included in pavement restoration projects in the foreseeable future. These streets are best served on a request basis and if the requests are numerous,the requests within areas denoted as high priority should be served first. 15 116 iltAlio`: Self-evaluation Report ._1/404•Lor . . - fti 7 : Ws fit •y lb..a ,' , t H _ i4 . Figure 14:An example of a local street with a sidewalk gap,as a likely future candidate for a citizen request Recommendation 18: Local Streets ADA Requests Install new ramps in on local streets based on a request basis with requests from priority areas addressed first. Public Input Findings and Recommendations The ADA law requires public input and especially encourages involvement from the disabled community in the preparation of the Self-evaluation Report and the ADA Transition Plan.The process for the City of Yakima included a kick-off meeting with staff and several follow up meetings to discuss project progress and to plan for stakeholder comment. A stakeholder advisory group was formed by the City of Yakima to assist with the development of these documents. Stakeholder meetings with representatives from the disabled community and service providers where held in 2015.Additionally Yakima Transit submitted written comments on their suggested prioritization criteria for removing barriers at intersections served by their fixed route buses. See Appendix D for this list. 16 117 Self-evaluation Report THE PUBLIC INPUT PROCESS FOR THE SELF-EVALUATION REPORT WITH THE ADA TRANSITION PLAN UNTIL ADOPTION STEP SELF-EVALUATION REPORT ADA TRANSITION PLAN 1. DATA COLLECTION 1. CORRECTIVE MEASURES 2. VISUAL PREFERENCE 2. IMPLEMENTATION SCHEDULE INVENTORY: 3. FINANCING PLAN • STREET VIEW®SCREENING • FIELD WORK 4.ADA COORDINATOR 3. BARRIER RANKING: IDENTIFIED • LANDUSE • ARTERIAL CLASSIFICATION • TRANSIT SERVICE • SIDEWALK CONDITION • RAMP CONDITION • COMMITTEE&STAFF FEEDBACK PUBLIC INPUT Figure 15:The Public Process Chart for the City of Yaidma Public Right of Way S.If♦valuatlon Report Recommendation 19: Public Notice At Updates Prior to final approval issue a public notice inviting comments from the public. Recommendation 20: Seek on-going Stakeholder Advise Prior to final approval forward to the stakeholder committee for comments and during future revisions. Recommendation 2 : Three-rear Archive Maintain easy access to the documents via the City's web page,the library, and City offices for a minimum of three years. Finding The outcome of the meetings included establishing the criteria for prioritizing locations for upgrades. This included reviewing best practices such as ranking locations based on 17 118 - 111 Self-evalua ion proximity to traditional destination for the disabled community but also taking the comments from the committee to further refine the data. See Appendix E for the high priority locations memo. Refer to Map T-100 for an illustration of the data used for ranking criteria.See Appendix F for all maps. With the ranking criteria set,the streets and areas in the City were ranked in High and Medium priority. These corridors were discussed by the stakeholder committee and refined based on the group feedback. Refer to Map T-101, as it illustrates recommended high and medium ranked corridors and areas in the Yakima. Several important comments were received from stakeholder group members.Most comments provided were focused on the high priority destinations for the disabled community and the process of ranking high priority streets and areas.These comments were used in developing the final ranking process. Two more complicated issues discussed were minimizing sidewalk ramps blocked by plowed snow at intersections1 and providing Accessible Pedestrian Signals (APS). APS signal upgrades are an important to the sight impaired community. It is important to note that as the general population ages, more and more Americans will lose some or all their sight. Many individuals have some sight impairment but are not obvious because they do not use a white cane or a seeing-eye dog. Thus the population that needs and will need this upgrade is larger than may appear and growing. Modern APS hardware provides the locator tone to allow the sight impaired to find the pushbutton, and an audio message or tones assist with when and what direction to cross. The advantages of APS upgrades go beyond assisting the sight impaired. They are a significant upgrade to all pedestrians. City staff understands the desire of the sight-impaired community for more intersections with APS hardware,but the cost is high to make these upgrades citywide and this funding does not currently exist. Additionally,APS hardware may increase the maintenance cost of signals as they will likely require more staff or dilute existing maintenance activities. The DOT does not accept lack of funding as rational for failure to take action to meet current ADA standards.Thus an APS Plan is needed to systematically install APS hardware at high priority locations first. The topic of plowed snow as an accessibility barrier was discussed earlier in Recommendation 9. 18 119 Self-evaluation Report Recommendation 22: APS Upgrades Establish schedule for APS upgrades are high ranking locations first. Finding The City has a citizen request process that mixes request for accessibility improvements with other public requests for services through the Yak Back on-line comment form.This response type is a very common practice among cities before the transition planning process is completed. The importance of good customer service cannot be emphasized enough! Most complaints that reach the US Department of Justice arise from inadequate follow-up to requests for access improvements. Recommendation 23: Adopt Grievance Process Adopt the proposed formal grievance process for processing and documenting accessibility requests. See Appendix G for the proposed grievance process for the public right of way. Finding The City currently has an informal point person within public works to manage complaints dealing with accessibility barriers in the public rights of way. Recommendation 24: Adopt ADA Coordinator Assign the duties of ADA Coordinator to a designated staff member and post this information on the City's web site in accessible formats. Finding Perform further assessment of access to city resources on-line for improved access for the hearing and sight impaired. When randomly called on the phone during 2015, not all administrative staff when asked could locate or use a TTY. Additionally,The Yak Back web page,the primary on-line citizen request tool, may not be very accessible for sight-impaired users with limited technology. For example, even with the use of the Apple Computer accessibility feature "Voice-Over"not all features or functions of Yak Back were easily turned into clear audio messages. Recommendation 25: Improve Public Comment Electronic Accessibility Update TTY training and protocol for administrative staff or better advertise the use of the Washington State 7-1-1 relay service. Add a text readable notice providing an alternative phone number or email option for sight-impaired users to give comment when using the Yak Back public request tool. 19 120 '' 40 -• Self-evaluation Report Project Selection and Scoping Findings and Recommendations The Americans with Disability Act requires local governments to make millions [or billions] of dollars in investment each to remove all barriers to the disabled communities in the public right-of-way.As an example,the DOJ settlement with the City of Los Angles requires $1.4 billion in sidewalk repairs. Few local governments have the resources to fund all upgrades in the near term. The self-evaluation report and the ADA transition plan are intended to facilitate the removal of barriers to the disabled and ultimately provide a project list and schedule for implementation. The project selection process intends to use best practices to recommend public improvements at the highest need locations and best use of limited available funding. Finding Criteria are needed to help focus work on street intersections that are the most important to the disabled community. For example access to transit routes are always important because the disabled community rely heavily on bus service for local mobility that cannot be scheduled with a one day advance notice. Streets with specialized services for the disabled are key destinations that should rank higher than residential streets in of themselves. Streets with high pedestrian and bike collisions are an important characteristic for successful State and Federal transportation grant awards. The criteria used to prioritize targeted ADA improvements were illustrated on a Citywide map for visual reference for review by City staff and the stakeholder committee members. See Map T-100 that documents the ranking criteria. Recommendation 26: Utilize Map T-100 for Grant Planning For future funding considerations such as pedestrian safety grants and consideration of citizen requests,utilize Map T-100 for prioritization of ADA work within the public right of way. Finding To provide a project list,the prioritization criteria, as illustrated in Map T-100 was used to rank street segments and areas within the City for future funding. This ranking process was prepared independent of the inventory of the existing conditions. Map T-101 was developed to illustrate the streets that are high and medium priority. Those not highlighted are assumed to be low priority. In most cases,the high and medium priority streets are classified as arterials and the low priority locations are local streets serving primarily residential land uses. There are some important exceptions developed during this stakeholder planning process, such as including areas of the City near very important destinations such as medical facilities and the downtown. These are ranked as high and medium priority"areas". The High and Medium Priority Areas are best used to manage ADA upgrade requests on local 20 121 Self-evaluation Report streets. If more than one request is received and a judgment has to be make on which to fund using limited funding,then those in high or medium priority area or streets should be funded first.Then the remaining funds would be spent on the next highest priority and so on until the funds are exhausted for the funding period. Recommendation 27: Utilize Map T-101 for Corridor Prioritization To establish a project list for the next twenty years use the high and medium priority corridors, as illustrated on Map T-101,for the scoping of work. Use the areas illustrated as high priority to rank these requests to best manage citizen requests for ADA upgrades on local streets.Then use the medium priority areas once the others are accomplished. Finding The City of Yakima has made tremendous improvement in making the public right-of-way accessible. This is most impressive in the downtown and along the arterials.An important task of the self-evaluation report is preparing an inventory of barriers found on public streets. The data collected during the 2005 and 2015 inventories are illustrated on Maps T- 102a and T-102b. The task was to determine the accessibility status of each intersection based on any missing ramps or the condition of existing curb ramps along high priority corridors. The removal of barriers to the disabled at intersections was decided to be the highest priority early in the planning process. Mid-block locations would be addressed in the future once the intersection barriers are removed.It is important to note that most public sidewalks are the responsibility of adjacent property or business owner to maintain and repair.The density of the inventory data is too high to adequately illustrate at the scale of Citywide map in an 11 by 17 inch map. Thus the City's Geographic Information System (GIS) is the best source of viewing the 2015 inventory data in detail. The following web link provides access to the inventory data: https://yakima.maps.arc;is.com/apes/Viewerlindex.html7ap.id=aa1b2df4ee2c 0b3919d fcOa(f56156c Recommendation 28: Utilize T-102 Maps to Verify ADA Status for Grants To verify the status ADA access at a location on the arterial street network,use Map T-102a for the 2015 accessibility status, as well as the City's GIS web page. Finding Most of the City arterial streets have curb ramps that provide reasonable access. They may not meet current ADA design standards but have ramps built to meet previous standards. Based on Iow to modest local funding for ADA upgrades,a twenty year ADA upgrade plan was developed to address,missing curb ramps on streets with sidewalks, obstructed ADA curb ramps, and damaged curb ramps. The High and Medium Priority Corridors were compared to the 2015 inventory data to develop a project list to be forwarded to the ADA Transition Plan for future implementation. 21 122 Self-evaluation Report Recommendation 29: Implement the ADA Transition Plan Project List Implement the project list in the ADA Transition plan to improve access on High and Medium Priority Corridors by making upgrades to install missing ramps; remove, relocate or build around obstructions; and replacing damaged ramps. The Self-evaluation Report Conclusions: The City has made tremendous progress to upgrade the street network to remove barriers to the disabled community. But the City must allocate additional funds to meet the requirements of ADA and best serve the disabled community in Yakima. Adopting an annual budget for APS upgrades, addressing requests and make additional upgrades on the arterial network is needed to move forward. This will not only minimize risk of complaints reaching the DOJ and possible summary judgment but more important, make the streets of Yakima a better and safer place to walk for all citizens. The Self-evaluation Report for the Public Right of Way concluded that: • Modifications are necessary to achieve ADA compliance and that an ADA Transition Plan is required; • The City of Yakima should establish an annual budget that reflects the scale of the work needed to address the high priority inaccessible intersections in the public right of way; • The City of Yakima Public Works'policy and practices should be modified per the recommendations of the self-evaluation;and • A public process was conducted to elicit comments from the disabled community and their service providers on locations that are a concern and on proposed improvements. The Self-evaluation Report recommends that the priority work be focused on: • Locations along High and Medium Priority Corridors with damaged and obstructed sidewalk ramps should be addressed first,as they are major barriers to the disabled community; • Locations along High and Medium Priority Corridors with missing sidewalk ramps should be addressed,as a second priority;and " Locations along Local Streets with missing ramps will be addressed on a request basis. 22 123 pendices Appendix A: Title II Pre-assessment Checklists for Self- evaluation 124 City of Camas Curb Ramps and Pedestrian Crossings Title II Pre-assessment Checklist for Self-Evaluation Evaluating Compliance with the Requirements for Curbs at Pedestrian Crossings Review the policies,procedures,and contracts that the City of Camas WA has used relating to the construction,alteration,and repair of curb ramps since January 26,1992 (referred to as "1992" in this form): 1) Has your city implemented policies and procedures to ensure that curb ramps or other sloped surfaces were provided wherever walkways intersected curbs whenever your city constructed or altered highways,streets,roads,pedestrian crossings,and sidewalks since 1992? [Response: NO] 2) Has your city implemented policies and procedures to ensure that curb ramps at pedestrian crossings were constructed and altered in compliance with either the ADA Standards for Accessible Design or the Uniform Federal Accessibility Standards,since 1992? [Response: YES] 3) Has your city reviewed for compliance the standardized curb ramp designs and specifications that your city has used,since 1992? [Response: YES] 4) Has your city surveyed a sample of the pedestrian crossings on portions of "streets"that were constructed by or on behalf of your city and a sample of the curb ramps at pedestrian crossings on portions of"streets"that were altered: a. Do all curbs have curb ramps that allow people with disabilities to go from the sidewalk on one side of the vehicular way across ...to the sidewalk on the opposite side? [Response: NO] b. Are all of these curb ramps free of accessibility problems? [Response: NO] 5) Has your city performed an evaluation of its pre-ADA pedestrian crossings to identify the locations where curb ramps need to be constructed to provide program access for people with disabilities? [Response: NO] 6) If the answer to#5 is "Yes,"has your city been implementing those curb ramp installations as it implements its long-range plan for streets and sidewalks? [Response: N/A] 7) Does your city seek input from people with disabilities with respect to its plans for the construction and alteration of highways,streets,roads,sidewalks,and pedestrian crossings? [Response: NO] 8) Does your city have a mechanism that people with disabilities can use to request the installation or repair of a curb ramp? [Response: YES] 9) If your answer to Question#8 is"Yes," does your city also have procedures to ensure that such requests are given priority when your city plans and implements the construction and alteration of streets,roads,highways,sidewalks,and pedestrian crossings? [Response: NO] Note:This is an abridged version of the complete US Department of Justice text for purposes of improving readability and accessibility within this report. Source:Department of Justice, The ADA Best Practices Tool Kit for State and Local Governments,ADA.gov(09/2009) 125 City of Camas ADA Coordinator, Notice and Grievance Procedure Title II Pre-assessment Checklist for Self-Evaluation PURPOSE OF THIS CHECKLIST: This checklist is designed for use as an assessment of the requirements and tasks of an ADA Coordinator,the City of Camas entity's provision of the ADA notice,and the City of Camas'ADA grievance procedures. ADA COORDINATOR: 1. Does the City of Camas have an ADA Coordinator? [Response:YES] 2. Does the ADA Coordinator have the time and expertise necessary to coordinate the City of Camas' efforts to comply with and carry out its responsibilities under the ADA? [Response:YES] 3. Does the ADA coordinator actually carry out these duties? [Response:YES] 4. Does the ADA Coordinator investigate all complaints communicated to the City of Camas alleging that the City of Camas does not comply with the ADA? [Response:YES] 5. Does the City of Camas make available to all interested people the name, office address, and telephone number of the ADA Coordinator? [Response: YES] NOTICE: 1. Does the City of Camas make information available to the general public regarding the fact that the ADA applies to the services,programs, and activities of the City of Camas? [Response: YES] 2. Does the City of Camas use the Department of Justice's model"Notice Under the Americans with Disabilities Act"or a similarly comprehensive notice? [Response: YES] 3. Does the City of Camas post this information in public areas or make it available in other ways as deemed necessary by the head of the City of Camas to inform people of the protections of the ADA? [Response: YES] 4. Is the ADA notice available in alternate formats-i.e.,large print, Braille, audio format, accessible electronic format(e.g.,via email, in HTML format on its website)? [Response: YES] GRIEVANCE PROCEDURES: 1. Does the City of Camas have a grievance procedure? [Response: YES] 2. Does the City of Camas use the Department of Justice's model"Grievance Procedure under the Americans with Disabilities Act" or a similarly comprehensive grievance procedure? [Response: NO] 3. Is the grievance procedure available in alternate formats? [Response: NO] NOTE:This is an abridged version of the complete US Department of Justice text for purposes of improving readability and accessibility within this report. Source:Department ofJustice, The ADA Best Practices Tool Kit for State and Local Governments,ADA.gov(09/2009) 126 I r ., rt Appendices Appendix B: City Policies and Procedures 127 HDJDESIGN GROUP Memo To: Brett Sheffield,City of Yakima CC: Yakima ADA Plan Stakeholder Advisory Committee Joan Davenport,City of Yakima From: John Manix, PE, HDJ;and Todd Boulanger, Urbane Streets Dated: October 16,2015 Regarding: YAKIMA ADA SELF EVALUATION REPORT: Engineering Policies and Procedures Review Engineering Policies and Procedures Review and Recommendations per ADA The Department of Justice provides a Title II Checklist for local governments to use to evaluate their compliance under the Americans with Disabilities Act.The following recommendations were prepared to assure the City of Yakima is in compliance with Title II of the ADA and is meeting the needs of the community. ALTERATIONS: The City of Yakima Roadway Standard Details and Specifications provide no specific direction about what triggers the need to upgrade a facility to meet ADA standards related to providing curb ramps at pedestrian crossings.Typically,the upgrades are required with any physical modification or"alteration"to the street or sidewalk. For example, if a sidewalk has any work that touches the corner with a substandard curb ramp, upgrades to the ramp would be required as part of the project. In the 2010 ADA Standards1,The Department of Justice provides some relief related to upgrading existing ADA ramps with the"Safe Harbor"(§35.150(b)(2))provision. It does not require upgrade of substandard ramps built before March 15, 2012 and meet the 1991 standards solely because of an alteration. It is important to note that the criteria for pavement surfacing restoration project has been updated by the Department of Justice and the US DOT to better define the trigger the need for ADA upgrades at pedestrian crossings.See attachment briefing memo for more details. An important exception is on streets without walkways. ADA does not require installation of curb ramps in the absence of a pedestrian walkway. Recommendation: Modify the City's Roadway Standard Details and Specifications to include specific policies and procedures to reflect current Department of Justice direction regarding the requirement to upgrade altered pedestrian crossings to full ADA standards. TRAFFIC SIGNALS: Traffic signals are now required to be constructed to Accessible Pedestrian Signal (APS)standards as outlined in the most resent Manual on Uniform Traffic Control Devices(MUTCD), Ninth Edition. WSDOT Local Programs 1 United States Department of Justice,2010 ADA Standards for Accessible Design,September 15,2010 engineers I landscape architects I planners surveyors 314 W 15th Street — Vancouver WA 98660 — 360/695-3488 360/695-8767 fax 128 Self-Evaluation Report—Policy and Procedures memo 2 October 16 2015 Page 2 provides guidance on what signal modifications constitutes the need for APS upgrades.This is an evolving policy but for the short term any modification to the pedestrian components of a traffic signal should trigger the need to upgrade traffic signals to meet APS standards. In the long run, any signal modification may require APS upgrades for hardware and operational settings. It is prudent to plan for all traffic signals to be upgraded. As of 2015,the City has 111 traffic signals,33 with older APS push buttons,six with current technology and two with fixed time and no pedestrian push buttons. It is estimated that each intersection will cost approximately$5,500 to upgrade. An important consideration is the location of the button to the crosswalk and the reach distance. The MUTCD gives specific dimensions that can often require relocation of the pedestrian push button.This can result in alterations to the sidewalk and trigger ramp replacement. The current APS push button hardware,with the speech messages,shall be used with any location with pedestrian push buttons for two directions,closer than 10 feet apart.The older style APS push buttons using a "cuckcoo"or"chrip-chirp"should be OK for push buttons 10 feet apart. The operation of the older style are explained in detail at the City web page: I,ttp://www.yakimawa.aov/serviceslstreets/a-guide-pedestrlans- traffic-sigrialsf. Recommendation: Modify the Roadway Standard Details and Specifications to include a policy that the modifications to pedestrian components such as pedestrian signal heads or push buttons will require APS upgrades. DESIGN STANDARDS: The Roadway Details, portions revised as recently as 02/14 of the City of Yakima Roadway Standard Details and Specifications for construction of sidewalk and curb ramp design were reviewed for compliance with proposed Public Right of Way ADA Guidelines(PROWAG)and WSDOT's Field Guide for Accessible Public Right of Way, 2012 Edition.The details shown are in compliance with current standards. • Driveway Approaches R4(02/2014)—includes ADA ramps,compliant maximum slopes,and notes(#3 and#5)that the design must be approved by City Engineer for ADA compliance. • Cement Concrete Sidewalk R5(03/2011)—includes compliant maximum cross slopes per ADA and general text mentioning ADA ramps, but no specifics in the notes as to ramp size and position in sidewalk nor standard detail referenced. 2 • Bus Turnout R6(02/2011)—includes general note on sidewalk preferred width but no specific guidance for additional width to standard sidewalk width necessary for ADA circulation through or around bus shelter or waiting standing passengers in the middle of the sidewalk if no shelter exists. Retrofitting urban streets often requires maneuvering around utility poles and other obstructions as well as complications not covered in the Yakima Roadway Standard Details and Specifications. For example,the Roadway Sections Detail R3 should have an additional note that the"minimum sidewalks widths"would be z As of June 2015,there does not seem to be a specific standard detail concerning"handicap ramp size and position"on the City's web links within roadway details R1 to R8. engineers I landscape architects I planners I surveyors 314 W 15th Street — Vancouver WA 98660 — 360/695-3488 — 360/695-8767 fax 129 Self-Evaluation Report-Policy and Procedures memo 2 October 16 2015 Page 3 affected by the ADA access around poles and mailboxes for the narrowest Residential Section, Minor and Collector Arterial Sections. Other retrofit work may be triggered by sidewalk panel uplift or damage creating a vertical barrier,so a detail outlining how to correct such deficiencies is helpful to have so that such work is consistently done well by all property owners.' The WSDOT Field Guide provides additional information in a user friendly format on Pedestrian Access Routes, pedestrian push buttons and Accessible Pedestrian Signals(APS)to name a few. Recommendation:Supplement the current Street Details with WSDOT's Field Guide for Accessible Public Right of Way. Through the design,construction,and inspection process the resulting curb ramps are sometimes found out of full compliance in the final inspection. In some projects with federal funding,agencies have been made to replace new curb ramps that are out of compliance.This is often a result of designing to the maximum grade allowed by ADA standards and in the construction process the grades are exceeded. Recommendation: Modify the City's Roadway Standard Details and Specifications to warn against designing to the maximum or minimum dimensions allow. In projects where this is necessary,take special care in the construction inspection to verify the ramp dimensions meet the design. The City will over time begin to develop Roadway Details specifically for individual districts to reflect the land use and traffic patterns versus a single set of details for use citywide.These district or corridor streetscape and roadway details are common for older downtowns, retail areas,or new mixed-use developments with higher volumes of pedestrian traffic.Such details would also include guidance for complying with ADA. Recommendation:Augment the City's Roadway Standard Details and Specifications to include details to implement the new Downtown Street Standards,as developed by the 2013 Yakima Downtown Master Plan. MAXIMUM EXTENT FEASIBLE-DESIGN DOCUMENTATION FOR LESS THAN FULL ADA COMPLIANCE: If full ADA compliance cannot be achieved in an alteration,compliance is required to the extent feasible within the scope of the project.'The WSDOT Local Agency Guidelines(LAG) manual provides details on the criteria that often prevent agencies for building curb ramps and sidewalks that meet full ADA compliance. It is important to note that the US Department of Justice does not consider cost as a valid consideration,to a point. If cost of the upgrade exceeds 20%of the total project, it may be deemed disproportionately highs. For example, building improvements to full ADA compliance that would require purchase of any right of way or relocation of utilities, when the original project did not include this in the original scope of work, is an example of a situation when an agency can use this"out of scope" as an acceptable rational for deviating from full ADA compliance.WSDOT has an established documentation procedure for application of maximum extent feasible in alteration of state routes. Local agencies are not required to adopt this procedure but are encouraged to develop their own documentation protocol for such rare situations. 3 An example of such a detail is the City of Vancouver's Sidewalk Replacement Minimum Criteria To Ensre ADA Complaince and Repair Options(T02-01D). WSDOT Local Agency Guideline,April 2014 5 Department of Justice,2010 ADA Standards for Accessible Design,September 15,2010 engineers I landscape architects planners surveyors 314 W 15th Street — Vancouver WA 98660 — 360/695-3488 — 360/695-8767 fax 130 Self-Evaluation Report-Policy and Procedures memo 2 October 16 2015 Page 4 Recommendation: Modify the City's Roadway Standard Details and Specifications to include documentation of criteria that prevent specific locations from meeting full ADA compliance such as right of way purchase or utility relocation when these are not required elsewhere in the project. MATCHING RAMPS AND THE OTHER END OF A CROSSWALK: RCW 35.68.075(3) requires a matching ramp at the other end of a crosswalk(marking not required) unless there is neither curb nor sidewalk. It also does not require a subsequent matching ramp.Thus,if a corner is upgraded, a second ramp(if none is available and sidewalk and curb exist across the street)is required to match the first but a third ramp is not required to match the second ramp. Recommendation: Modify the City's Roadway Standard Details and Specifications to include documentation that requires a matching ramp at the other end of a crosswalk if the sidewalk and curb exist. REASONABLE ACCESS PROVIDED BY SUB-STANDARD RAMPS: ADA upgrades to sidewalks are expensive and funding is limited. For example,in Clark County WA,Community Development Block Grant(CDBG)funds are limited to construction of new ramps and do not cover upgrade of sub-standard ramps. Inspection of ramps throughout Yakima and other small communities throughout the state, noted a high percentage out of full compliance.Thus,direction is needed on when to replace sub-standard curb ramps.To do this, a ranking of replacement ramps is recommended to make best use of scarce resources. The US Department of Justice's Safe Harbor provision provides additional direction that does not require upgrade of substandard ramps built before March 15,2012 and meet the 1991 ADA standards solely because of an alteration.Safe Harbor supports the reasonable access by sub-standard ramps but is challenging to interpret without know the date of construction. To simplify the decision,the following criteria are recommended to rank ramps for replacement: Low need for replacement: • Ramps with warning patterns; • Level landing behind ramp; • No obstructions such as utility poles or tripping hazards(1/2-inch-high uplifted sidewalk); • Less than a 1/4-inch lip at curb;or • Throat that is three feet wide. Most modern ramps will meet these criteria even without meeting some grades to meet full ADA Compliance. In some important locations,such as at a medial office,these may still need to be replaced. Medium need for replacement: • Level landing near ramp; • No obstructions or tripping hazards;or • Less than 1/4-inch lip at curb. These are the borderline ramps that may be a barrier to accessibility. In some cases they may be upgraded with minor improvements such as a retrofit warning pattern or grinding the curb to eliminate too high of lip. High need for replacement: • Lack of landing; engineers I landscape architects I planners I surveyors 314 W 15th Street— Vancouver WA 98660 — 360/695-3488 — 360/695-8767 fax 131 Self-Evaluation Report—Policy and Procedures memo 2 October 16 2015 Page 5 • Obstructions or damaged sidewalks; • Steep grade on ramp throat or wings;or • 1/2 inch or more lip at the gutter. These are ramps that are so out of compliance they create a barrier to mobility. These criteria were prepared to assist in the estimation of replacement cost of substandard ramps. For projects that"alter"existing crossing,with substandard curb ramps, particularly at important destination,any defect may require replacement or upgrade. engineers I landscape architects I planners I surveyors 314 W 15th Street — Vancouver WA 98660 — 360/695-3488 — 360/695-8767 fax 132 BRIEFING MEMO SUBJECT: Department of Justice/Department of Transportation Joint Technical Assistance on Title II of the Americans with Disabilities Act Requirements to Provide Curb Ramps when Streets, Roads, or Highways are Altered through Resurfacing ISSUE: Throughout the nation,there are different interpretations and inconsistencies in enforcement of when curb ramps are required. BACKGROUND: The Americans with Disabilities Act of 1990 (ADA) is a civil rights statute prohibiting discrimination against persons with disabilities in all aspects of life, including transportation,based on regulations promulgated by the United States Department of Justice (DOJ). DOJ's regulations require accessible planning,design, and construction to integrate people with disabilities into mainstream society. Further,these laws require that public entities responsible for operating and maintaining the public rights-of-way do not discriminate in their programs and activities against persons with disabilities. FHWA's ADA program implements the DOJ regulations through delegated authority to ensure that pedestrians with disabilities have the opportunity to use the transportation system's pedestrian facilities in an accessible and safe manner. FHWA and DOJ met in March 2012 and March 2013 to clarify guidance on the ADA's requirements for constructing curb ramps on resurfacing projects. Projc.ctseeerned to be alterations must include curb ramps within the scope of the project, SUMMARY OF GUIDANCE CLARIFICATION:This clarification provides a single Federal policy that identifies specific asphalt and concrete-pavement repair treatments that are considered to be alterations—requiring installation of curb ramps within the scope of the project—and those that are considered to be maintenance,which do not require curb ramps at the time of the improvement. v = a) a) I cn bo E 1 o c� o a) U ;� „, ^~ , I a� 9 . ° >, �' a`) �, F" � to I w O a is -° "O m o ° I 3 C o bo aC▪ to `ui a al I - 2 124 z v o o L) cn v� pC 8 .� x. i� v s. x wL7a I PO craw o as + s0 t7 w cn as vci) CIS y p.pq - a°i I sue. ai i%, f' ,, O p 4-' v 0 cn is s. r r u w P.. t U CAom. o l~c-s j 1 Q.= +.+ v '� =L Q. as °v r r) ° r) 'o oGIcnG1a, I 04 OU2Z2 <4dda�' a: Z Ucnvinwcn �, .—, ADA Maintenance ADA Alterations I 133 This approach clearly identifies the types of structural treatments that both DOJ and FHWA agree require curb ramps (when there is a pedestrian walkway with a prepared surface for pedestrian use and a curb, elevation, or other barrier between the street and the walkway) and furthers the goal of the ADA to provide increased accessibility to the public right-of-way for persons with disabilities. This single Federal policy will provide for increased consistency and improved enforcement. MOVING FORWARD: Divisions are expected to initiate discussions with their Partnering Agency/ State to: 1) Disseminate this clarification with regard to when curb ramps are required a. States are expected to inform/assist local agencies 2) Establish a plan to implement this single Federal policy as soon as practical a. FHWA Headquarters is not providing a set deadline for all projects to comply with this policy. b. Projects that are ready for Construction Advertisement or are under contract may proceed. c. The Division should evaluate the projects in the state pavement preservation/resurfacing program and agree on projects to comply with this policy. d. The Division should work with its Partnering Agencies/States to evaluate and modify, if necessary,their existing resurfacing ADA policies to comply with this policy. POINTS OF CONTACT: Brooke Struve, RC Safety&Design Team, CTSRC-LAK, 720-963-3270, lrooke.StruvePdotgov Candace Groudine, Director-External Civil Rights, HCR, 202-366-4634, Candace.Groodinec dot.gov Robert Mooney, Pre-Construction Team Leader, HIPA, 202-366-2221, Robert.MoonevPclot.gov 134 HDJ, DESIGN GROUP Memo To: Brett Sheffield,City of Yakima CC: Yakima ADA Plan Stakeholder Advisory Committee Joan Davenport,City of Yakima From: John Manix,PE, HDJ;and Todd Boulanger, Urbane Streets Dated: October 22, 2015 Regarding: YAKIMA ADA SELF EVALUATION REPORT: Planning Policies and Procedures Review Planning Policies and Procedures Review and Recommendations per ADA The Department of Justice provides a Title II Checklist for local governments to use to evaluate their compliance under the Americans with Disabilities Act.The following recommendations were prepared to assure the City of Yakima is in compliance with Title II of the ADA and is meeting the needs of the community in regards to its planning policies and procedures as they relate to transportation facilities within the public rights of way. IN GENERAL: The City of Yakima planning includes municipal code policies and procedures that provide adequate accommodation for ADA accessibility as it relates to the design,construction or repair of transportation facilities in the public rights-of-way.There are only two code sections that directly refer to the"ADA"and these are of only minor importance versus this Federal requirement.The current code was last modified in June 15,2015. Generally,the language terms used in many of the municipal code sections affecting ADA access to transportation facilities could be"stronger" in the change to the term"shall"from using the term "may". Recommendation:Continue to modify the City's municipal code policies and procedures to meet the evolving designs,development standards and policies adopted nationally per the ADA. 1:Municpal Code—Title 12 Development Standards-Chapter 12.05:Sidewalks The City of Yakima's municipal code in chapter 12.05,as adopted in 2001, includes the all the current points: requirement to construct sidewalks on both side of public streets, minimum useful widths,and to keep such transportation facilities in good repair and clear of obstructions. It additionally includes the stronger word choice of"shall"versus"may". Recommendation:The code is good.Though City must be vigilant to enforce such on an on-going basis. 2:Municpal Code—Title 8 Streets and Sidewalks —Chapter 8.76 Sidewalk Repair The City of Yakima's municipal code in chapter 8.76,as adopted in 1974 to 2005, includes the all the current points: requirement for construction, repair and replacement of sidewalk where current sidewalk exists or adjoining street sections with sidewalk. It also includes a mechanism ("notice to owners") by which the City can engineers I landscape architects I planners I surveyors 314 VV 15th Street — Vancouver WA 98660 — 360/695-3488 — 360/695-8767 fax 135 Memo to Yakima ADA Plan Community Advisory Committee October 22,2015 Page 2 seek the property owner to make such repairs or perform other maintenance,such as vegetation trimming or weed removal. And there is an assessment and collection process if the work is not completed. Recommendation: Modify the City's code in this chapter to use the term"shall"or"must" instead of"may"for any items related to ADA access in the public right of way. Overall the code is good,though City must be vigilant to enforce and correct such on an on-going basis. 3:Municpal Code—Chapter 8.88—Snow and Ice Removal The City of Yakima's municipal code in chapter 8.88, as updated in 2014, includes most of the elements to keep the walkways clear of snow and ice by communicating the duty of a property owner or occupant to do such and when they should do it(such as depth of snow etc.). It also includes information as to keeping parked cars off of designated snow routes to allow for plowing. Recommendation: Modify the City's Chapter 8.88 to include mention(and higher priority)to keep ADA ramps clear of all snow(1/2 inch threshold vs. 3 inches for sidewalk) and free of ice due to the cross slopes found on most ramps.Additional language should include prohibitions from plowing snow onto or blocking ADA ramp access. Recommendation: Modify the City's Chapter 8.88 to include mention that parking prohibitions for snow routes should include keeping parking/standing loading areas for paratransit/ADA placard holder's vehicles open and clear for parking. 4:Municpal Code—Chapter 8.64—Driveway Approaches and Curb Cuts The City of Yakima code in Chapter 8.64 regarding driveway approaches and curb cuts as adopted in 2012, is very comprehensive in outlining where and when sidewalk,curb and driveway work shall be done or when abandoned/unused facilities such as driveways should be closed and more pedestrian friendly walkway cross sections constructed by the property owner. It also provides flexibility for the property owner to defer expensive concrete work for driveway approaches in areas with limited improvement until the adjoining sidewalk is required(8.64.100). Recommendation: Modify the City's code in 8.64.080(construction details)to include language checking current ADA standards as they relate to slope and other construction details. Recommendation: Modify the City's code in 8.64.070(c)(length of driveway approach apron)to remove design options of unsignalized driveways with operational speeds of over 25 mph for purposes of traffic safety for those with low or no vision. Recommendation: Modify the City's code in 8.64.120(variances for unusual conditions)to include language that such requests for a variance shall include documented review if such would create a potential barrier or reduce accessibility per the ADA. 5:Municpal Code—Chapter 8.80—Trees and Shrubs The City of Yakima code in Chapter 8.80 contains effective language regarding keeping sidewalks clear and safe from tripping or overhead objects that those with low vision or wheelchairs may be injured by. 136 Memo to Yakima ADA Plan Community Advisory Committee October 22, 2015 Page 3 Recommendation: Modify the City's Chapter 8.80 to include mention of this policy and practice to fulfill the ADA. 6:Municpal Code—Chapter 4.16—Garbage Storage, Colelction and Disposal The City of Yakima code in Chapter 4.16 addresses how the storage of garbage bins in the public right of way should not create barriers per the ADA,especially on public sidewalks or alleys in residential districts. Recommendation: Modify the City's Chapter 4.16.170(collection of garbage in residential district—regulation) to include language that the design of driveway apron or alley areas should include a paved space to hold approved trash receptacles for scheduled pickup without blocking safe pedestrian access to the sidewalk through zone or creating a barrier to accessibility. Recommendation: Modify the City's Chapter 4.16.170(collection of garbage in residential district—regulation) to include mention of provision of an ADA approved trash receptacle(height of can and cover operation to meet ADA)when requested and the option for storage for domestic trash receptacles in the public right of way outside of when"carry-out service"is not available. 137 •c*A0* 1-) City-wide Self-evaluation and ADA Transition Plan Intersection Ramp Data Collection Task 2015 OUTCOMES: • Update the 2005 data set for intersection sidewalk ramp location and status; • Visit each site to assess conditions and if design meets ADA (2839 locations for 2005 and 3590 locations for 2015); • Provide guidance for magnitude of problem and setting priorities; and • Provide the CWFM participants a training opportunity for how barrier/ barrier-free sidewalks can affect accessibility and active transportation as tied to public health outcomes. SURVEY TOOL: • The Collector App (v10.3.4) by ERSI ArcGIS for the iPhone® GROUP 1 - Central Washington Family Medicine (CWFM): • Denise Pinon (CWFM); ■ Bradley DeKorte (CWFM); • Kathy Fonaugh (CWFM); ■ Sandeep Msutta (CWFM); • Carlin Miller (CWFM); • Anna Elperion (CWFM); • Annie Shah (CWFM); • Eldrid Milambling (CWFM); • Brian Lee (CWFM); ■ Belinda Luk(CWFM); • Debra A. Gould (CWFM); • Emily Contreas (Yakima Health District); and • Sheryl DiPietro (Yakima Health District). GROUP 2 — City of Yakima Planning Division: • Jeff Peters; • Valerie Smith; • Trevor Martin; • Robbie Aaron; and • Joan Davenport. 138 .-~JC •. City-wide Self-evaluation and ADA Transition Plan Intersection Ramp Data Collection Task 2015 OUTCOMES: • Update the 2005 data set for intersection sidewalk ramp location and status O 2839 locations sampled for 2005 o 3590 locations sampled for 2015 o 26%more locations sampled in 2015 SURVEY TOOL: • The Collector App (v10.3.4) by ERSI ArcGIS for the iPhone® FINDINGS: • Good Ramp,Meets Standards- 1,249 had ramps that meet current standards, most were on the arterials or in the downtown and built recently (85 in 2005); • Sidewalk, No Ramp-815 corners had sidewalks but the ramps was missing, most were on residential, none arterial streets (1000 in 2005); ■ Ramp Doesn't Meet Standards- 721 had ramps but they do not meet current standards,typically older ramps (1,108 in 2005); ■ No Sidewalk- 704 corners did not have sidewalk adjacent to it.A corner ramp is not required unless a sidewalk is present(621 in 2005); • Damage Ramp- 55 corners had ramps that were damaged,typically by trucks turning sharply across the corner (15 in 2005); or • Obstructed Ramp-46 corners had ramps but some type of obstruction caused a barrier, often a utility pole (10 in 2005). TABLE: 2005 2005 2015 2015 CONDITION Count Percent Count Percent Good Ramp, Meets Standards 85 3.0% 1249 34.8% Sidewalk, No Ramp 1000 35.2% 815 22.7% Ramp Doesn't Meet Standards 1108 39.0%_ 721 20.1% No Sidewalk 621 21.9% 704 19.6% Damage Ramp 15 0.5% 55 1.5% Obstructed Ramp 10 _ 0.4% 46 1.3% Total , 2839 100.0% 3590 100.0% 139 _ • Appendices Appendix C: Sample Standard Plan Details a N O 14. m L j C w .` 3 C m° L r L 2 J C w m a my 2N o T m.-m v o= a a aU C = U m L-NLL re O oz C of N m m a m 0 N x D Y, C U U liar X e L 0- - N m m m a m m �(' r r a` m tw an d m ca m Eo E g w aF �� r3 yN d z w u : g E3 o� c= m= vom-cl�c m �m V Q`Ay �W tN '� Z y � .� e E o `o o !4 m o❑ v a'- w c �4' o w V f a'1 w z c is Dm ° °-g Nc m vU' min§mc H m�'m - �.' 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T �P- zw _ • , LAg wKp zll Z irc ;ON 1OZ 17!..A NN wJ� p� �- -w mew =a< oa r F a� Kaaorsal 144 Appendices Appendix D: Public Outreach 145 HDJDESIGN GROUP Memo To: Brett Sheffield,City of Yakima CC: Yakima ADA Plan Stakeholder Advisory Committee Joan Davenport,City of Yakima From: John Manix, PE, HDJ;and Todd Boulanger, Urbane Streets Dated: October 20,2015 Regarding: YAKIMA ADA SELF EVALUATION REPORT:ADA Stakeholder Committee ADA Stakeholder Committee Composition and Meeting Dates The Stakeholder Advisory Committee for the Yakima ADA Self-evaluation Report and Transition Plan for transportation facilities within the public right of way has been formed to provide additional public input on the development of policies, procedures and priority project locations to evaluate.Their work will focus on primarily access to intersections via sidewalk ramps and traffic signals. The City of Yakima staff has publically notified area service providers and stakeholders for volunteers to attend a focus series of meetings during the second half of 2015.This committee is composed of the following stakeholders: • Department of Services for the Blind,State of Washington [Steffi Coleman,Low Vision Specialist]; • Harman Senior Center[Patty Rogers]; • Yakima Health District [Sheryl DiPietro,Community Health Director];and • Yakima Transit[Karen Allen, Paratransit/Vanpool Program Coordinator]. City of Yakima Staff Support: • Planning Division [Joan Davenport,Community Development Director]; • Planning Division [Valerie Smith,Senior Planner]; • Public Works [Joe Rosenlund,Streets and Traffic Manager]; • Public Works [Scott Schafer, Director];and • Public Works [Brett Sheffield,Chief Engineer]. MEETINGS: • June 23,2015(City Hall); • 2nd mtg(TBA:October/November) • 3`d mtg(TBA) engineers I landscape architects I planners I surveyors 314 W 15th Street — Vancouver WA 98660 — 360/695-3488 - 360/695-8767 fax 146 ir DESIGN GROUP Memo To: Brett Sheffield,City of Yakima CC: Yakima ADA Plan Stakeholder Advisory Committee Joan Davenport,City of Yakima From: John Manix, PE, HDJ;and Todd Boulanger, Urbane Streets Dated: July 28,2015 Regarding: YAKIMA ADA SELF EVALUATION REPORT: Recommendations for High Priority Locations Stakeholder Committee Review and Recommendations of High Priority Locations The Stakeholder Committee for the Yakima ADA Self-evaluation Report and Transition Plan for transportation facilities within the public right of way met on June 23, 2015 in City Hall. IN GENERAL: The Stakeholder Committee reviewed the consultant team's initial priority locations and recommended the following facility locations as being a high priority for persons with disabilities.The intersection facilities for these locations in the public right of way should be reviewed for accessibility and included in the plan if repairs or replacement are warranted. Recommendation: Include the Following as High Priority Locations 1:Sheltered Employment/Training/Education • Central Library; • Opportunities Industrialization Center(OIC); • Perry Technical Institute; • Washington State University College of Nursing; • Yakima Specialties;and • Yakima Valley Community College. 2:Hospitals • Children's Village; • Good Samaritan Health Care Center; • Memorial Hospital; • Northwest Medical Center; • VA Hospital;and • Yakima Regional Medical&Cardiac Center. engineers I landscape architects I planners I surveyors 314 W 15th Street — Vancouver WA 98660 — 360/695-3488 360/695-8767 fax 147 Memo to Yakima ADA Plan Community Advisory Committee Page 2 3:Medical Facilities-Other • Creekside Womens Health; • Creekside Healthy Now;and • Washington State Department of Social and Health Services(DSHS). 4:Recreational Facilities • Franklin Pool; • Lions Pool;and • Yakima Fair Grounds 5:Senior Centers/Youth Centers • Harmon Senior Center;and • Madison House Community Youth Center. Action:locations added/retained as high priority 148 YAKIMA TRANSIT RECOMMENDED SIDEWALK PRIORITY AREAS FOR FUTURE ACCESSIBILITY UPGRADES FROM: Kevin Futrell,Yakima Transit DATE: November 13, 2015 RE: Comments on regarding preliminary priority areas on 4026-00_T-101 Map Sidewalk priority should be placed on Yakima Transit's most used routes. 1) Highest Priority(roads with multiple routes) a. 1st Street between Walnut and "I"Street. b. 1st Street from Washington Avenue to the COY/UG city limits(old town road) c. 40th Avenue from Castlevale to Fruitvale Blvd d. Fruitvale Blvd from 40th to River Road (or 34th Avenue) e. Fruitvale from 24th to 21st Avenue f. 21st Avenue from Fruitvale Blvd to J Street g. J Street from 215t Avenue to 16th Avenue h. 16th Avenue from J Street to Fruitvale Blvd. 2) 2"d Highest Priority(high frequency routes/high density) a. S. 1st Street from S.3`d Street to Washington Avenue b. Washington Avenue from S. 1st Street to 40th Avenue c. Fruitvale between 24th Avenue and 34th Avenue d. Fruitvale Blvd from 16th Avenue to 5th Avenue e. N. 1st Street from I Street to the northern city limits. f. Nob Hill Blvd from 6th Street to 72nd Avenue g. All or Route 6, except for Chalmers Street from Riverside St to the south. (East Valley Walmart) h. 6th Street from Walnut to Nob Hill Blvd. i. 3rd Street from Walnut to 1st Street j. 64th Avenue from Nob Hill Blvd to Wide Hollow Creek k. Chestnut Avenue from 1st Street to 8th Street 3) 3rd Highest Priority(low frequency routes/high density) a. 16th Avenue from Fruitvale Blvd to Mead Avenue b. 5th Avenue from Fruitvale to Tieton Drive c. 3rd Avenue from Tieton Drive to Mead d. Mead from 3rd Avenue to 16th Avenue e. Summitview from 72nd Avenue to 16th Avenue f. Yakima Avenue from 16th Avenue to 18th Street g. Lincoln from Fair Avenue to 40th Avenue h. Castlevale from 34th to River Road. 149 4) 4th Highest Priority(high frequency routes/lower density) a. I Street from 6th Avenue to ft Street b. Washington from 72nd to 64th C. 72"d Avenue from Tieton Drive to Washington 5) 5th Highest Priority(low frequency routes/lower density or lower usage) a. Summitview Avenue from 60'h to 96`h b. 96th Avenue from Summitview to Tieton Drive c. Tieton Drive from 96th to 80th Avenue d. River Road from 34th to 6th Avenue e. 6th Avenue from J Street to Fruitvale Blvd. f. Nob Hill Blvd from 72"d to 80th Avenue g. Chestnut Avenue from 72"d Avenue to 65th Avenue h. 72"d Avenue from Tieton to Chestnut i. 65th Avenue from Chestnut to Summitview 6) 6th Highest Priority(local access streets connecting to multi-route or high frequency routes) a. Powerhouse from the west entrance into Fred Meyer to 40th Avenue b. River Road from 40th Avenue to 34th Avenue c. Fruitvale from 215t to 16th Avenue 7) Lowest Priority(local access streets connecting to low frequency routes) a. 66th Avenue from Englewood to Summitview b. Powerhouse from Lincoln to 40th Avenue c. Chalmers from Riverside Street to Beech Street d. 64th Avenue from Wide Hollow Creek to Terry Avenue e. 88th Avenue from Summitview to Tieton Drive f. Mead from 72"d Avenue to 75th g. 75th from Mead to Zier Road h. Zier Road from 72nd to 75th i. 44th Avenue from Tieton Drive to Nob Hill Blvd. j. Arlington from 44th Avenue to 40th Avenue 150 13rw ' - mow Appendices Appendix E: Public Right of Way ADA Prioritization 151 HDJDESIGN GROUP Memo To: Brett Sheffield,City of Yakima CC: Yakima ADA Plan Stakeholder Advisory Committee Joan Davenport,City of Yakima From: John Manix, PE, HDJ;and Todd Boulanger, Urbane Streets Dated: October 18, 2015 Regarding: YAKIMA ADA SELF EVALUATION REPORT: Priority Corridors and Areas ADA Sidewalk Upgrades Prioritization The Self-evaluation Report includes recommendations on what corridors-street segments that may include more than one street name-and areas of Yakima,as defined by boundary streets that are both high and medium priority.All other streets and areas should be considered lower priority but still be considered for possible upgrades based on citizen requests and adjacent land use.The intent of prioritization is to focus limited resources to the highest and best use.The high priority project will be included in the ADA Transition Plan for near term upgrades. The high and medium corridors and area are mapped for visual presentation and listed as a text to document the recommendation.The approved priorities will utilize the recently completed inventory of corridors and areas to develop a project list and schedule for future ADA upgrades during the planning period. CRITERIA: The Self-evaluation report incorporated both best practice recommendations for prioritization and input from staff and the stakeholder advisory committee.The attached memo dated July 28, 2015 documents the destinations noted by the stakeholder committee at the June 23, 2015 meeting. The important destination criteria included: • Stakeholder input on important destination; • Pedestrian and bicycle Collision data; • Transit corridors; • Current and land use zoning; • Roadway classification,and • Other destinations typically important to pedestrians and the disabled community. Recommendation: Review the attached map and listed comment and approve the high and medium priority corridors and areas engineers I landscape architects I planners I surveyors 314 W 15th Street — Vancouver WA 98660 — 360/695-3488 — 360/695-8767 fax 152 Priority Corridors and Areas October 16 2015 Page 2 HIGH AND MEDIUM PRIORITY CORRIDORS: Yakima has made tremendous progress in sidewalk accessibility upgrades since the last citywide inventory in 2005. Many of the following listed corridors have been upgraded via the City's pavement preservation program. But based on the recent inventory work,additional work is still necessary at some intersections to bring the sidewalk curb ramps up to current ADA standards.The ADA Transition Plan will use the high priority corridor list to develop recommended projects that include scope,cost and schedule. High Priority Corridors • S Fair Avenue from Mead Avenue to Tieton Drive • 1st Street from Washington Avenue to Highway 12 • 16th Avenue from Mead Avenue to Highway 12 • 40th Avenue from Washington Avenue to Highway 12 • Fruitvale Blvd from 5th Avenue to 40th Avenue • Summitview Avenue from 40th Avenue to 72nd Avenue • Tieton Drive from 40th Avenue to 96th Avenue • Nob Hill Blvd from 3rd to 80th Avenue • Washington Avenue from 1st Street to 40th Avenue Medium Priority All Transit routes not listed as high priority above. HIGH AND MEDIUM PRIORTY AREAS: High and medium priority areas include streets that may or may not include high priority corridors but also include local streets that primarily serve the high priority adjacent land use. Yakima's downtown is a good example of an area with all the streets included within the boundary as high priority because all the services, important destinations and general pedestrian activities. The ADA Transition Plan will use the high priority area list to develop recommended projects that include scope,cost and schedule. High Priority Areas • Medical District: bound by Tieton Drive, 16th Avenue,Summitview Avenue,and 7th Avenue; • Central Business District West: bound by Tieton Drive,7th Avenue,Summitview Avenue, Pierce Avenue, D Street 3rd Avenue,Division Street and 5th Avenue; • Central Business District Northeast:: bound by Yakima Avenue, Front Street, D Street,and 9th Street; engineers I landscape architects I planners I surveyors 314 W 15th Street — Vancouver WA 98660 — 360/695-3488 — 360/695-8767 fax 153 Priority Corridors and Areas October 16 2015 Page 3 • Central Business District Southeast: bound by Walnut Street, Front Street,Yakima Avenue, Fair Avenue, Spruce Street and Union Street. Medium Priority Areas • South of Central Business District:Bound by Pacific Avenue, 1st Street,Walnut Street,Union Street, Spruce Street and Fair Avenue; • North of East Central Business District: Bound by D Street, 1st Street,G Street and 8th Street; • North of Medial District:bound by Summitview Avenue, 16th Avenue,Cherry,6th Avenue and Pierce Avenue; • South of Medial District:bound by Baker Street corridor(discontinuous), 12th Avenue,Arlington Avenue, 16th Avenue Tieton Drive,4rd Avenue, Division Street,and 3rd Avenue. engineers I landscape architects I planners I surveyors 314 W 15th Street — Vancouver WA 98660 — 360/695-3488 — 360/695-8767 fax 154 Appendices Appendix F: Maps I ii a CO dnoay.NnisIa _., .. tQH�� NVld NOI1ISNb211`dad WWUIVA d0 A110 os at 1s§._;it, 1 o :NO:NOA dVW NOLLVZIIIdORId i 1 C - I) 1V L r �� 0 E o m N N E L' fJj f f -, .-. o .p /1 _ • a rn 1 L ? , P. 07 i i 0'3y tr •! :e :ir I- T li d .0 � y in V u p u Mg fi e.• , r, CNWy . 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Y on -"z o v � E } l n 3Yv « m LL.L- . f in 0 O Lo U r/fir -.!` y I - - of I, (_ —_-] 1 Nri z 159 . - - MEMEL_ Appendices iL Appendix G: ADA Grievance Procedure 160 I% HDJ 1ESIGN GROUP Memo To: Brett Sheffield,City of Yakima CC: Yakima ADA Plan Stakeholder Advisory Committee Joan Davenport,City of Yakima From: John Manix, PE, HDJ;and Todd Boulanger, Urbane Streets Dated: October 20, 2015 Regarding: YAKIMA ADA SELF EVALUATION REPORT:Title II Grievance Procedure, Notice and Designee Title II Grievance Procedure Review, Notice and Recommendations per ADA The US Department of Justice(DOJ) provides a Title II Checklist for local governments to use to evaluate their compliance under the Americans with Disabilities Act(ADA).The following recommendations were prepared to assure the City of Yakima is in compliance with Title II of the ADA and is meeting the needs of the community in regards to its planning policies and procedures as they relate to transportation facilities at intersections. IN GENERAL: The Engineering Division, City of Yakima is currently out of compliance regarding having an adopted and publically accessible grievance procedure process for transportation facilities or policies in the public right of way. The first step to returning into compliance is to adopt the recommendations below by using the draft documents as attached.They are based on the recently adopted materials used in the County of Yakima's ADA settlement with the DOJ. Note:City governments are not required to take any actions that will result in a fundamental alteration or in undue financial and administrative burdens(US Department of Justice:28 C.F.R.§§35.160-35.164). 1: Title Il Grievance Procedure Designee for the Engineering Division The City does not currently have a documented designee for the Grievance Procedure,as it relates to ADA complaints concerning transportation facilities,engineering policies or services within the public right-of-way. Recommendation: Designate a named designee within the Engineering Department,such as Brett Sheffield. 2:Title II Grievance Procedure for the Engineering Division The Engineering Division,City of Yakima currently does not have a conspicuously published/overtly accessible Title II Grievance Procedure as it relates to ADA complaints concerning transportation facilities, policies or engineering services within the public right-of-way.This is not unusual for medium sized jurisdictions,as an example,the County of Yakima has been required to adopt one by the Department of Justice,as of its 07/20/15 settlement. The Engineering Division should also assess the time period (number of business days)that the City can effectively respond to each stage of a complaint process.The typical time periods for response are 60 calendar engineers I landscape architects I planners I surveyors 314 W 15th Street Vancouver WA 98660 — 360/695-3488 - 360/695-8767 fax 161 Memo to Brett Sheffield,and Yakima ADA Plan Community Advisory Committee 20 Oct 2015 Page 2 days for the initial complaint and then 15 days for each following stage until the issue is resolved. See the attached grievance procedure document. Recommendation: Review,adopt and implement the US Department of Justice Title II Grievance Procedure for the Engineering Division. 3:Notice Under the Americans with Disability Act for the Engineering Division The Engineering Division,City of Yakima should identify sources of qualified sign language and oral interpreters, qualified readers,real-time transcription services,and vendors able to put documents in Braille,so that it can effectively respond to a request in a timely manner. This work would include written procedures and time frames for fulfilling requests for real-time transcription services,sign language oral interpreters,qualified readers and documents in alternate formats (Braille,large print,cassette tapes,and accessible electronic format). The Engineering Division,City of Yakima should then assess the time period(number of business days)that the City can provide the auxiliary aid or services listed above.Two(2) business days is the typical minimum,but this depends on local resources and the specialization of the aid requested. For example,the County of Yakima is considering adopting a five(5)day period but will work to meet all requests received based on the resources at hand.This document should then be posted on-line and at conspicuous locations at City Hall and the Engineering Division.See the attached notice under the ADA document. Additionally,the Engineering Division,City of Yakima should ensure that all appropriate employees are trained and practiced in using the Washington Relay Service(711)to make and receive calls,and be prepared to report to the DOJ the details of the trainings and employees trained,if requested. Recommendation: Review,adopt and implement the US Department of Justice Notice Under the ADA document for the Engineering Division. 162 ENGINEERING DEPARTMENT, CITY OF YAKIMA, WASHINGTON Transportation Facilities within the Public Rights-of-Way Grievance Procedure under The Americans with Disabilities Act This Grievance Procedure is established to meet the requirements of the Americans with Disabilities Act (ADA) of 1990. It may be used by anyone who wishes to file a complaint alleging discrimination on the basis of disability in the provision of services, activities, programs, or benefits by the Engineering Department, City of Yakima, Washington State. The complaint should be in writing and contain information about the alleged discrimination such as name, address,phone number of complainant and location,date, and description of the problem. Alternative means of filing complaints, such as personal interviews or a tape recording of the complaint,will be made available for persons with disabilities upon request. The complaint should be submitted by the grievant and/or their designee, as soon as possible.but no later than 60 calendar days after the alleged violation to: Brett Sheffield,Chief Engineer 2301 Fruitvale Boulevard . Public Works Division,City of Yakima Yakima,WA 98901 ilk PH: (509)575-6005 TTY/TDD: ( ) or Dial 711 (Washi on Relay) Email: I,r,1l.silrffieid'ii.%akima.gov Within 15 calendar days after receipt of the complaint;Brett Sheffield or their designee will meet with the complainant to discuss the complaint and the possible resolutions. Within 15 calendar days of the meeting, Brett Sheffield or their designee will respond in writing, and where appropriate, in format accessible to the complainant, such as large print, Braille, or audiotape. The response will explain the position of the Engineering Department, City of Yakima and offer options for substantive resolution of the complaint. If the response by Brett Sheffield or hisi her designee does not satisfactorily resolve the issue, the complainant and/or their designee may appeal the decision within 15 calendar days after receipt of the response to the City Manager or their designee. Within 15 calendar days after receipt of the appeal, the City Manager or their designee will meet with the complainant to discuss the complaint and possible resolutions.Within 15 calendar days after the meeting, the City Manager or their designee will respond in writing, and, where appropriate, in a format accessible to the complainant,with a final resolution of the complaint. All written complaints received by Brett Sheffield or her designee, appeals to the City Manager or their designee, and the Engineering Department, City of Yakima will retain responses from these two (2)offices for at least three(3)years. 163 ENGINEERING DEPARTMENT, CITY OF YAKIMA, WASHINGTON STATE Transportation Facilities within the Public Rights-of-Way Notice Under the Americans with Disabilities Act In accordance with the requirements of title II of the Americans with Disabilities Act of 1990 ("ADA"), the ENGINEERING DEPARTMENT, CITY OF YAKIMA, WASHINGTON STATE, will not discriminate against qualified individuals with disabilities on the basis of disability in its services, programs,or activities. Effective Communication: The ENGINEERING DEPARTMENT, CITY OF YAKJMA will generally, upon request, provide appropriate aids and services leading to„effective communication for qualified persons with disabilities so they can participate equally in EN[3NEERING DEPARTMENT, CITY OF YAKIMA programs, services, and activities, including qualific;k.ign language interpreters, documents in Braille, and other ways of making information and comm 'ons.`ccessible to people who have speech,hearing, or vision impairments. 14114 Modifications to Policies and Procedures: The ENGINEERIN G '^' L ., ENT, CITY OF YAKIMA will make all reasonable modifications to new or substantially modified ' ' *:.. ions in the public right of way to ensure that people with disabilities have an equal ....•rtunity to mo+ _ /such facilities in a safe and convenient manner as other users experi-.''•- -ach adjoinin= 3': • s, services, and activities. Anyone who requires an auxiliary aid or servie of ctive , ication, or a modification of policies or procedures to participate in a ENG SEE',3 G DP'''°`` ENT, CITY OF YAKIMA program, service, or activity, should contact the office b. as on as possible but no later than two (2)business days befote the scheduled event. Brett Sheffield,Chief Engineer 2301 Fruitvale Boulevard Engineering Department,City of Yakima Yakima,WA 98901 PH: (509) 575-6005 TTY/TDD: ( ) - or Dial 711 (Washington Relay) Email: hrcii.sheflield'rNakima.gav The ADA does not require the ENGINEERING DEPARTMENT, CITY OF YAKIMA to take any action that would fundamentally alter the nature of its programs or services, or impose an undue financial or administrative burden. Complaints that an ENGINEERING DEPARTMENT, CITY OF YAKIMA program, service, or activity is not accessible to persons with disabilities should be directed to Brett Sheffield. The ENGINEERING DEPARTMENT, CITY OF YAKIMA will not place a surcharge on a particular individual with a disability or any group of individuals with disabilities to cover the cost of providing auxiliary aids/services or reasonable modifications of policy, such as retrieving items from locations that are open to the public but are not accessible to persons who use wheelchairs.