Source: http://dredf.org/ADAtg/stop.shtml
Timestamp: 2016-05-06 22:29:51
Document Index: 109831835

Matched Legal Cases: ['§ 37', 'art 37', '§ 37', 'art 27', 'art 27', '§ 27', '§\n27', 'art 27', 'art 27', '§ 27', '§ 27', '§ 37', 'art 37', '§ 37', 'art 27', 'art 27', 'art 27', 'art 27', 'art 27', 'art 27', 'art 27', 'art 27']

Commitment to Stop Announcement and Route Identification Efforts
Developing Stop Announcements
Consistency in Stop Announcements
Other Procedures for Making Stop Announcements
Stops Requested by Riders
Stop Announcement Lists
Stop Announcement Technology
Maintenance of Stop Announcement Equipment
Route Identification PRACTICES AND Technology
Automated Route Identification Systems
Route Identification by Vehicle Operators
Other Kinds of Route Identification Technology
Maintenance of Route Identification Equipment
Monitoring, Progressive Discipline, and Incentives
Enlisting the Aid of the Community
transit agencies to announce stops on the bus and the train, as well as to
identify bus and train routes at stops that serve more than one route. Stop and
route identification announcements have great value for many riders with
disabilities. The lack of an
effective stop announcement and route identification program can be the factor
that forces riders onto paratransit. [3] Nevertheless,
it has been challenging for many transit agencies to fully implement these
requirements. [4] The lack of effective stop announcements and route
identification can force riders onto paratransit.
This Topic Guide on Stop Announcements and Route Identification [5] first
explains the ADA requirements. Then, stop announcement development and stop
announcement lists are addressed, as well as technology for both stop
announcements and route identification. After a discussion of what else riders
and advocates need to know, including the rider's role in stop announcements
and route identification, the Topic Guide examines transit agency operational
practices for effective stop announcement and route identification programs in
policies and training, monitoring and progressive discipline, and complaint investigation.
The Topic Guide Series on ADA Transportation provides ADA technical assistance for transit agencies, public transit riders, and disability advocates. The Topic Guides
bring together the requirements of the ADA and the U.S. Department of
Transportation (DOT) ADA regulation, Federal Transit Administration (FTA)
determinations, and best operational practices on each topic. The Federal
Transit Administration enforces the ADA in the area of publicly funded transit. Readers who wish to understand the
most authoritative and up-to-date interpretations of the ADA transportation
requirements may wish to check both the text and endnotes of this Topic
Guide to find specific FTA determinations on particular stop announcement and
route identification issues.
The determinations FTA makes in
its ADA compliance reviews indicate key transit agency requirements and
responsibilities that are important for transit agencies to implement.
In each ADA compliance review, FTA Findings are the basis for corrective actions by the transit agency. FTA Recommendations identify one possible way to address the Findings. Many of
the reviewed agencies have implemented service improvements since the time of
their reviews. The FTA ADA compliance reviews may be found in full at www.fta.dot.gov/civilrights/ada/civil_rights_3899.html, or go to www.fta.dot.gov/ada and select FTA ADA Compliance / ADA
Compliance Review Final Reports.
The Topic Guide series on ADA Transportation also draws information from many
other sources, including DOT Disability Law Guidance; FTA ADA Letters of
Finding and Bulletins; Transportation Research Board and National Council on
Disability publications; National Transit Institute courses; Easter Seals Project
ACTION publications and Distance Learning Sessions; American Public Transportation
Association draft Recommended Practices; and the recommendations of nationally recognized ADA transit operators, planners, and researchers on the bestoperational practices for implementing ADA requirements.
More information on stop announcements and route
identification can be found in the Resource Guide to Effective Approaches for Increasing Stop Announcements and Route Identification by Transit Operators, which is published by Easter Seals Project ACTION and is available free of charge.
On fixed route transit systems, [6] the ADA requires transit agencies to announce stops, at least, at:
Other major intersections and destination points.
Intervals along a route sufficient to permit
individuals who are blind or have vision impairments or other disabilities to be
oriented to their location.
These requirements apply to all forms of fixed route bus and
passenger rail service, including Amtrak and light, rapid, and commuter rail. [7] Stop announcements must be made regardless of whether the
driver sees a passenger with a disability. Though many transit agencies have increased stop announcement
efforts, a great deal of misunderstanding remains about this ADA requirement.
For example, it is not uncommon for vehicle operators such as bus drivers to
call stops only when they can identify a passenger who is blind or has a vision impairment. However, such riders do not always have a cane or service animal.
People with other disabilities, such as cognitive disabilities, and people with
hidden disabilities may also need stop announcements. Yet they may not be
easily identified by the driver. The ADA stop
announcement requirements apply regardless of whether or not a driver can
identify a passenger with a disability. The same considerations apply to
Route Identification. [8] [Also see Commitment to Stop Announcement and Route Identification Efforts below, Developing Stop Announcements below, Stop Announcement Lists below and Stop Announcement Technology below.]
At stops that serve more than one
route, the transit agency must provide a means by which an individual who is
blind or has a vision impairment or other disability can identify the proper
vehicle to enter, or be identified to the vehicle operator as a person seeking
a ride on a particular route. Route identification assists riders who may not
be able to recognize the bus route or destination to know when the desired bus
has arrived. This requirement applies both to buses and to all forms of
Route identification is a poorly understood ADA requirement.
Many transit agencies have focused more attention on on-board stop
announcements, and missed the importance of route identification. Some have external
route announcements in their formal policies, but in practice, many do not perform
route identification with any level of consistency. [9] The ADA requires external route announcements on vehicles.
External announcements on vehicles is the approach to route
identification required by the ADA. While there are other approaches, such as
various devices to enable riders to identify themselves to vehicle operators as
wanting to ride on a particular route, these have only limited usefulness.
These devices should be viewed as supplements to a good external announcement
policy and program. [Also see Route Identification Practices and Technology below.]
Both the route and the
destination should be announced, so the rider with a disability can determine whether he or she is going in the correct direction.
Both the route and the destination should be announced.
[Also see Commitment to Stop Announcement and Route Identification Efforts, below, and Route Identification Practices and Technology, below.]
Commitment to Stop Announcement and Route Identification Efforts [10] High-level management support is necessary for effective stop announcements and route identification.
is necessary for stop announcement and route identification efforts to be
effective. Management support includes committing adequate resources and
supporting a comprehensive training program, monitoring effort, and
discipline/incentives program.
Support from any labor unions or other recognized employee associations
is also a key to a successful program. A unified message to drivers from both
management and labor is best.
Transit agencies are encouraged to convene a broad-based
interdepartmental working group to develop and implement policies for stop
announcements and route identification, including many different parts of the
organization such as equipment procurement, maintenance, training, monitoring,
public information, and marketing. This working group should meet as needed to develop, implement, and monitor stop announcement and route identification
policies. Rider involvement is also vital. Riders can provide valuable
input on many issues including what stops to announce, how to announce them,
employee training, and monitoring via secret rider programs. [Also see Developing Stop Announcements below, Policies and Training below, and Monitoring, Progressive Discipline, and Incentives below.]
It is a best practice to involve the disability community
and bus drivers in selecting stops to announce.
In developing stop announcements, transit agencies should
first determine what stops should be announced on each route. Some of the ADA
requirements make it clear which stops to include, such as the requirement to announce transfer points with other fixed routes. Other requirements must be applied
locally, such as determining major intersections and destination points.
Destination points include, for example, shopping centers, hospitals, and the
end points of the bus or train route. It is a best practice for transit agencies to work with the disability
community to define the stops to announce on each bus route. Bus drivers should
also be consulted. Drivers understand how routes are structured, the distances
between points on a route, and which announcements their riders with
disabilities request. Also, it is beneficial to encourage vehicle operator
commitment to the stop announcement program through early involvement.
In addition to the requirements for stop announcements at
transfer points, major intersections, and other destination points, the ADA
also requires the announcement of stops at intervals along a route sufficient
to permit individuals who are blind or have vision impairments and other
disabilities to be oriented to their location. If there is no major intersection, destination point, or transfer point
where a stop announcement is otherwise required for a significant length of
time—for example, for more than five minutes—then a stop announcement
may be needed for orientation. The
disability community should be involved in making these determinations.
Sometimes transit agencies neglect to include orientation
announcements, or make too few.
Sometimes transit agencies implement the requirements for
transfer points, major intersections, and destination points, yet neglect the
requirement for orientation announcements. [11] It is also common to underestimate how often such orientation announcements should
be made. The frequency of announcements
for orientation purposes should be route and system-specific, and needs to be
made on a case-by-case basis. More frequent announcements provide better
orientation than less frequent ones. If there are long stretches of the route with no stops (for
example, if a portion of the route is on a limited access roadway, such as a
highway), announcements should be made at the last stop before entering, and
the first stop after leaving, that stretch.
It is a best practice for a transit agency to develop
consistent ways of making stop announcements, so that the information is clear
and is not misunderstood. For example:
First, naming the street the bus is on, and
second, naming the cross street, or vice versa.
Giving the street name only (such as Market and
Taylor) or including Street or Avenue (such as "Market Street at Taylor
Avenue"). How to describe major landmarks, destinations, and transfer points.
Once these decisions are made, they should be implemented
consistently throughout the transit system, on all transit modes such as bus,
bus rapid transit, and rail. In bus fleets that include both buses with
automated announcements and buses with driver announcements, there should be
consistency between the driver and automated announcements. [12] Other Procedures for Making Stop Announcements [13] Transit agencies should develop procedures for how to make
stop announcements, including: Announcements should be made in advance of the stop, but not too far in advance.
How far in advance of the stop to make the
announcement. Announcements should be made in advance of the stop, but not too
How to handle rider requests [Also see Stops Requested By Riders below]. How to use the public address (PA) system.
How to use any automated system that may be
What to do in case the automated system malfunctions or fails.
Establish what to do when the automated stop announcer malfunctions.
These procedures should be part of the final detailed stop
announcement policy that is distributed to employees and made a part of the
training and retraining materials.
Transit agencies need to consider how to facilitate the
announcement of stops requested by riders. One transit agency approach was to
print Stop Assistance Cards that riders may use. [14] Riders
indicate on the card the stop they wish to have announced, and hand the card to
the driver when they board. Since riders may make the same trip on future dates, the driver returns the card to the rider when he or she disembarks. The
card can be a good reminder to the driver, and may be helpful to riders with hearing,
speech, and other disabilities. For riders with speech disabilities, the card can
facilitate communication. For riders with hearing disabilities, the driver's
returning the card to the rider can ensure the rider knows the bus has arrived
at the desired stop. Even if cards are used, transit agencies also need to
develop procedures for drivers to make requested announcements for riders who
do not have cards when they board. One way to do this would be to supply
drivers with blank cards that they can fill out when stop announcements are
requested. If a card system is used, riders may still always request stop
announcements without using a card.
Lists of stop announcements for each route should be prepared
that indicate what stops should be announced and detail how each required stop
announcement should be made. [15] The lists should be developed with disability community and driver input.
The lists should be readily available to vehicle operators.
Drivers may not always be assigned to the same route, and will not have the
required announcements and specific announcement protocol memorized for every
route they might be asked to drive. This is particularly true for extraboard
drivers. One good transit agency practice is to provide laminated stop
announcement sheets organized by route number in the driver lounge area. As
needed, drivers can take the list that applies to their route on their shift
and then return it at the end of the shift. Another approach is to include stop
announcements on the "paddle" or "turn list" (the detailed directions for
running the route) that each driver takes with
him or her on each shift. Detailed lists of stop announcements should go out with drivers each day.
Regardless of the specific method used, it is important for
detailed announcement lists to go out with vehicle operators each day. In some
transit agencies, the lists appear only in policies and training materials, yet
it is expected that drivers will bring the correct list with them each day.
This is probably insufficient to enable successful stop announcements. Stop lists may need to be changed over time, and should be
kept current. [16] Stop Announcement Technology
Another key to successful stop announcements is the technology
used to make them. Except on small vehicles (22 feet and under), a public address system is necessary for amplification of stop
announcements and other passenger information. FTA ADA compliance reviews have
found that a significant percentage of announcements made on larger buses
without amplification were not audible throughout the vehicle. Other
problems with the audibility of announcements have been found on both buses and
trains. [17] A public address (PA) system should be easy to use. Transit
agencies should investigate various types of PA systems and work with their
vehicle operators to test and select the system that works best for them.
Hands-free systems activated by a foot pedal have been well received by drivers
in some transit agencies. Other options include lapel and sleeve microphone
alternatives to the traditional gooseneck microphones.
Many transit agencies utilize automated announcement systems.
The U.S. Access Board Draft Revisions to the ADA Accessibility Guidelines for
Buses and Vans, published November 19, 2008,
proposed requiring automated stop announcement systems on all larger vehicles
operated by public entities on fixed routes with multiple stops. [18] The
cost is estimated at $8,000 to $10,000 per vehicle. [19] Technology is changing constantly. In addition to meeting with potential vendors,
it is helpful to visit peer systems when considering automated stop
announcement systems. [20] Automated systems help ensure announcements are made, but
don't reduce the need for transit agency efforts.
Automated systems can help ensure that announcements are made,
and made consistently. Even with automated technology, it is very important for
transit agencies to ensure that drivers are prepared to make voice
announcements when the automated system is malfunctioning. [21] Thus, automated stop announcement technology is not a panacea that alleviates
the need for drivers to make announcements. Moreover, since any requested stop
must be announced, transit systems need to maintain driver readiness to make
announcements at any time. Though automated stop announcement systems have great value,
they have also been subject to a variety of difficulties, including technology
prone to breakdowns, drivers disabling the technology or using it improperly,
the inability of transit agencies to have the system announce as many stops as
desired, and problems with volume and timing. FTA has addressed some of these
difficulties in ADA compliance reviews. [22] Transit agencies should not assume that obtaining automated stop calling
technology will allow them to reduce their efforts to implement the ADA stop
announcement requirements.
If a transit agency is using automated stop announcement
technology, it must decide how much additional audio content to include. Some
transit agencies have included a wide range of additional audio content, from
safety announcements to holiday greetings. In general, unnecessary audio
content, such as "Have a nice day" and holiday greetings, should not be made.
Audio content that relates to accessibility features needed by passengers with
disabilities, such as elevator outages, should be included, as should
translations into alternate languages. If audio content that is unrelated to
stop announcements is included, do so in a way that does not negatively impact
the effectiveness of the ADA-required announcements. For example, all ADA stop
announcements could be made in a recognizable voice, with no other announcements made in that voice. Or, all ADA stop announcements could be
preceded by a recognizable tone, with no other content preceded by that tone.
Changes in stop lists and/or bus stop locations may require
extensive and exacting positional information for automated stop
announcement systems to function properly, necessitating field work, Geographic
Information System (GIS) records maintenance, and incorporation of
new route and stop information. Additional lead time to record
the announcements may be necessary if off-site voice talent is
utilized. All these activities should be considered in service change
A single speaker does not always provide clear
Stop announcements need adequate sound quality. A single speaker does not always provide clear
announcements throughout the vehicle. It is suggested that buses be
equipped with multiple speakers, located appropriately throughout the bus. For
example, some MBTA buses in Boston have six internal ceiling-mounted speakers to enhance audibility throughout the bus. [23] It is recommended that transit agencies obtain advanced
amplification technology that can sense ambient background noise and
automatically adjust the volume. [24] In
lower technology systems, take care not to locate speakers too close to the driver or to passengers that might blare into their ears.
Keeping the equipment for stop announcements in working order
is vital. The PA and automated announcement systems should be included on
pre-trip inspection forms, and checked during pre-trip inspections. The checks
should include the working condition of the PA system and a check to ensure the
volume is at a proper level. The PA and automated announcement systems should
also appear on preventive maintenance (PM) forms and should be inspected and
tested regularly. [25] More detailed information on the ADA requirements for maintenance of accessibility features and equipment may be found in the Topic Guide on Equipment Maintenance.
Identify the route any time passengers are waiting at a
stop serving more than one route.
Conducting route identification properly requires an
announcement any time passengers are waiting at a stop that serves more than
one route. FTA observed in some ADA compliance reviews that drivers slowed as they approached stops with waiting passengers and looked for a signal from one
of the passengers indicating that they wish to ride on that particular route. [26] This
practice is not consistent with the ADA. It is also a poor practice because it assumes that riders can properly identify
the correct vehicle. Policies should direct drivers always to stop if there are
waiting passengers, regardless of whether or not they signal for the bus.
Vehicle operators should come to a complete stop, open the door, and make a
route announcement unless it is automatic. Automated Route Identification Systems
Purchase vehicles with external route identification systems.
Transit agencies should purchase vehicles with external route
identification announcement systems. The U.S. Access Board Draft Revisions to
the ADA Accessibility Guidelines for Buses and Vans, published November 19, 2008, proposed requiring automated route
announcement systems on all larger vehicles operated by public entities on
fixed routes with multiple stops. [27] External route announcement systems can be driver-activated or
automated. Some transit agencies have systems that make announcements each time
the door is opened. Some are programmed to make repeating (also termed
"looping") announcements at set intervals so that passengers who may not be close to the door when the initial announcement is made can hear the repeated announcement. [28] As with automated stop announcements, automated route
identification technology is changing constantly. In addition to meeting with
potential vendors, it is helpful to visit peer systems when considering
automated route announcement systems. [29] Route Identification by Vehicle Operators
If automated external announcement technology is not used,
drivers should call out route information after pulling up to stops and opening
the door, if there are any waiting passengers. The announcement should be loud
enough for waiting passengers to hear. An external PA speaker is helpful to
ensure that announcements are audible.
At transit centers, drivers should exit the bus and announce the route information to waiting passengers. This should be done when the bus
first arrives, before it departs, and at other times in between if the bus has
a long layover at the center.
Drivers must always be ready to make route announcements
if equipment fails.
Even with automated external announcement systems, drivers
must always be trained and ready to make operator announcements in the event of
New technologies are emerging for route identification. While
potentially beneficial, they should be considered supplemental to a good
external route announcement policy and program.
Some stops are situated in a way that makes it difficult for
drivers to see if there are waiting passengers, particularly at night. Innovative
technology can provide a best practice for this situation. Pace in suburban Chicago
has installed user-activated signals at such stops. Riders can activate a
flashing LED light to let drivers know they are waiting at the stop. The signal
system also enables waiting riders to activate general lighting in the stop
area. The Pace signal systems are solar powered. [30] Vehicle-activated signaling and signage is an upcoming
technology in which signaling devices are mounted on vehicles that activate
signage at stops. Each bus emits a signal that identifies its route and
destination. The signal could activate both visual and auditory signage at
stops. Another way to perform route identification at transit centers
is via in-station platform announcements to direct waiting riders to the
correct location for vehicles serving specific routes. Such efforts should be
considered additions to the required route identification announcements.
As with stop announcement equipment, external PA or automated route
announcement technologies need to be maintained. Many of the practices
recommended for stop announcement technology are recommended for route
identification technology as well, such as including the devices on pre-trip
and preventive maintenance checklists and exploring advanced technology to adjust the volume for ambient background noise. [Also see Maintenance of Stop Announcement Equipment above.]
Another consideration for external route identification
systems is the location of external speakers. They are subject to accelerated
deterioration from exposure to weather, if mounted externally, but they can be
located to minimize exposure. [31] WHAT ELSE RIDERS AND ADVOCATES NEED TO KNOW
Riders can promote an effective stop announcement and route
Wait in the immediate area of the bus stop. Wait in the immediate area of the bus stop, so that drivers will know to be
sure to stop, and so that announcements will be easier to hear.
Get involved. Participate with the
transit agency to develop stop lists and announcement procedures.
Inform the transit agency. If stops are
not called or automated announcement technology malfunctions:
> Inform the bus driver.
> Record the bus number, date, time, route, location, and what the problem is.
> Inform the transit agency, using the transit agency customer comment process.
Riders, advocates, and transit agencies
should all work to ensure that the best practices in stop announcements and
route identification (many of which are described in this Topic Guide) are
implemented. Riders are an important source of information about service
quality and can help transit agencies with service monitoring efforts. And as
the National Council on Disability showed, disability advocates can play an
important role in improving the performance of their transit agencies. [32] Enforcement of Your ADA Rights
If you think your transit agency is not in compliance with the
ADA, there are several avenues available for enforcement. You may pursue them
in any order; you are not required to use them in the order listed below.
You can file a complaint with your local transit agency and/or
otherwise communicate with local agency staff. Transit agencies are required to
have procedures to receive, resolve, maintain records of, and report on
complaints. [33] It is best to file the complaint quickly, as soon as possible after the
problem, and keep a copy of it. Include as many details as possible (who, what,
when, where, and so on). Find the transit agency Customer Service department or
ADA Coordinator to learn how to submit the complaint. Transit agencies usually
have one or more of the following options for filing complaints: by e-mail, through
their websites, by telephone, and/or by postal mail. If the issue remains
unresolved after allowing a reasonable amount of time for a response, you can
file a complaint with the Federal Transit Administration in Washington D.C. and
show your local complaint records [also see File an ADA complaint in Washington D.C. below]
You can also engage in a variety of efforts to advocate for
changes by your local transit agency. You may be able to obtain assistance from local, state, and
national disability rights organizations, including: Your state's Protection and Advocacy Agency,
which you can find by going to http://ndrn.org/ and scrolling down to the "Get help in your state" section, or by calling 202/408-9514 (or by TTY, 202/408-9521).
Your local center for independent living (CIL), which you can find by going to www.ilru.org/html/publications/directory/index.html or calling 713/520-0232 (Voice/TTY). You can also
find CILs by going to www.ncil.org/directory.html. In some cities, the disability community and the transit
agency have succeeded in building a collaborative relationship in which they
work together to improve transit service for people with disabilities. 3. File an ADA complaint in
You can file a complaint with the Office of Civil Rights of
the Federal Transit Administration (FTA) in Washington, D.C., by:
Filling out and sending the Rider Complaint Form at www.fta.dot.gov/civilrights/
ada/civil_rights_3889.html
You should include specific details such as names, dates,
times, route numbers, witnesses, and any other information that would assist us
in our investigation of your allegations. Please also provide any other
documentation that is relevant to this complaint. [34] 4. File a lawsuit
You will find many other resources on the FTA ADA website at www.fta.dot.gov/ada.
You may also contact the FTA Office of Civil Rights by e-mail at FTA.ADAAssistance@dot.gov or by telephone at 202/366-4018 or 888/446-4511 (or by TTY, 800/877-8339).
In addition to providing technical assistance via telephone
and e-mail, the FTA Office of Civil Rights conducts ADA compliance reviews of
several transit agencies every year. These reviews are posted on the FTA ADA
website at www.fta.dot.gov/civilrights/ada/civil_rights_3899.html.
Additional resources may be available from a variety of local,
state, and national disability rights organizations.
Transit agencies should have detailed, written policies and
procedures that address each of the ADA stop announcement and route
identification requirements. Some transit systems do not have comprehensive
policies for every regulatory requirement. [35] A
lack of written policies can contribute to inconsistent compliance. The
policies should be covered thoroughly in employee training.
In addition to conveying ADA requirements and policies, training
should stress the importance of making announcements. Vehicle operators are not
always aware that announcements are necessary for accessibility and that a lack
of announcements can be a serious safety problem for riders with disabilities.
For example, disembarking at the wrong stop can be a major obstacle for a
person who is blind or has a vision impairment or cognitive disability, and who
has been trained to travel to and from specific stops. Also, a failure to make
stop and route announcements leads to increased reliance on paratransit, which
may negatively impact both passengers and the transit agency.
If new drivers train with experienced drivers, select
driver trainers who excel in stop announcements.
Another issue to cover in training is that bus drivers
sometimes think they needn't make stop announcements if they do not notice any
riders with disabilities on the bus, or if they know all the riders and believe
the riders do not need announcements. However, this is a misunderstanding of
the ADA requirement. Stop announcements are important for many riders with
hidden disabilities, and they are helpful to other riders as well. They should
be made for any and all riders, as a feature of universal design.
Riders with disabilities should be involved in training. They
can put a human face to the importance of stop announcements and can stress the
serious safety issues involved. Transit agencies should also train drivers to respond to
riders who might complain about the presence of stop announcements. In addition, a best practice is to place public information cards on buses
explaining the purpose and need for stop announcements.
Many training programs include a period of time when trainees
ride with and learn from experienced driver-trainers. Transit agencies should
be sure that the experienced drivers assigned to any new vehicle operators are
drivers who are performing their stop announcements correctly. Teaming trainees
with drivers who do not make stop announcements correctly or who are not
committed to following established policies and procedures can undermine prior
training. Driver trainers should have a documented track record of exemplary
performance of stop announcements.
Monitoring and progressive discipline are vital.
progressive discipline programs are vital to the successful implementation of both on-board stop announcement and route identification
policies. [36] On-board security camera systems are one monitoring aid.
Transit agencies that record on-board activity continuously (as opposed to
event-activated camera systems) can make both audio and video recordings, which
can then be monitored to verify that stop and route announcements are being
made correctly. This may need to be negotiated with any driver labor unions or
other recognized employee associations.
Both internal monitors and road supervisors can conduct
monitoring. If a transit agency utilizes employees for monitoring, it should
select monitors that drivers will not recognize. For example, large transit
agencies can utilize supervisors from one garage to monitor an area where they
do not regularly work. Or managers and office staff, less easily recognized by
drivers, can monitor while they commute to and from work. Smaller transit
agencies may find it more difficult to use in-house employees effectively.
Transit agencies of any size should also consider secret rider programs that
utilize regular riders in order to conduct effective monitoring. Riders can be
trained to make and report their observations.
Monitoring should be combined with progressive
Transit agencies in Washington State have an innovative monitoring
program. Developed by the Washington State Transit Insurance Pool (WSTIP), the
Guest Rider Program is a best practice in monitoring. In return for a transit
agency agreement to have its own seasoned, high-performing road supervisors and
vehicle operators make observations in other transit systems, the transit
agency receives the same benefit from another agency. Participating members are
observed twice per year. Guest riders are trained to blend in with the
ridership and accurately report their observations of individual vehicle operator
performance and the entire transit system. Stop announcements and other aspects
of ADA compliance are among the many areas of driver skills and vehicle
functions observed by guest riders. For more information, contact WSTIP Member
Services Manager at (360) 586-1800, extension 213.
Monitoring should be combined with progressive discipline.
Discipline policies need to be negotiated with labor unions or other recognized
employee associations, and clearly communicated to drivers. The level of
discipline needs to be on par with other safety violations, since it can be a
safety risk if a rider with a cognitive disability, or who is blind or has a
vision impairment, disembarks at a wrong stop. Intentionally disabling the
automated announcement or PA system equipment (except in cases of malfunction)
should be elevated to the highest level of discipline.
Utilize recognition and other incentives when drivers
Recognition and other incentives should also be considered
when drivers achieve good performance. Programs such as employee of the month,
pins and badges, public recognition, and financial incentives can be a useful
component of an effective stop announcement program. [37] Enlisting the Aid of the Community
Some transit agencies have posted notices in all buses stating
the ADA requirements to announce stops and routes, and providing contact
information for reporting problems with stop and route announcements. This is a
low-cost best practice that can engage the community in assisting the transit agency
to improve its stop announcement and route identification program. It can also
reduce complaints from riders who are bothered by constant announcements
because they don't understand their purpose.
Thorough complaint investigation is an important part of ADA
use of fixed route accessible service is an important part of monitoring and
compliance. Transit agencies should ensure that all rider complaints are recorded
and investigated. Transit agencies are required to have procedures to receive,
resolve, maintain records of, and report on complaints. [38] Transit agencies should provide timely responses to riders
Many ADA resources are available on the website of the Office
of Civil Rights of the Federal Transit Administration at www.fta.dot.gov/ada.
The FTA Office of Civil Rights may be contacted by e-mail at FTA.ADAAssistance@dot.gov or by telephone at 202/366-4018 or 888/446-4511 (or by TTY, 800/877-8339).
Guide Series on ADA Transportation are Marilyn Golden, Policy Analyst, Disability
Rights Education & Defense Fund (DREDF) and Russell Thatcher, Senior
Transportation Planner, TranSystems Corporation.
We wish to acknowledge our Advisory Committee and the additional people who
[3] A Letter of
Finding from the Federal Transit Administration Office of Civil Rights stated
in 2003, "Where the failure to call
stops is a systemic problem with low rates of calling out stops, and the person
with the disability cannot use the system, the transit system must make that
rider ADA Complementary Paratransit eligible. This is so until such time as the
problem is remedied and the system becomes accessible."
Letter of Finding by Cheryl L. Hershey, then ADA Group
Leader, Office of Civil Rights, Federal Transit Administration, October 14, 2003, regarding FTA Complaint No. 99218 against Maryland Transit
Administration, p. 3.
compliance reviews, including these six, found a variety of difficulties with
implementation of the ADA stop announcement requirements on both bus and rail
vehicles. Finding: "Of the 45 bus trips observed all of the scheduled stops were announced on 3 trips (7%),
some of the stops were announced on 37 trips (82%) and no stops were
announced on 5 trips (11%). Overall bus drivers announced 50 % of the stops from the stop lists."
Recommendation: "It is recommended that the importance
of stop announcements for individuals with visual impairments or other
disabilities, as well as people without disabilities, as an aid to using the
transit system, be clearly emphasized to bus and LRV operators by both trainers
and transportation supervisors."
of Sacramento Regional Transit District (RT), Sacramento, California, Assessment of Stop Announcement and Route
Identification Efforts, Summary of Observations, conducted June 12 – 15, 2000, Final Report dated May 25, 2001, pp. 13
– 14, available at www.fta.dot.gov/civilrights/ada/civil_rights_3899.html.
Finding: "Of 58 observations of route segments, no stop announcements were made on 11 (19 percent)
of the routes."
of Kansas City Transportation Authority (KCATA), Kansas City, Missouri, Summary of Observations, Review of Route
Identification and Stop Announcements, conducted January 16 – 19, 2007, Final Report dated July 30, 2007, p. 29, available at www.fta.dot.gov/civilrights/ada/civil_rights_3899.html.
Finding: "For MTA-operated bus service some
announcements were made on 7 of the 34 trips observed. The assessment team
observed MTA bus operators announcing 13% of the stops included in the MTA stop list. No stops were announced on 2 MTA contracted private contractor
commuter bus trips. The team also observed stop announcements of 81%, 75%, and 91% respectively for LRT, rapid rail, and commuter rail
Recommendation: "It is recommended that MTA revise its
policy regarding stop announcements to include announcement of stops at
sufficient intervals along the route to orient passengers, as required by 49 CFR 37.167 (b), and expand its written policies to apply to all fixed route, rail and
contracted private carrier bus services, in addition to MTA operated bus
service. The revised policy should emphasize that stop announcements are
required for compliance with the ADA."
of Maryland Mass Transit Administration (MTA), Baltimore, Maryland, Assessment of Stop Announcement and Route
Identification Efforts, Summary of Observations, conducted October 2 – 5, 2000,
Final Report dated February 1, 2001,
pp. 13 and 15, available at www.fta.dot.gov/civilrights/ada/civil_rights_3899.html.
Finding: "Drivers announced 109 (27 %) of 402 listed bus stops observed by the
assessment team."
Finding: "On the 55 bus trips observed, 8 drivers (15%) announced all of the stops from PAT's
stop announcement list. Of those drivers who announced all of the stops 4 announced far more stops than those on
PAT's stop list. A total of 10 drivers
(18%) announced more than 80% of the
stops, 25 drivers (45%) announced at least one stop and 30 drivers (55 %) announced no stops at all."
Recommendation: "It is recommended that PAT clarify
its procedures to implement the stop calling policy to specifically require
calling out all stops on the stop list. Stop lists should be available on a
continual basis at each garage where the driver checks out to begin the run in
addition to being distributed to drivers upon picking new work schedules."
Recommendation: "It is recommended that PAT implement
a central reporting and monitoring system for tracking driver compliance to ADA
stop announcement requirements (as opposed to the existing system of separate
tracking at each garage)."
Recommendation: "PAT should consider more aggressive
remediation of drivers who fail to make stop announcements. Otherwise, failure
to make announcements may be considered an acceptable practice by many drivers.
Likewise, PAT should continue to commend drivers that make stop announcements
in compliance with PAT policy."
of Port Authority of Allegheny County (PAT), Pittsburgh, Pennsylvania, Assessment of Fixed Route Stop Announcement
and Route Identification Efforts, Summary of Observations, conducted August 21 – 24, 2000, Final Report dated
February 6, 2001, pp. 13 and 15 – 16, available at www.fta.dot.gov/civilrights/ada/civil_rights_3899.html. Finding: "The assessment team observed that, overall, 61% of stop announcements were being made.
Of that total, 29% of bus stop
announcements were made; 63% of LRT
Green Line and Mattapan Trolley announcements were made; 90% of Rapid Transit Blue, Orange, and Red
Line announcements were made; and 77% of commuter rail announcements were being made."
Finding: "According to the MBTA Bus Stop Announcement
Program 38% of bus and 75% of Green Line stops are currently
announced (April 2000 quarterly
Recommendation: "The MBTA should review and update the
stop announcement lists to include all major intersections, transfer points,
major destinations, and at sufficient intervals to orient passengers. Attention
should be paid to making these announcement lists consistent among routes
covering the same area and the lists are free of errors. This review should
include input from the Advisory Committee."
Recommendation: "The MBTA should continue its Stop
Announcement Monitoring Program and related training."
of Massachusetts Bay Transportation Authority (MBTA), Boston, Massachusetts, Summary of Observations, Assessment of Stop Announcement and Route Identification Efforts & Assessment of Lift
Reliability and Maintenance, conducted July 2000, Final Report dated April 20, 2001, pp.
I-1-20 and I-1-21, available at www.fta.dot.gov/civilrights/ada/civil_rights_3899.html.
Finding: "Overall, the assessment team found that 74% of the operators observed made at least
some stop announcements; 55% of the
vehicle operators made ‘all' stop announcements; 9% made ‘most' stop announcements; 10% made ‘some' stop announcements; and 26% made ‘none.'"
Recommendation: "It is recommended that installation
of the automated stop announcement systems on fixed route buses be continued."
Recommendation: "For those buses that do not have the
automated system, the PAs should be repaired and/or replaced so that drivers
can use them to make stop announcements."
Recommendation: "It is recommended that SEPTA's
procedures be revised to require bus drivers to announce all stops on the lists
being developed for the automated system when operating buses that do not yet
have the automated system. This will improve uniformity of stop announcement
practices and eliminate the inconsistencies among drivers. SEPTA should
consider eliminating its megaphone program, which appears to be confusing to
drivers and passengers."
Pennsylvania, Summary of Observations,
Assessment of Stop Announcement and Route Identification Efforts &
Assessment of Lift Reliability and Maintenance, conducted August 20 – 24, 2001, Final Report dated
April 18, 2002, pp. 26 and 27, available at www.fta.dot.gov/civilrights/ada/civil_rights_3899.html.
discusses the transportation provisions of the Americans with Disabilities Act
Department of Transportation (DOT) regulation at 49 C.F.R. §§ 37.167(b) and (c), and 49 C.F.R. Part 37, App. D, § 37.167, available at www.fta.dot.gov/civilrights/ada/civil_rights_3899.html.
[6] Fixed route
transit systems are those that operate along prescribed routes according to
fixed schedules, in contrast to demand response transit service, in which a vehicle
is dispatched or routed in response to a potential rider's request. For
example, the subway train is a fixed route system; taxis are a demand response
[7] Several FTA ADA
compliance reviews, including these three, addressed stop announcement
deficiencies on the train.
Finding: "Out of LIRR's passenger fleet of 1,140 coaches, 73 percent have an automated station information system (ASI) that uses
global positioning system technology. Another 12 percent of the coaches have ASI that uses transponders installed in the
right-of-way. The remaining 15 percent
have PA systems but no ASI."
Finding: On cars equipped with the ASI system, team
members observed that station announcements were made by the ASI system 93 percent of the time. For the 14 observations in which cars had an ASI
system, but the system was not working, crews made announcements 11 of the 14 times. Combining these two sets of observations yields an audible
station announcement performance rate of 98 percent on cars equipped with ASI."
Finding: "On cars without ASI, the review team
observed audible announcements 62 percent of the time. This rate of
announcements by train crews on cars without ASI is deficient in identifying
stations for people who are blind, have low vision, or many other types of
Finding: "As noted in Section 3 of this report, conductors are not responsible for testing
the PA system at the start of a trip. Rather, car repairmen are responsible for
daily inspection of PA systems. As a result, conductors indicated that they do
not consistently check the operation of the PA system on each car. Consequently,
conductors may not know if the PA is functioning."
Recommendation: "LIRR should increase the frequency of
its covert monitoring of on-board station announcements. It should also
consider implementing a ‘secret shopper' monitoring program of paid or
volunteer riders."
Recommendation: "LIRR should continue to inspect ASI
systems daily and identify and repair the ASI systems expeditiously."
Recommendation: "LIRR should increase its efforts to
train crews to announce all stations when an operational ASI system is not
available. LIRR should increase its efforts to monitor train crew performance
in making station announcements and take appropriate remedial or disciplinary
action to improve the performance of the train crews."
Recommendation: "LIRR should have train crews test the
PA systems before beginning their daily runs rather than rely on car repairmen.
Problems should be immediately reported to the Communications Network
Recommendation: "Conductor training should reinforce
the importance of making station announcements and provide a specific procedure
for making voice announcements when the ASI system is unavailable or
of Long Island Rail Road (LIRR), Jamaica, New York, Review of Route Identification and Station Announcements, Summary of
Observations, conducted July 16 –
19, 2007, Final Report dated October 17, 2008, pp. 26 and 31 – 32,
Finding: "Rapid transit and subway station
announcements appear to be made on the Orange, Red, and Blue lines, when the PA
systems are operational. However, there was only 1 external announcement observed for the Green Line, which has up to four routes
sharing the same track on most of the subway portion of that line."
Recommendation: "The MTBA should re-train personnel
with respect to the requirement for route/vehicle identification."
of Massachusetts Bay Transportation Authority (MBTA), Boston, Massachusetts, op. cit., p. I-1-26.
Finding: "Broad Street Subway operators did not
differentiate between southbound trains headed toward Pattison versus the Broad
Street Spur."
Recommendation: "It is recommended that external
announcements be required at all stops on those segments of the Broad Street
Subway and Subway-Surface lines where trains serve more than one route."
Pennsylvania, op. cit., p. 31.
[8] In these three
FTA ADA compliance reviews, vehicle operators believed that the ADA stop
announcement and/or route identification requirements applied only when they
could identify a rider who is blind or has a vision impairment.
Finding: "Most drivers interviewed appeared to be
aware of a requirement to call out stops. However, many understood this
requirement to apply only when a passenger appears to be blind or disabled. Several
drivers did not know that stop cards existed."
Finding: "Drivers interviewed do not appear to
understand the requirements for external stop announcements. Many drivers
indicated that they only make external route announcements if the passenger
‘looks' blind."
Recommendation: "It is recommended that PAT's training program, including
supplemental ADA training, emphasize the need for drivers to identify routes to all waiting passengers at stops
shared by more than one route. The training program should identify the reasons
for this requirement noting that some individuals with visual impairments or
other disabilities, such as developmental disabilities, will not be
recognizable to the driver. PAT should also provide training to driver
supervisors and QAO monitors."
of Port Authority of Allegheny County (PAT), Pittsburgh, Pennsylvania, op. cit., pp. 13 and 19 – 20.
Finding: "Of twelve operators interviewed many were
unaware of any requirement for route identification and the remainder
understood the requirement to be limited to making external route announcements
only when they identified a passenger who was blind."
of Sacramento Regional Transit District (RT), Sacramento, California, op. cit., p. 18.
Finding: "Many operators appear to be cognizant of the
need to identify the route to someone who appears to be blind. This practice
can result in operators not identifying routes to many individuals with visual
impairments or other disabilities, who do not appear to be blind, such as
individuals with cognitive disabilities. In general, operators interviewed
appeared to be unaware of the ADA requirements to identify routes."
Recommendation: "It is recommended that MTA's training
program instruct LRT operators and bus drivers to identify routes to all waiting passengers at stops shared
by more than one route."
of Maryland Mass Transit Administration (MTA), Baltimore, Maryland, op. cit., p. 20.
[9] In many ADA
compliance reviews, including these eight, FTA found that transit agencies have not consistently implemented the route identification requirement. Finding: "KCATA does not require operators to identify
their route to customers waiting at stops shared by more than one route. In
Subsection D of the Disability Awareness Section of its Metro Operator
Training Manual and Resource Guide, KCATA requests operators to
announce, outside their bus, their route number at transfer points and bus
stops serviced by other routes."
Finding: "Of 12 operators interviewed, none understood the requirement to make route
announcements at stops shared by more than one route so that people who are
blind, have low vision, or cognitive disabilities which prevent them from
identifying the bus can identify the route."
Finding: "The review team observed only one route
announcement in 68 observations."
Recommendation: "KCATA must require operators to
identify their route to customers waiting at stops shared by more than one
route. Procedures should be revised accordingly."
Recommendation: "KCATA should revise its operator
training to ensure that operators understand the requirement to make route
announcements at any stop shared by more than one route."
Recommendation: "KCATA should implement the automated route
announcement component of its automated announcer system as expeditiously as
of Kansas City Transportation Authority (KCATA), Kansas City, Missouri, op. cit., pp. 18 – 19 and 33 – 34.
Finding: "No external stop announcements were made at
ten bus stops shared by multiple routes for any of the 78 buses observed. The bus route was not identified to waiting
passengers at 121 stops shared by
other routes while riding on 17 bus
Finding: "No external announcements and one internal
announcement were made at 49-shared
stops on 6 observed trips on the LRT
System. It appears that MTA's practice is to announce trip destinations to
passengers on the vehicle at the last outbound stop shared by the two LRT
Routes. This practice requires individuals with a visual impairment or other
disability to transfer from one train to another during their trip."
individuals with cognitive disabilities. In general, operators interviewed appeared
to be unaware of the ADA requirements to identify routes."
Finding: "Route identification by operators does not
appear to be monitored by MTA."
Recommendation: "It is recommended that all management
and supervisory personnel and operators be briefed and trained in the ADA
requirements to identify routes."
Recommendation: "It is recommended that MTA establish
a regular, consistent program to monitor route identification to permit
accurate identification of performance and to support remedial action for
violations. MTA may want to consider hiring temporary personnel to prevent easy
identification of monitors by operators. It is recommended that monitoring be sufficient to review each operator at least once per year."
of Maryland Mass Transit Administration (MTA), Baltimore, Maryland, op. cit., pp. 20 and 21.
Finding: "Bus operators did not appear to be making
external stop announcements at the time of the on-site assessment. Of the 110 situations where an external
announcement should have been made, only 9 were
Recommendation: "Training materials and policy manuals
should be modified to more clearly describe the requirements for external
identification. Specifically, the practice of identifying the route and
destination at transfer locations should not be limited to times when someone
has a white cane or guide dog. Many disabilities, including visual impairments,
are not always apparent."
Recommendation: "The MBTA should re-train personnel
Recommendation: "Monitoring external announcements
should be incorporated into the Bus Announcement Monitoring Program."
Finding: "Riders with visual impairments report a wide
variance in the extent to which routes are identified, possibly because of
reliance on driver's judgement to recognize people with visual impairments."
Finding: "Operators did not appear to be making
external stop announcements at the time of the on-site assessment. In 70 situations where an external announcement
should have been made, none were observed."
Recommendation: "It is recommended that RT revise its
Operators manual and District Guide to clearly describe its procedures
regarding route identification. The policy should clearly identify procedures
that provide a means by which an individual with a visual impairment or other
disability can identify the proper vehicle to enter, or be identified to the
vehicle operator as a person seeking a ride on a particular route, where
vehicles for more than one route serve the same stop."
training program for operators to instruct drivers in procedures for route
Recommendation: "It is recommended that RT's
monitoring procedures be revised to include observations of external route
identification and that a remedial procedure for failure to make external route
announcements be established."
of Sacramento Regional Transit District (RT), Sacramento, California, op. cit., pp. 18 – 19.
Finding: "The assessment team found that 23% of the 179 drivers observed at 12 different times
made route/vehicle identification announcements. Of those, 57% were automated bus announcements."
Recommendation: "It is recommended that training
materials and policy manuals be modified to more clearly describe the
requirements for external route identification. Specifically, the practice of
identifying the route and destination at transfer locations should not be
limited to times when a waiting passenger has a white cane or guide dog. Many
persons with disabilities, including those with developmental disabilities and
some visual impairments, are not always apparent."
Recommendation: "It is recommended that monitoring
external announcements be incorporated into the Quality Control Monitoring
external stop announcements at the time of the on-site assessment. In 44 situations where an external announcement
Recommendation: "An external announcement/bus
identification policy should be added to CATA's Work Rules and training
Recommendation: "A renewed effort to inform operators
of this policy and then to monitor operator performance should be undertaken by
CATA."
of Capital Area Transportation Authority (CATA), Lansing, Michigan, Assessment of Stop Announcement and Route Identification Efforts, Summary of Observations, conducted April 3 – 5, 2000, Final Report dated November 21, 2000, p. 15, available at www.fta.dot.gov/civilrights/ada/civil_rights_3899.html.
Finding: "PAT's procedures, as expressed in the ‘Americans
with Disabilities Act, Educational Manual and Reference Guide,' appear to
instruct drivers to announce route number and destination only to passengers
who have visual impairments or appear to need assistance. In instances where
individuals with visual impairments or other disability are not recognized as
such by the driver, and the driver fails to identify the route, the individual
may be unable to identify the correct vehicle to enter. PAT's procedures could
result in failure to identify routes to individuals with visual impairments or
other disabilities."
Finding: "Supervisors appear to be unclear as to the
requirement to identify routes to customers waiting at bus stops that are
served by multiple routes. In at least one garage, drivers are not instructed
to make external announcements."
Recommendation: "It is recommended that PAT consider
revising its policy regarding route identification to require drivers to
announce route number and destination to waiting passengers at all stops shared
by more than one route. Such an approach would assure that all passengers with
disabilities are able to identify the proper vehicle to enter."
Recommendation: "It is recommended that PAT's training
program, including supplemental ADA training, emphasize the need for drivers to
identify routes to all waiting
passengers at stops shared by more than one route. The training program should identify the reasons for this
requirement noting that some individuals with visual impairments or other disabilities,
such as developmental disabilities, will not be recognizable to the driver. PAT
should also provide training to driver supervisors and QAO monitors."
Recommendation: "Upon completion of
training/retraining of all drivers in revised route identification requirements
it is recommended that monitors carefully record driver performance on QAO
reports and that the information be entered into a central monitoring
Recommendation: "It is recommended that PAT address
failure of drivers to identify routes to waiting passengers at stops shared by
multiple routes with retraining and/or progressive driver discipline as
of Port Authority of Allegheny County (PAT), Pittsburgh, Pennsylvania, op. cit., pp. 19 and 20.
Finding: "The assessment team found that while some
drivers were making route identification announcements during the boarding
process, there were no external route identifications made to waiting
passengers at stops served by more than one route, as required by the US DOT
ADA Regulations."
Recommendation: "It is recommended that Pace require
external announcements identifying the route be made by all drivers at all
stops served by more than one route."
Recommendation: "It is recommended that Pace retrain
personnel with respect to the requirement for route/vehicle identification. The
list being developed for use with the new IBS automated announcement system
should be used to train drivers."
of Pace Suburban Bus Division of the Regional Transportation Authority (PACE),
Arlington Heights, Illinois, Summary of
Observations, Assessment of Stop Announcement and Route Identification Efforts
& Assessment of Lift Reliability and Maintenance, conducted July 22 – 25, 2002, Final Report dated
March 4, 2003, pp. 20 – 21, available
at www.fta.dot.gov/civilrights/ada/civil_rights_3899.html.
[10] Some of the
issues discussed in this section are summarized from Easter Seals Project
ACTION, Resource Guide to Effective
Approaches for Increasing Stop Announcements and Route Identification by
Transit Operators, Washington D.C., June 2009,
[11] In several ADA
compliance reviews, including these three, FTA found that transit agency stop
announcement policies did not adequately address the requirement for stop
announcements to be made at intervals along the route sufficient to permit
people with disabilities to be oriented to their location. At times, other
required categories of stop announcements were also not implemented properly.
Finding: "The average (mean) interval between
announcements exceeded five minutes on 16 (28 percent) of the route segments observed by the review team, and the
average interval between announcements was between three and five minutes on 13 (22 percent) of the route segments."
Finding: "For the 44 route segments observed with automated announcements, the average interval
between stop announcements exceeded three minutes on 26 (59 percent) of the route segments."
Finding: "The interval between stop announcements
exceeded three minutes on all of the routes relying upon operators to make
voice announcements. Of the 14 routes
with inoperable automated stop announcement systems, operators made voice
announcements on only three (21 percent)."
Finding: "The stop lists used by KCATA do not appear
to adequately address DOT regulatory requirements to announce stops at
transfers to other routes and to announce stops sufficiently to orientate
passengers. A comparison of KCATA's automated and operator stop lists to lists
developed by review team for eight sample routes indicates that many stops
where multiple routes converge, diverge, or cross and stops at turns on routes,
are not included on KCATA's lists."
Finding: "In Subsection D of the Disability Awareness
Section of its Metro Operator Training Manual and Resource Guide, KCATA
requires its operators to announce transfer points and destination points on
fixed routes. Operators are required to ‘announce stops upon the request of a
person with a disability'. The ADA
requires that stops be announced sufficiently to permit individuals with visual
impairments or other disabilities (observable or hidden) to be oriented to
Recommendation: "KCATA should review and revise its
automated stop list to include all stops where different bus routes converge,
diverge, or cross and stops located after the route turns from one street to
of Kansas City Transportation Authority (KCATA), Kansas City, Missouri, op. cit., pp. 18, 29, and 30.
Finding: "Although it is MTA's policy to announce
stops at transfer points, major intersections, and destination points, the
policy does not include announcement of stops at sufficient intervals along the
route to orient passengers as required by 49 CFR 37.167 (b)."
Finding: "The stop announcement lists included in the
Stop Announcement Book appear to include most transfer points with other fixed routes and other major intersections
and destination points. However, based on a sample of suburban routes, stop
lists do not appear to include stops at intervals along the route sufficient to
permit individuals with visual impairments or other disabilities to be oriented
to their location."
sufficient intervals along the route to orient passengers, as required by 49 CFR 37.167 (b), and expand its written
policies to apply to all fixed route, rail and contracted private carrier bus
services, in addition to MTA operated bus service. The revised policy should
emphasize that stop announcements are required for compliance with the ADA."
of Maryland Mass Transit Administration (MTA), Baltimore, Maryland, op. cit., pp. 13, 14, and 15.
Finding: "The stop lists appear to be missing some
transfer points; appear to be inconsistent from route to route; and appear to
have long distances between some stops. As a result, transit riders with visual
impairments or other disabilities may have difficulty in locating transfer
points and orienting themselves to their location."
Recommendation: "It is recommended that RT's route
announcement stop lists be reviewed and revised to assure that lists include
all transfer points with other fixed routes, and intervals along the route
sufficient to permit individuals with visual impairments or other disabilities
to be oriented to their location, as well as other major intersections and
destination points."
of Sacramento Regional Transit District (RT), Sacramento, California, op. cit., pp. 13 – 14.
[12] In this ADA
compliance review, FTA found that stops announced by the automated system were
not consistent with driver announcements.
Finding: "The list of stops to be announced by the
automated system appears to be inconsistent with the list of stops to be
announced that is provided to operators. Based on a review of eight routes, 92 stops were common to both lists of
stops. There were an additional 75 stops on the operator lists that were not included on the automated list and 26 stops on the automated list that were not
on the operator list."
Recommendation: "KCATA should revise the stop lists
issued to operators to make them consistent with the automated stop lists."
of Kansas City Transportation Authority (KCATA), Kansas City, Missouri, op. cit., pp. 29 – 30.
[13] Some of the issues discussed in
this section are summarized from Easter Seals Project ACTION, Resource Guide to
Effective Approaches for Increasing Stop Announcements and Route Identification
by Transit Operators, op. cit., pp. 31
[14] Easter Seals
Project ACTION, Resource Guide to Effective Approaches for Increasing Stop
Announcements and Route Identification by Transit Operators, op. cit., pp. 29 – 30.
[15] In some ADA
compliance reviews, including these six, FTA addressed stop lists. In the first
review, FTA lauded the transit agency stop lists. In the others, FTA found
problems related to the preparation and use of stop lists.
Finding: "The ‘Route Announcement' lists prepared by
CATA with consumer input appear to include major stops and sufficient stops for
riders to remain oriented as to their location."
of Capital Area Transportation Authority (CATA), Lansing, Michigan, op. cit., p. 11.
Finding: "MTA does not require operators to announce
all of the stops on its stop list but rather leaves it up to each driver to
determine which stops to call to meet MTA's policy. In the absence of a
requirement for drivers to announce specific stops it can be very difficult to
hold drivers accountable for stop announcement performance."
procedures to implement the stop calling policy to specifically require calling
out all stops on MTA's stop list."
Recommendation: "It is recommended that stop lists be
distributed to drivers with each new work schedule and that lists be made
available to operators at each bus division."
of Maryland Mass Transit Administration (MTA), Baltimore, Maryland, op. cit., pp. 13 and 15.
Finding: "The stop announcement lists contained in the ADA Announcement Handbooks do not appear to meet the requirements of the
ADA regulations. Many appear to be missing stops that should be included. The #700 series fixed routes operated by private
carriers do not have stop announcement lists."
of Massachusetts Bay Transportation Authority (MBTA), Boston, Massachusetts, op. cit., pp. I-1-20 and I-1-21.
Finding: "Bus drivers do not have a list of stops that
are to be announced. Instead, SEPTA's procedure is to call out all stops within
Center City and at major intersections, activity centers, and transfer points. The
absence of stop lists can result in inconsistency in announcing stops and confusion
to customers who are visually impaired. Stop lists are being prepared for each
route for the automated stop announcement system. Consumers were involved in
the development of the automated system to determine appropriate audio levels
for on-board announcements."
Pennsylvania, op. cit., pp. 26 – 27.
are to be announced. Instead, Pace instructs its drivers to call out stops at
major intersections, at transfer points, and at major destinations. The absence
of stop lists can result in inconsistency in announcing stops and potential
confusion for riders."
Recommendation: "It is recommended that Pace's
procedures be revised to require operators to announce all stops on the lists
being developed for the IBS automated system when operating buses that do not
yet have the automated system. This will improve uniformity of stop
announcements, and eliminate inconsistencies among drivers, thereby making it
easier for customers to orient themselves."
Arlington Heights, Illinois, op. cit., p. 16.
Finding: "Some drivers indicated that stop lists were
not readily available. Supervisors indicated that it is PAT's practice to
provide stop lists to drivers at each driver work schedule change but this
practice had been temporarily suspended during transition to a new bus stop
inventory system."
of Port Authority of Allegheny County (PAT), Pittsburgh, Pennsylvania, op. cit., p. 13.
[16] Several FTA ADA compliance
reviews, including these two, have found problems with transit agencies keeping
stop lists current.
Finding: "KCATA issues a list of stops to be
announced, with changes as they occur, to operators in a ring-bound handbook. Road
Supervisors, who are responsible for field location of bus stops, are
responsible for reporting changes to schedulers, who maintain the stop lists. According
to KCATA managers, road supervisors do not always report stop changes. This can
result in inaccurate stop lists."
Recommendation: "KCATA should require road supervisors
and all other employees who change bus stop locations to report such changes in
a timely fashion to the scheduling department for inclusion in the HASTUS database."
of Kansas City Transportation Authority (KCATA), Kansas City, Missouri, op. cit., pp. 18 – 19.
Finding: "MTA has stop lists developed by the Training
Department. The stop list is in the form of a book, which is updated yearly or
less frequently because of printing costs. As a result the stop lists for many
routes is out of date. Also, the current book is missing a number of routes. MTA
is also developing stop lists to support its automated stop announcement
Recommendation: "It is recommended that MTA consider
updating stop announcement lists individually for each route as service changes
take place. Use of individual sheets for each route rather than use of a book
with all routes can make it easier to maintain current stop lists and avoid
costly and time consuming printing of a complete book each time a route change
of Maryland Mass Transit Administration (MTA), Baltimore, Maryland, op. cit., pp. 14 and 15.
[17] Many FTA ADA compliance reviews,
including these five, found problems with stop announcements being sufficiently
Finding: "Voice announcements made without
amplification often were not audible or clear."
Finding: "PA announcements sometimes were difficult to
understand or ‘scratchy.'"
Recommendation: "PA systems should be repaired or
replaced and kept in good working condition so that drivers may use them and be
heard when announcing stops on fixed route buses. Further, PA systems on rapid
transit/subway and commuter rail should be upgraded so that drivers are more
easily understood and there is less static."
Finding: "Stop announcements on buses were
significantly more audible when the PA system was used than when unassisted
voice was used to make the announcements. The PA system was used on 15 (33%) of the 45 bus trips observed by the assessment team. In the 13 observations when the bus PA system was
used, stop announcements were audible 11 (85%)
times. Of 25 stop announcements made
on buses by unassisted voice 13 were
audible 9 were somewhat audible and 3 were inaudible."
Finding: "On 12 LRT trips the PA system was audible 7 times (58%) and somewhat audible 4 times (33%)."
of using the PA system, when available, to make stop announcements, be emphasized
to operators by both trainers and transportation supervisors."
Recommendation: "It is recommended that the
performance of the PA equipment for buses be assessed to assure its reliability
given the apparent high level of required maintenance."
Recommendation: "It is recommended that the PA
equipment used on LRVs be reviewed to improve the audibility of stop
amplification by drivers were sometimes not audible or clear. On three of the
ten routes where voice announcements were observed, the announcements were not
clear and audible."
Recommendation: "Options for being able to activate
and use a PA system to amplify voice announcements should be explored. This
should be explored for existing buses as well as for future purchases. CATA
staff noted that 10 newer buses might be able to be easily modified to allow
the PA system to be used separate from the DataGuide system."
of Capital Area Transportation Authority (CATA), Lansing, Michigan, op. cit., pp. 11 – 12.
Finding: "Fourteen (56%)
of the stop announcements that were made were made by unassisted voice. Ten (40%) were made using the PA system. Ninety-three
percent of the voice announcements were audible while 50% of the announcements using the PA were audible."
Port Authority of Allegheny County (PAT), Pittsburgh, Pennsylvania, op. cit., p.
Finding: "On 3 bus
trips (9%) some stops were announced
and the announcements were audible. On 4 bus
trips (12%) some stops were announced
and the announcements were somewhat audible. On 4
(67%) of the observed MARC commuter rail trips, all stops were announced
and were audible. Also on 4 (31%) of
the Metro rapid rail trips and 4 (27%)
of the LRT trips all stops were announced and were audible."
Finding: "For those trips on which at least some
announcements were made, announcements were audible on all 6 (100%) of the MARC trips, on 67% of the LRT, 43% of MTA bus trips, and 36% of METRO trips."
of Maryland Mass Transit Administration (MTA), Baltimore, Maryland, op. cit., p. 13.
[18] U.S. Access Board, Draft
Revisions to the ADA Accessibility Guidelines for Buses and Vans, § T705, available at www.access-board.gov/vguidedraft2.htm (Notice
of Availability at 73 Fed. Reg. 69592 (Nov. 19,
2008)). The U.S. Access Board is currently in an extended process of
drafting and receiving public comment on proposed revisions to ADA
accessibility guidelines for vehicles used to provide designated and specified
public transportation. The first draft of such updated vehicle guidelines was
released on April 11, 2007. Following
public comment on that first draft, the second draft (cited here) was released
on November 19, 2008. A formal Notice
of Proposed Rulemaking (NPRM) will then be issued, leading to promulgation of a
final rule after comments to the NPRM are analyzed.
[19] Easter Seals
Project ACTION, Resource Guide to
by Transit Operators, op. cit., p. 25.
[20]Easter Seals
[21] Several FTA ADA
compliance reviews, including this one, found that drivers did not make stop
announcements when the automated system was malfunctioning.
Finding: "Drivers were observed to not consistently
make voice announcements when the automated system was not functioning. Voice
announcements were observed for only 74 of
the 436 stops that were not announced
Recommendation: "CATA should re-emphasize the need for
operators to provide manual back up should the automated system fail to
completely and accurately announce stops. Specific guidance for operators
detailing the circumstances under which voice announcements should be made
should be developed. This guidance should be incorporated into the Work Rules
and into training materials."
[22] Several FTA ADA
compliance reviews, including the four below, found problems with automated
stop announcement systems. Also, the National Council on Disability found a
number of problems with automated announcement technology, including
intentional disabling of the system or turning down of the volume by drivers,
and improper triggering of announcements at the wrong time. National Council on
Disability, The Current State of
Transportation For People With Disabilities in the United States, June 13, 2005, pp. 27
Finding: "CDTA managers have noted vandalism on the speaker
wires for the internal bus speakers. Based on the location of these wires, they
believe that drivers may have cut the wires."
Recommendation: "CDTA should consider more aggressive
discipline of its drivers for failing to announce stops or make route
identifications."
of Capital District Transportation Authority, Albany, New York, Review of Stop Announcement and Route
Identification Efforts, conducted March 27 – 30, 2006, Final Report dated February 7, 2006 [sic], p. 16, available at www.fta.dot.gov/civilrights/ada/civil_rights_3899.html.
Finding: "Stop announcements outside of downtown
Kansas City made by the automated system are often made too close or even after
the bus stop. In calibrating the time when the automated system makes the stop
announcements, KCATA does not appear to fully account for the higher speeds
that buses are traveling outside of downtown Kansas City."
Finding: "There appears to be a large number of
vehicles with automated stop announcement systems that are either not turned on
or are not reported and recorded as needing repair. The automated stop
announcement equipment was not working on 14
(24 percent) of the 58 buses
observed. Assuming the same failure rate for all KCATA vehicles, approximately 53 of the approximately 220 buses used in daily service will have
inoperable automated announcement systems. … An average of 10.6 automated stop announcement systems are
repaired per week or 2 or 3 repairs
per day. The discrepancy between 53 inoperable
systems and two to three daily repairs indicates that many systems are either
operational and not turned on properly, or inoperable and not reported and
recorded as in need of repair."
Finding: "About half of the operators were not aware
that the buses had a public address system that could be used for voice
Recommendation: "KCATA should review the timing of
stop announcements made by the automated system, particularly outside downtown
Kansas City, so that they are made sufficiently early for a passenger to signal
a stop request and for the operator to make the stop safely."
Recommendation: "KCATA should establish a procedure to
monitor operator inspections of automated stop announcement systems. Spot checks
of vehicles by road supervisors or inspections by starters or mechanics after
pull-in are two possible methods for spot checks. Operators who fail to
properly inspect and report problems should be subject to remedial action as a
means of improving reporting of automated systems that are not operating
Recommendation: "KCATA should train and re-train its
operators in the proper use of the public address system."
of Kansas City Transportation Authority (KCATA), Kansas City, Missouri, op. cit., pp. 30 – 31.
Finding: "Automated announcements, using synthesized,
computer-generated speech, were not always clear. On two of the five routes
where automated announcements were observed, the announcements could not be
clearly understood by the reviewers and on one route the announcements could be
understood only some of the time."
Finding: "Only 1 out
of 8 observed automated stop announcement equipped buses was working
properly. The new automated stop announcement system is currently being phased
into operation. Accuracy is expected to improve as system corrections are made.
The stop announcements are sometimes made in the wrong location."
Recommendation: "It is recommended that PAT fully test
the automated stop announcement system before final acceptance from the
equipment supplier to assure that stops are called at the correct location. An
alternative procedure to use of the automated system for stop announcements in
the CBD should be implemented if the automated system proves unreliable in this
area. MTA should be prepared to quickly implement a back-up procedure, such as
driver voice announcements, if needed."
of Port Authority of Allegheny County (PAT), Pittsburgh, Pennsylvania, op. cit., pp. 14 and 15.
[23] Easter Seals
Project ACTION, Resource Guide to Effective
Transit Operators, op. cit., p. 37. [24] Easter Seals
by Transit Operators, op. cit., p. 38.
[25] Several FTA ADA
compliance reviews, including these two, found problems with maintenance of
Finding: "Two of twelve operators interviewed said
that they report a malfunctioning public address system when identified; the
other ten operators said that they do not."
of Kansas City Transportation Authority (KCATA), Kansas City, Missouri, op. cit., p. 30.
Finding: "Based upon driver interviews, it appears
that approximately half of the gooseneck PAs on older buses are working."
Finding: "Neither the MTA Vehicle Report nor the
checklist for Major Inspections, specifically includes PAs among the vehicle
systems to be inspected."
Finding: "It does not appear that defective PAs are
recorded into a maintenance tracking system at the time that a defect is first
observed and that the time required for repair is recorded."
Recommendation: "It is recommended that PA systems be
added to the checklist on both the Vehicle Report and the checklist for Major
Inspections; and that operators and maintenance personnel be instructed to test
PAs and report defective systems."
Recommendation: "It is recommended that defective PAs
be recorded in a maintenance tracking system at the time that a defect is first
observed and that the repair be tracked in that system."
[26] In several FTA ADA compliance
reviews, including this one, FTA found that instead of identifying the bus
route to all waiting passengers at every stop, drivers stopped only in response
to waiting passengers who signaled their interest in boarding. Finding: "A number of operators were observed stopping
only in response to a signal from waiting customers."
Recommendation: "In addition to monitoring driver
performance for making route announcements and disciplining operators for
failing to make route announcements … KCATA should implement monitoring and
discipline to address operator failure to stop where people are waiting at the
bus stop."
of Kansas City Transportation Authority (KCATA), Kansas City, Missouri, op. cit., p. 34.
[27] U.S. Access
Board, Draft Revisions to the ADA Accessibility Guidelines for Buses and Vans, § T704, available at www.access-board.gov/vguidedraft2.htm (Notice
of Availability at 73 Fed. Reg. 69592 (Nov.
19, 2008)), op.
[28] Easter Seals Project ACTION, Resource Guide to Effective Approaches for
Increasing Stop Announcements and Route Identification by Transit Operators,
[29] Easter Seals
by Transit Operators, op. cit., p. 19.
[30] Easter Seals
by Transit Operators, op. cit., p. 28.
[31] Easter Seals
by Transit Operators, op. cit., p. 24.
[32] National Council on
Transportation For People With Disabilities in the United States, June 13, 2005, pp. 97 – 99.
[33] This
DOT regulation for Section 504 of the Rehabilitation Act of 1973, another disability rights law. Part 27,
which is formally cited as 49 C.F.R.
Part 27, is available at www.fta.dot.gov/civilrights/ada/civil_rights_3907.html.
The reporting requirement is at 49
C.F.R. § 27.13(b), 49 C.F.R. Subpart C, §§
27.121 – 27.129. [34] Federal Transit Administration
Office of Civil Rights, Rider Complaint
Form, available at www.fta.dot.gov/civilrights/ada/civil_rights_3889.html.
[35] Several FTA ADA
compliance reviews, including these three, found a lack of detailed written
policies to address each ADA stop announcement and route identification
Finding: "RT policies and procedures regarding stop
announcements as presented in RT's Operator's Manual and District Guide to ADA
Regulations contain some inconsistencies and are not fully consistent with the
language in the regulations."
Finding: "RT policies and procedures, as described in
the Operator's Manual and District Guide, do not appear to be clear and could
be construed to limit stop identification by the operator to situations in
which a person who appears to be blind is waiting for a vehicle or to instances
in which the vehicle is equipped with an external PA system."
Recommendation: "It is recommended that RT review and
revise its Operators Manual, District Guide to ADA Regulations and other
document that present RT's stop announcement policies and procedures in order
to make clear that stops are to be announced in accordance with 49 CFR Section 37.167. The revised language
and materials should be consistently presented in driver training."
of Sacramento Regional Transit District (RT), Sacramento, California, op. cit., pp. 13 – 14 and 18 – 19.
Finding: "The ADA requirement for route identification
does not appear to be included in Pace policy notices and training materials."
some with visual impairments, are not always recognizable."
Arlington Heights, Illinois, op. cit.,
pp. 20 – 21.
Finding: "MTA policies do not appear to reflect the
ADA requirement to identify transit routes to passengers waiting at stops
served by more than one route. MTA Managers appear to be unaware or unclear as
to the requirement to identify routes to customers."
Recommendation: "It is recommended that MTA revise or
clarify its policy to include identification of routes to waiting passengers at
bus and LRT stops shared by more than one route in accordance with 49 CFR 37.167(c). These policy revisions
should be included in MTA work rules as appropriate."
[36] Many FTA ADA compliance
reviews, including these six, addressed transit agency monitoring and
discipline in the area of stop announcement and route identification. In the
first two compliance reviews, FTA lauded the transit agency stop announcement
and/or route identification monitoring and disciplinary efforts, in whole or in
part. In the others, FTA identified deficiencies.
Finding: "Contracted ride checkers appear to be
effective in identifying drivers who are not making stop announcements. RT used
contracted ride checkers to monitor approximately 300 bus trips made by its 350 drivers in 1999. Ride checkers
identified 89 drivers who failed to
make stop announcements."
Finding: "RT appeared to aggressively discipline
drivers who failed to make stop announcements. Through a progressive discipline
program, 64 drivers who failed to make
stop announcements were reprimanded, 22 were
suspended and 3 were terminated."
Recommendation: "It is recommended that RT continue
its progressive discipline program coupled with retraining, for failure to make
stop announcements."
progressive discipline program also be applied for failure to use the PA system
on buses."
Recommendation: "It is recommended that RT consider
implementing a program to provide positive feedback to bus drivers who properly
announce stops."
of Sacramento Regional Transit District (RT), Sacramento, California, op. cit., pp. 14 – 15.
Finding: "Pace has developed an extensive
service-monitoring program that, among other things, evaluates whether stop
announcements are being made. From July 2000 through
June 2001, the monitors cited 371 drivers for failing to make stop
announcements or not using the PA."
Finding: "Pace does not monitor drivers for compliance
with the ADA route identification requirements."
Recommendation: "It is recommended that Pace continue
its monitoring program. Once the stop announcement lists have been put into
effect, the monitoring staff should evaluate stop announcement practices based
on whether drivers are announcing all stops on the list."
external announcements be incorporated into the Service Monitoring Program."
Federal Transit Administration ADA Compliance Review of
Pace Suburban Bus Division of the Regional Transportation Authority (PACE),
pp. 16, 20, and 21.
Finding: "KCATA does not monitor operator performance
in making route announcements at stops shared by more than one route."
Finding: "It appears that KCATA does not include
failure to make route announcements at stops shared by more than one route in
its operator discipline and remediation program."
Recommendation: "KCATA should include operator
performance in making route announcements at stops shared by more than one
route in its operator monitoring programs."
Recommendation: "KCATA should include failure to make
route announcements at stops shared by more than one route in its operator
discipline and remediation program."
of Kansas City Transportation Authority (KCATA), Kansas City, Missouri, op. cit., pp. 18 and 19.
Finding: "Although MTA conducts some operator
performance monitoring, the agency does not appear to monitor bus stop
announcements sufficiently to measure operator performance."
Finding: "There is no category for stop announcements
in MTA's complaint tracking reports."
Finding: "MTA has a five-step progressive discipline
program. Records of discipline violations and remedial actions are not tracked
in a central system. The absence of a central tracking system makes it
difficult to assess MTA's remediation for stop announcement violations."
a regular, consistent program to monitor bus stop announcements to permit
accurate identification of performance and support remedial action for
identification of monitors by operators. It is recommended that monitoring be
sufficient to review each operator at least once per year."
Recommendation: "It is recommended that MTA's
complaint tracking system explicitly include stop announcements."
Recommendation: "It is recommended that discipline
violations and remedial actions be tracked in a central system to track
follow-up on stop announcement violations. If operator confidentiality is an
issue in designing such a system, operator identification could be suppressed
in summary performance reports."
of Maryland Mass Transit Administration (MTA), Baltimore, Maryland, op. cit., pp. 14 – 16. Finding: "The Quality Control Section of SEPTA does
not currently monitor compliance with the ADA route identification requirement."
Finding: "It appears that Quality Assurance Monitors
may be overstating the number of drivers who are making stop announcements. PAT
reported 61% of drivers making all
stop announcements verses 15% observed
by the assessment team."
Finding: "It appears that some observations of stop
announcements by Quality Assurance Monitors may not be entered into the QAO
Reporting Systems. The number of entries for no stop announcements is far below
what would be expected based upon assessment team observations."
Finding: "While PAT appears to do a good job of
commending drivers who make stop announcements, it appears that PAT takes
limited remedial action with drivers who fail to make stop announcements. PAT
took no action with 64 of 67 drivers
who made no stop announcements at West Mifflin Garage in 1999."
Recommendation: "It is recommended that QAO reports
from monitors be entered into a tracking system before distribution to garages
for remedial action."
of Port Authority of Allegheny County (PAT), Pittsburgh, Pennsylvania, op. cit., pp. 14 – 16. [37] Easter Seals Project ACTION, Resource Guide to Effective Approaches for
Increasing Stop Announcements and Route Identification by Transit Operators, op. cit., p. 54. [38] This
DOT regulation for Section 504 of the
Rehabilitation Act of 1973, another
disability rights law. Part 27, which
is formally cited as 49 C.F.R. Part 27, is available at www.fta.dot.gov/civilrights/ada/civil_rights_3907.html.
C.F.R. § 27.13(b), 49 C.F.R. Subpart C, §§ 27.121 – 27.129.
[3] A Letter of Finding from the Federal Transit Administration Office of Civil Rights stated in 2003, "Where the failure to call stops is a systemic problem with low rates of calling out stops, and the person with the disability cannot use the system, the transit system must make that rider ADA Complementary Paratransit eligible. This is so until such time as the problem is remedied and the system becomes accessible."
[4] Many FTA ADA compliance reviews, including these six, found a variety of difficulties with implementation of the ADA stop announcement requirements on both bus and rail vehicles.
[5] This Topic Guide discusses the transportation provisions of the Americans with Disabilities Act Department of Transportation (DOT) regulation at 49 C.F.R. §§ 37.167(b) and (c), and 49 C.F.R. Part 37, App. D, § 37.167, available at
/ada/civil_rights_3899.html.
[6] Fixed route transit systems are those that operate along prescribed routes according to fixed schedules, in contrast to demand response transit service, in which a vehicle is dispatched or routed in response to a potential rider's request. For example, Read full endnote below
[7] Several FTA ADA compliance reviews, including these three, addressed stop announcement deficiencies on the train.
[8] In these three FTA ADA compliance reviews, vehicle operators believed that the ADA stop announcement and/or route identification requirements applied only when they could identify a rider who is blind or has a vision impairment.
Read full endnote below [9] In many ADA compliance reviews, including these eight, FTA found that transit agencies have not consistently implemented the route identification requirement. Read full endnote below
[10] Some of the issues discussed in this section are summarized from Easter Seals Project ACTION, Resource Guide to Effective Approaches for Increasing Stop Announcements and Route Identification by Transit Operators, Washington D.C., June 2009, p. 9.
[11] In several ADA compliance reviews, including these three, FTA found that transit agency stop announcement policies did not adequately address the requirement for stop announcements to be made at intervals along the route sufficient to permit people with disabilities to be oriented to their location. At times, other required categories of stop announcements were also not implemented properly. Read full endnote below
[12] In this ADA compliance review, FTA found that stops announced by the automated system were not consistent with driver announcements.
[13] Some of the issues discussed in this section are summarized from Easter Seals Project ACTION, Resource Guide to Effective Approaches for Increasing Stop Announcements and Route Identification by Transit Operators, op. cit., pp. 31 – 34.
[14] Easter Seals Project ACTION, Resource Guide to Effective Approaches for Increasing Stop Announcements and Route Identification by Transit Operators, op. cit., pp. 29 – 30.
[15] In some ADA compliance reviews, including these six, FTA addressed stop lists. In the first review, FTA lauded the transit agency stop lists. In the others, FTA found problems related to the preparation and use of stop lists.
[16] Several FTA ADA compliance reviews, including these two, have found problems with transit agencies keeping stop lists current.
[17] Many FTA ADA compliance reviews, including these five, found problems with stop announcements being sufficiently audible.
[18] U.S. Access Board, Draft Revisions to the ADA Accessibility Guidelines for Buses and Vans, § T705, available at
www.access-board.gov/vguidedraft2.htm (Notice of Availability at 73 Fed. Reg. 69592 (Nov. 19, 2008)). The U.S. Access Board is currently in an extended process
[19] Easter Seals Project ACTION, Resource Guide to Effective Approaches for Increasing Stop Announcements and Route Identification by Transit Operators, op. cit., p. 25.
[20] Easter Seals Project ACTION, Resource Guide to Effective Approaches for Increasing Stop Announcements and Route Identification by Transit Operators, op. cit., p. 25.
[21] Several FTA ADA compliance reviews, including this one, found that drivers did not make stop announcements when the automated system was malfunctioning.
[22] Several FTA ADA compliance reviews, including the four below, found problems with automated stop announcement systems. Read full endnote below
[23] Easter Seals Project ACTION, Resource Guide to Effective Approaches for Increasing Stop Announcements and Route Identification by Transit Operators, op. cit., p. 37. [24] Easter Seals Project ACTION, Resource Guide to Effective Approaches for Increasing Stop Announcements and Route Identification by Transit Operators, op. cit., p. 38.
[25] Several FTA ADA compliance reviews, including these two, found problems with maintenance of public address systems.
[26] In several FTA ADA compliance reviews, including this one, FTA found that instead of identifying the bus route to all waiting passengers at every stop, drivers stopped only in response to waiting passengers who signaled their interest in boarding. Read full endnote below
[27] U.S. Access Board, Draft Revisions to the ADA Accessibility Guidelines for Buses and Vans, § T704, available at
www.access-board.gov/vguidedraft2.htm (Notice of Availability at 73 Fed. Reg. 69592 (Nov. 19, 2008)), op. cit.
[28] Easter Seals Project ACTION, Resource Guide to Effective Approaches for Increasing Stop Announcements and Route Identification by Transit Operators, op. cit., p. 34.
[29] Easter Seals Project ACTION, Resource Guide to Effective Approaches for Increasing Stop Announcements and Route Identification by Transit Operators, op. cit., p. 19.
[30] Easter Seals Project ACTION, Resource Guide to Effective Approaches for Increasing Stop Announcements and Route Identification by Transit Operators, op. cit., p. 28.
[32] National Council on Disability, Read full endnote below
[33] This requirement is not in the DOT ADA regulation, but rather in what is called Part 27. Part 27 contains other transit agency obligations including the DOT regulation for Section 504 of the Rehabilitation Act of 1973, another disability rights law. Part 27, which is formally cited as 49 C.F.R. Part 27, is available at
[34] Federal Transit Administration Office of Civil Rights,
[35] Several FTA ADA compliance reviews, including these three, found a lack of detailed written policies to address each ADA stop announcement and route identification requirement.
[36] Many FTA ADA compliance reviews, including these six, addressed transit agency monitoring and discipline in the area of stop announcement and route identification. In the first two compliance reviews, FTA lauded the transit agency stop announcement and/or route identification monitoring and disciplinary efforts, in whole or in part. In the others, FTA identified deficiencies.
[37] Easter Seals Project ACTION, Resource Guide to Effective Approaches for Increasing Stop Announcements and Route Identification by Transit Operators, op. cit., p. 54.
[38] This requirement is not in the DOT ADA regulation, but rather in what is called Part 27. Part 27 contains other transit agency obligations including the DOT regulation for Section 504 of the Rehabilitation Act of 1973, another disability rights law. Part 27, which is formally cited as 49 C.F.R. Part 27, is available at www.fta.dot.gov/civilrights
/ada/civil_rights_3907.html