AMERICAN COUNCIL OF THE BLIND

PEDESTRIAN SAFETY

FACT SHEET

THE PROBLEM

*The volume of motor traffic continues to increase, while the design and operation of traffic control systems become ever more complex in order to move increasing volumes of traffic more quickly.

* Exclusive left turn cycles, uncontrolled right turn channels are increasingly used.

These turning movements cross the pedestrian path, their timing cannot be anticipated by the blind pedestrian and their sound obscures the directional cues from straight-through traffic.

* Blind pedestrians judge traffic by sound, whether they travel with a white cane or with a guide dog, while those with low vision supplement visual cues with sound cues, too.

* The sound cues provided by traffic no longer tell enough about when it is appropriate to cross an intersection. This is because traffic signals for vehicles are less and less often accompanied by automated walk signals

* On a per-mile basis, walking is more dangerous than driving, flying, or riding a bus or train.

* More than 4906 pedestrians were killed in traffic accidents in 1999

* There were 85,000 pedestrians injured

* People who are blind or visually impaired are disproportionately represented in the pedestrian population.

* On average, just 1% of funds spent in states on safety projects are directed at pedestrian safety despite the fact that, nationwide, approximately 12 percent of traffic deaths and serious injuries were to pedestrians.

* With the baby boom generation in America fast approaching their retirement years - and living longer, we can expect a significant increase in the number of Americans who are blind or visually impaired.

* By age 65, one in nine people experience vision loss that cannot be corrected by lenses.

* By age 80, it is one in four.

* By the year 2015, we can expect a further 50% growth in the population of blind Americans.

THE SOLUTION

*Manufacturers have developed pedestrian audible pedestrian signals (APS) that emit a low audible locator tone to alert a blind pedestrian that a crosswalk signal is nearby.

* Pushing the walk button activates a walk cycle, which lasts for a set length of time sufficient to allow an average person to safely cross a street.

* The walk cycle in most cases lasts longer than a green light not activated by the push button.

* When the walk cycle begins, the visible red sign flashes on, and an audible tone or voice, slightly louder than the locator tone, immediately alerts the individual that the walk cycle is on.

* Thus, sighted and blind persons receive the same information that the walk cycle has begun.

The implementation by municipal, county, state and federal governments of a policy on the location and operation of audible pedestrian signals that makes provision for the safety of blind and visually impaired pedestrians which is ergonomically appropriate, effective and comparable to that provided to other pedestrians, by giving blind and visually impaired pedestrians the same information about when it is safe and legal to cross an intersection.

CONCLUSION

All pedestrians are at risk in the ever expanding and complex world of the automobile.

As the American population ages, more pedestrians will be exposed to the serious risk of death or injury.

Thus, pedestrian signals can and should be made accessible for pedestrians who are blind or visually impaired. It is time for modification to related components of design and operation to actualize the nation's commitment to its pedestrian citizens.

FOR FURTHER INFORMATION

The American Council of the Blind has printed a Pedestrian Safety Handbook, used by ACB's 67 affiliates throughout the country. The handbook includes articles defining the problem, model language for pedestrian safety legislation, descriptions of available accessible traffic signals, and other advocacy information.

AMERICAN COUNCIL OF THE BLIND

1155 15TH STREET NW, SUITE 1004

WASHINGTON, DC 20005

PHONE: (202) 467-5081

PHONE: (202) 467-5085