Permanent Citizens Advisory Comittee to the MTA

South Ferry station platform

On October 9^th, PCAC Research Associate Karyl Berger and Ken Stewart, President of the Metropolitan Council of Low Vision Individuals, met with New York City Transit personnel on the subject of accessible subway station signage.  Both Ms. Berger and Mr. Stewart have significant vision loss and feel strongly that to be truly effective, placement of signage and choice of wording must be done in a consistent manner throughout the subway system.

The session, which took place at NYC Transit offices at 2 Broadway, was attended by Helen Hartman and Sam Forde, Office of ADA Compliance, Capital Program Management, and Vicky Fischer and Herbert Shonhaut, Station Signage under the Department of Subways.  The group’s discussion focused on Braille and raised-character (tactile) presentations, and ideal placement for these special formats.  Appropriate placement of more conventional, high-contrast (white characters on black background) signs with matt finish to minimize mischievous reflections, were noted too.  The group also discussed ideas for placement of signage where a partially sighted customer can approach them close up.  In addition, Ms. Berger and Mr. Stewart stressed the importance of making the language of the signage consistent and easy to understand. 

Stairs at South Ferry station

After the sit-down discussion, the group did a walk-through of the recently opened South Ferry station which serves as the southern terminus for the 1 Line and the Whitehall Street station that serves the R Line and is the southern terminus for the W Line.  These two stations are connected by an upper level mezzanine.  Mr. Stewart pointed out spots on walls immediately adjacent to stairways that are ideal for placing information about what can be reached via the particular stairway.  These locations include the bottom right for those about to go up the stairs, and the top right for customers who are descending.  The ideal accessible signage would offer the same information that is presented to the sighted public on the overhead sign typically found just above a stairway.  Ms. Fischer expressed concern that a customer pausing to read these signs could impede the movement of customers who are ascending or descending behind that person.  

Escalator at South Ferry station

Mr. Stewart also pointed out that at the base of an escalator that goes from the South Ferry platform to the mezzanine, there is no wall, column or other flat surface on which to mount accessible signage that provides the same information shown on the sign hanging above the escalator.  The group had a lengthy discussion regarding viable solutions.  Mr. Stewart advocated for the addition of a stanchion to hold the needed accessible signage.  Mr. Stewart also described an alternative solution which would be to mount the needed signage on the outer face of the escalator or stairway which would face the platform edge.  Mr. Stewart compared this situation to a similar one at the renovated Stillwell Avenue station where a pedestrian bridge serves several platforms that are in an open area with no walls or columns.  One proposed solution is to attach a vertical pole set back a bit but mounted to the stair railing’s vertical supports, upon which the accessible signage could be placed.  

During the visit, Ms. Berger and Mr. Stewart cited examples of elements in the station that worked well, such as conspicuous stair noses and those that were not helpful, such as stairs with no markings.  Yellow noses at the front edge of grey stair treads are not easily seen by all vision impaired customers, but stairs with shiny metal noses were commended. The meeting was productive for all in attendance and New York City Transit has definitely made strides in improving accessible signage in the subway system. 

On a related note, at the December meeting of New York City Transit’s ADA Coordinating Compliance Committee, the members heard an extensive presentation from Uday Durg, New York City Transit’s project manager who oversaw the building of the South Ferry station and John Montemorano, New York City Transit’s Director of Station Signage, who went through the various signs that are featured at this new station.  Some of the concerns that were raised at the October meeting were again mentioned.  It was made clear by some of the December meeting participants that making a station accessible for the physically disabled is different that making it accessible for persons with low or no vision.  Hopefully the issues that have been raised in regards to signage will be taken into account for any new stations that will be built, including the stations for the Second Avenue subway and the 7 Line Extension

DesignLine ECO Saver IV hybrid electric bus

On August 26th, 2009, members of the NYCTRC and the disabled community were invited by New York City Transit to tour a new environmentally friendly bus manufactured by DesignLine of Charlotte, NC.  This new bus, the ECO Saver IV, is a hybrid electric 42-footer that’s much quieter and has lower emissions than other buses.  It is being rolled out in a pilot program on 42nd Street in Manhattan (M42). 

Two wheelchairs create a narrow aisle

While the energy efficient features of this bus are laudable, the interior seating arrangement and proportions posed problems for people who went through.  At left it can be seen that with the two wheelchair spaces occupied the aisle becomes uncomfortably narrow.  NYCTRC members Edith Prentiss (right) and Trudy Mason (center) discuss the challenge of someone trying to pass through, especially if they are carrying bags or a baby stroller. 

High step at the back door of the ECO Saver IV bus

Another feature that presented a problem was the high step at the back door.  Council member Trudy Mason pointed out that often the buses cannot make the curb and riders must take a long step down onto the street.  If the rider is carrying packages or a child, then the disembarkment becomes even more difficult.   

Other issues were the rather high two steps into the rear section of the bus and the low head room over the seats there.

The NYCTRC will continue to monitor the program and press for changes to the interior to better serve the riders, particularly those with disabilities. 

It should be noted, too, that visually impaired riders actually do not like the quiet buses.  They rely on the noise of the motor to alert them to the presence of the bus.

On Monday, June 1, Karyl Berger, PCAC Research Associate, participated in New York City Transit’s Subway Track Education Program (STEP) at the New York City Transit Museum in Downtown Brooklyn. This goal of this program is to educate users and or potential users of the subway system who are blind or visually impaired about the subway tracks if they should fall onto the track bed.

The class was hosted by Helen Hartmann, NYCT Associate Staff Analyst – Office of ADA Compliance, and James Fortin, NYCT Maintenance Supervisor II (Track Instructor) – Workforce Development. The class was attended by 15 participants including adults and students who have limited to no vision.

This program began in 1995 under the name The Rapid Transit Accessible Travel Project. It was taken over by the ADA Compliance Office in 2004. To date 418 people have gone through the training at the NY Transit Museum. To sign up for this program contact the NYCT ADA Compliance Office @ 646-252-3053.

In anticipation of the opening of the new Citi Field stadium, New York City Transit (NYCT) has now added a ramp at the Mets-Willets Point station to the side platform (Flushing-bound, south side) which connects to the street level.  On game days and for special events at Citi Field the subway doors will open to both the center and side platforms (90 minutes before and 90 minutes after the game or event).   After the game, passengers using the ramp will have to take the subway one stop to the Flushing-Main Street station and either stay on board or transfer to the next rain leaving for Manhattan.

While some people in the disabled community complained about the added stop of the return trip, most are pleased that at last persons in wheelchairs can take the subway to the stadium.

It should be noted that the Mets-Willets Point station has previously not been accessible.  It is not a “key” station, i.e., not required under the ADA settlement of 1992  to be made accessible; nor has it had enough weekday ridership (it ranks 394th out of 422 stations complexes) to warrant  the significant investment it would take to make the station fully accessible.