Towards A Barrier Free Enviroment

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PREFACE Everydayjourneys to work, shopping and leisure can be a very real
source of stress and pain for those who are partially sighted, elder-
ly or who have some other form of mobility handicap. The
Guidelines on Providing for People with a Mobility Handicap
published by the Institution in 1986 have been instrumental in
promoting a greater awareness amongengineers, planners, archi-
tects and others ofthe problems ofthese people in their daily lives
and how conditions can be improved.
Common sense and attention to detail remain an important
element of goodpractice while improving infrastructure for those
with a mobility handicapwill benefit everyone. The past 5 years
have, however, provided experience with the earlier Guidelines
and have seen the publication ofother advice and the carrying out
of fundamental research into the subject. This material has been
considered and much has been incorporated into the revised doc-
ument which has been retitled to reflect the ultimate objective —
"Reducing Mobility Handicaps — Towards a Barrier-Free
Environment".
The Institution commends these Guidelines to all local authori-

ties, developers, transport operators and others involved in the
provision oftransport infrastructure and facilities. Consultation is
essential and attention is drawn to the AccessibilityPackage and
the desirability ofsome form of auditing ofproposals as suggested
in the appendices.
Finally the Institutionwould like to thank all those who contribut-
ed (individuals and organisations) and to express our thanksto the
members of the Working Partywhich produced thisreport — espe-
cially Marian Williams of the Transport and Road Research
Laboratory for her work on the consultation process and editing
the documentand Anne Dent from Strathclyde Regional Council
for the preparation ofthe drawings and to Wendy Ingram-Smith,
Executive Editor to the Institution.
Working Party Members

William Lee (Chairman) Clarke Bond Partnership (formerly of
Avon County Council)
Kit Mitchell Transport and Road Research
(Joint Chairman) Laboratory
Jill Allen-King National Federation of the Blind and
Partially Sighted
John Dobinson London Borough of Hounslow
Claudia Flanders-Seymer Tripscope
Ann Frye DepartmentofTransport Disability
Unit
Bob Hewett Avon CountyCouncil
Eric Hinkley West Sussex County Council
Roger Hockney Leicestershire County Council
Peter Large Joint Committee on Mobility for
Disabled People
Grahame Lawson Strathclyde Regional Council
Bob Lyon Newcastle Upon Tyne City Council
Tony May University of Leeds
Bert Massie Royal Association for Disability and
Rehabilitation (RADAR)
Tim Parry University ofLeeds
Donald Sabey Planning and Development
Consultant
Tim Shapley Joint Committee on Mobility for
Disabled People
Sue Sharp (Secretariat) DepartmentofTransport Disability
Unit
Tony Shaw London Regional Transport
Edward Stait Transport and Road Research
Laboratory
Las Tempest ManchesterCity CouncillAvon
County Council
John Wagstaff London Regional Transport
Marian Williams Transport and Road Research
Laboratory
LEE, OBE
President
July 1991
© The Institution of Highways and Transportation,

3 Lygon Place, Ebury Street, London SW1W OJS
Telephone 07 1-730 5245 Fax 07 1-730 1628
Registered Charity No 267321
Reducing Mobility Handicaps

IHT REVISED GUIDELINES FOR:
REDUCING MOBILITY
HANDICAPS
TOWARDS A BARRIER-FREE
ENVIRONMENT
CONTENTS PAGE NO
-
INTRODUCTION TOWARDSA BARRIER-FREE
ENVIRONMENT 4
1.1 Setting the scene
1.2 The remit
1.3 Approach to the revision ofthe Guidelines
1.4 Definitions
2 -
MOVEMENT DESIGN STANDARDS 8
2.1 Basic dimensional information
2.2 Footways and footpaths
2.3 Dropped kerbs
2.4 Ramps
2.5 Steps
2.6 Handrails
2.7 Street furniture
2.7.1 General
2.7.2 Lamp columns and signs
2.7.3 Waste bins
2.7.4 Bollards
2.7.5 Seating
2.7.6 Guard rails
2.7.7 Bus shelters
2.7.8 Other street furniture
2.8 Obstructions
2.8.1 Taperingobstructions
2.8.2 Other obstructions
2.9 Toilets
2.10 Lighting
2.11 General and wintermaintenance
2.12 Opportunities and resources
3 PEDESTRIANISED AREAS AND PEDESTRIAN
ADVANTAGESCHEMES 25
3.1 Introduction
3.2 Mobility ranges
3.3 Reaching the centre
3.4 Access and parkingfor Orange Badge holders
3.5 Design
3.6 Changes in level
3.7 Positioning of street furniture and signs
3.8 Nature and conditionofwalking surface
3.9 Pedestrian advantages schemes
3.9.1 Carriageway narrowing-footway widening
3.9.2 Closing or subordination of side streets
3.9.3 Area wide traffic management scheme
3.10 Consultation and auditing
2 Reducing Mobility Handicaps

CONTENTS PAGE NO
4 CROSSING FACILITIES 35
4.1 Pedestriancrossings
4.2 Pedestrianfacilities at traffic signals
4.3 Tactile surfaces
4.4 Pedestrianrefuges
4.5 Underpasses and footbridges
S PARKING 42
5.1 The Orange Badge Scheme
5.2 On-street parking
5.3 Off-street parking
5.4 Pedestrianised areas
5.5 Design ofparkingspaces
5.6 Enforcement
6 PUBLIC TRANSPORT 46
6.1 Introduction
6.2 Planning and coordination
6.3 Light RailTransit
6.4 Vehicles
6.5 Interchanges
6.6 Bus services
6.7 Information
7 INFORMATION, CONSULTATION AND PUBLICITY 51
7.1 Presentation ofinformation
7.2 Consultation
7.3 Signing
7.4 Education and training
7.5 Road safety training
8 GUIDELINES FOR DEVELOPMENT ROADS 56

8.1 Introduction
8.2 Sample clauses for Highway Authority design guides
8.3 Sheltered housing, retirementhouses and housing for
people in wheelchairs
9 -
EXECUTION OF WORKS DUTIES TO DISABLED
PEOPLE 59
9.1 Legal aspects
9.2 General condition— needs ofdisabled people
9.3 Temporary works on the road
9.4 Visual and audible warningon scaffolding
9.5 Reinstatement ofthe site
10 ACCESS TO THE OPEN SPACEAND COUNTRYSIDE 62

Appendix 1 Legislation
Appendix 2 Traffic signs for people with a mobility handicap
Appendix 3 Bibliography
Appendix 4 Organisations to consult
Appendix 5 Current international standards
Appendix 6 Accessibilitypackage
Appendix 7 Auditing provision
INDEX 88
Reducing Mobility Handicaps 3

Chapter 1 INTRODUCTION - TOWARDSA
BARRIER-FREEENVIRONMENT
1.1 Settingthe Over the past two decades, information has become available
scene about the large number of users of roads and public transport
whose problems and preferences had generally been ill-recog-
nised. In the late 1980s a survey by the Office of Population
Censuses and Surveysfound that 142 in every 1000 people aged
16 and over — a total of some 6.2 million adults in Britain — had
physical, sensory or mental handicaps. About 1 in 10 of the adult
population have some form of locomotive handicap. When
account is taken ofthose who are accompanied by small childen,
encumbered by luggage or shopping, temporarily handicapped by
injury or pregnancy, or becomingfrail through normal ageing, it
is estimated that about 10 million people in this country are
mobility handicapped in some way.
People with mobility handicaps had previouslybeen perceived as

belonging to a variety of different and special groups, but in real-
ity their needs in common far outnumber their "special require-
ments". All these people expect, and rightly so, that access be
made easier for them to carry out social, recreational and business
activities. Furthermore, better mobility enables people to contin-
ue to live independently and possibly remain in employment, and
avoids the need to provide institutional care or to take services to
people in their homes. This can save large amounts of public
expenditure as well as permitting people to live more satisfying
lives.
The needs of people with mobility handicaps present a challenge

to all engineers, planners and architects, and to all providers of
transport and the built environment. Shaping transport to meet
the needs of people with mobility handicaps not only helps such
people but, through better design, leads to systems and infras-
tructure that are easier to use and safer for everybody.
In 1986 the Institution of Highways and Transportation pub-
lished "Guidelines Providing for People with a Mobility
Handicap".This booklet, which provided practical advice, partic-
ularly on the design and maintenance of infrastructure to meet
the needs of people with mobility handicaps, has been very suc-
cessful. By the end of 1990 some 2600 copies had been sold and
the application of the guidelines could be seen in almost every
built area of Britain. When the firstedition of the Guidelines was
written it was recognised that detailed information did not exist
on some ofthe topics on which guidance was required. In the past
five years much new information has been obtainedand is incor-
porated in this second edition of the Guidelines.
But first ofall, what is "Mobility Handicap"? It can be — and usu-
ally is — something as familiar as having to cope with children,
shopping or luggage (with or without the aid of push-chairs
andiorwheeled trolleys). It can mean the long-term and progres-
sive problems of increasing age. It can also mean the temporary,
but by no meansshort-term,difficultiesoccasioned by pregnancy,
or an accident. Other mobility handicaps result from various
kinds of physical, sensory and mental impairments. These can
involve a significant degree ofextra effort, stress, cost and pain in
getting about on the roads and in various modes oftransport.
People with a mobility handicap generally have poorer access to

private transport than those in most households. Nevertheless,
those people most severelydisabled willbe unable to use anyform
oftransport other than the taxi or the private car, whetheras pas-
senger or driver. It is therefore essential that adequate facilitiesare
provided to enable them to gain access by private vehicles as a
vital priority in any scheme.
Engineers, planners, architects and transport operators have, with

encouragement from those acting for people with mobility handi-
caps, been creating better conditions of use in public buildings
and public transport. New London taxis are now required to be
wheelchair accessible and progress is being made in small-occu-
pancyand private vehicles. Some ofthese gains have been partial-
ly nullified by barriers created by unsuitable footways, street
crossings, pedestrianised areas, car parks and transport inter-
changes. There remains the task of ensuring that access to, as well
as conditions within, buildings and the various modes oftransport
is readily available and takes accountofthe constraints which peo-
ple with mobility handicaps experience. Members of the
Institutionof Highways and Transportionare in an ideal position
to use good design and maintenance practices to establish a less
hostile environment for people with mobility handicaps, and this
second edition of these Guidelines has been prepared to offer
assistance.
In devoting these Guidelines to the current and future needs of

those with a mobility handicap, the Institution of Highways and
Transportationrecognises that society and not simply individuals
should make adjustments. By assisting people with disabilities to
negotiate the built environment almost everybody will benefit
from better designed, better maintained and safer infrastructure.
It is important, however, to recognise that what can be achievedis
often constrained by local conditions and that not all the recom-
mendations of these Guidelines can be fully achieved in every
scheme. Nevertheless, even in these cases it is always possible to
recognise the principles behind the Guidelines and do as much as
possible to minimise the problems experienced by people with
mobility handicaps.
Opportunities for the application of these Guidelines range from
major redevelopments or schemes on greenfield sites to minor
junctionimprovements and routine footway maintenance. In the
former cases the best results can be achieved at lowest cost if the
needs of people with mobility handicaps are considered from the
start of planning, and if an advisory group of people with disabil-
ities and local Access and Mobility Officers are consulted
throughoutthe planning, design and construction of the scheme.
Countyand District Engineers are strongly recommended to con-
sider the appointment of a specialist officer in their Departments
to make sure that the requirements of people with disabilities are
properly considered (see 7.2). Where this has been done it has
been very effective.
In the case ofminorschemes it needspeople to be alertto the pos-
sibilityof making improvements in the course ofother works, and
again the advice of people with impairments and mobility officers
will be helpful, probably in the form of local policy guidelines
rather than detailed consultation on individual minor schemes.
1.2 The remit The remit for the first edition of the Guidelines was to review
existing guidance on providing for the various forms of disability

in relation to the use ofroadsand transport,bringing them togeth-
er in one publication, filling any gaps seen to exist, and making
recommendations for good practice. This was carried out by a
Working Party chaired by Mr.N.W. Lee, of the Institution of
Highways and Transportation (IHT), (formerly of Avon County
Council and now Clarke Bond Partnership). The revision of the
Guidelines has been carried out by a larger Working Party, jointly
chaired by Mr Lee and Dr C G B Mitchell of the Transport and
Road Research Laboratory (TRRL), the remit to update the
Guidelines in the light of experience since the first edition was
published and ofresearch results obtained since then.
1.3 Approach to The first edition of the Guidelines was reviewed by the Working
therevision ofthe Party to identify areas for revision or extension, and newtopicsfor
Guidelines inclusion. Individual chapters or parts of chapters were then
allocated to members or groups ofmembers of the Working Party
for rewriting. The revised Guidelines were initially reviewed by
the Working Party and then circulated widely for comments
from Local Authorities, Professional Institutions, Disability
Organisations, Transport Operatorsand other organisations and
individuals who might contribute. The many commentsand sug-
gestions received were incorporated into the Guidelines before the
final text was agreed by the Working Party.
Since 1986 there has been significant progress in providing for

people with mobilityhandicaps, and experience from thisprogress
has been includedin the Guidelines. One aspectofthisexperience
is the general appreciation that improving infrastructure for peo-
ple with mobility handicaps almost always improves it for every-
body. Another is that, despite the wide variety of handicaps,
improvements for one groupusually helps othergroups. There are
a few exceptions, of which the most significant is probably the
conflicting requirements of visually impaired people for kerbs, as
signals of the edge of footways, and of people in wheelchairs for
flush surfaces. These Guidelines address such issues and indicate
possible solutions.
There has been a general tendency for the revised Guidelines to

recommend slightly more generous space standards and some-
what shallower gradients than the first edition. This is in part
because experience has shown that the earlier recommendations
were too demanding of people with disabilities and in part
because of the increasing use of large electric wheelchairs and
pavement vehicles, which require more space. The Working Party
considered it better to recommend standards that are those
required, and leave the designers of particular schemes to com-
promise if this is unavoidable, rather than to publish standards
that were less than satisfactory.
The timing of the revised Guidelines is appropriate in two

respects. Firstly, the British Standards Institution is currently
revising BS 5810 "Code of Practice for Access for the Disabled to
Buildings", which complements these Guidelines. Secondly, a
research project forTRRL has been completed by the Institute for
Transport Studies, University of Leeds, on the ergonomic
requirements of disabled people in pedestrian areas (footways,
footpaths and pedestrianised areas). Results from this, and from
similar work in South Australia (see Appendix 5) were available
for inclusion in the Guidelines.

1.4 Definitions Many people use the terms "disability" and "handicap" inter-
changeably but it is essential to make clear distinctions:-
(a) disability: reductionin the ability of the body to carry out its
functions;
(b) handicap: restrictions on normal activities of life. Thus,

installing a ramp to give access to a building does nothing to
reduce somone's "disability" but it does reduce the "handicap"
which would otherwise be imposed on them;
(c) disabled people: people with a physical, sensory or mental

impairment which affects their mobility;
(d) ambulant disabledpeople: disabled people who are ableto

walk, but who may depend on artificial limbs, calipers, sticks,
crutches, or walking aids;
(e) wheelchair users: disabled people who depend on a

wheelchair for mobility, whetherindependentor assisted.
Mobility problems can cut across thesedistinctions. For example,

a person suffering from arthritis who can only walk on level
ground may have a greater mobility handicapthan a fit user of a
wheelchair, disabled as a result of a lower regional spinal injury.
Reducing Mobility Handicap 7

Chapter 2 MOVEMENT - DESIGNSTANDARDS
2.1 Basic The dimensions given below should include almost all people
dimensional with mobility handicaps. However, there is much more variation
information among disabled people than among able bodied people, so
inevitably the dimensions given below will be exceeded by a few
individuals. For example, someone in a wheelchair with a leg in
plaster will typically need a length of 1500mm for a wheelchair
space. It should be noted that a facility which requires a reach
height of greater that 1385mm could exclude some wheelchair
users. Similarly,the dimensions given cover all the standard types
ofwheelchair, but a few individuals need special designs that may
be wider or longer. In any case, pavement vehicles (large electric
outdoor wheelchairs that can also be driven on roads) will be larg-
er (width about 800mm) and less manoeuvrable (turning circle
4.3Sm), and may therefore need special consideration.
Thefollowingbasic data show the actual lengths or widths ofpeo-
ple and equipment and the clearance lengths and clear outdoor
passage widths needed for those same people and equipment
(indoor passage widths are given in BS5810).
Minimumpassage width— stickuser 750mm
Minimumpassage width— double crutch user 900mm
Minimumpassage width— adult and child 1100mm
Minimumpassage width— adult plus helper 1200mm
Minimumpassage width— adult plus guide dog 1100mm
n.b Minimum passage widthincludes doorways
Double doors might need to be split to the proportion 2/3:1/3, to
provide a clear passage.
12nm 750mm 9CEmm 1 ltXlmm

.4 .4- — —-—-
Fig.2.1Passage widths for different people
Length of pram plus pusher 900mm

Length of 95th percentile wheelchair 1140mm
Lengthofwheelchair plus pusher 1750mm
Lengthof space for wheelchair 1250mm
Lengthof adult plus guide dog 1500mm
Lengthofpowered scooter 1270mm
Length of electric pavement vehicle (average) 1400mm
Width of double pushchair 1000mm
Width of wheelchair (with elbows) 900mm
Width of 95th percentile wheelchair (excludingelbows) 670mm
Width of electric pavement vehicleor scooter 800mm
w-cI
Fig 2.2 Typical lengths andwidths ofpeople and equipment

(All dimensions in millimetres)
Footnote: 95th percentile dimensions are the dimensionsonly exceeded by one wheelchairin 20
HEAD HEIGHT
EYE HEIGHT
REACHHEIGHT
LEG HEIGHT
•0
FOOT REST
OVER ELBOWS
— —— —
1575
Fig 2.3 Heights and turningcirclesof wheelchairs and seated people

(Note — Dimensions may vary for specialtypesofchairincluding electrically-powered.All dimensionsin
millimetres)
Eye level ofwheelchair user 1265mm

Seated height ofwheelchair user 1300-1385mm
Turning circle — manual wheelchair 1575mm
(also small electric)
Turning circle — outdoorelectricwheelchair2420mm
Turning circle — electric pavement vehicle 4350mm
Appendix 5 summarises a number of key dimensions from various

national standards or guidelines.

2.2 Footways and The distinctionbetweena footway and a footpathis that a footway
footpaths (commonly called "the pavement") is the portion of a highway
adjacentto, or contiguous with, the carriagewayon which there is
public right ofway on foot. A footpathhas no contiguous carriage-
way (see Fig 2.4). Where reference is madeto one, it can generally
be regarded as applying to the other for design purposes, unless
specified otherwise.
The ideal footway is well-lit, presenting a firm, even, well-drained
surface (avoiding steep crossfalls) that is non-slip in wet and dry
weather. Joints should be closed and flush to prevent the trapping
of small wheels and canes. Sudden or irregular changes in gradi-
ent should be avoided as well as all objects impairing free passage.
Irregular surfaces can pose substantial mobility problems, but it is
difficult to quantify irregularity. Recent research suggests that
design and maintenance of surfaces should aim to avoid gaps
greater than 10mm wide extending over morethan 3m length per
10m2 of surface. Chamfered edges to blocks are acceptable pro-
vided that this maximum gap requirement is observed, but
unchamfered blocks are preferred. Small unitpaving (less than or
equal to 300mm square) causes fewer mobility problems than
large paving, and may be cheaper when assessed on a whole life
cost basis. The same research found that average undulationsin
excess of 5mm created difficulty for disabled people (see section
3.8). This implies that individual vertical steps or undulations
should be less than 10mm although this has not been proved by
research. These are more demanding standardsthan many Local
Authorities currently aim to achieve. Surfaces should not become
excessively slippery when wet and dry friction should be in the
range 35 to 45.
The minimum obstacle free footway width should be 1800mm
but wherever possible a minimum width of 2000mm should be
maintained, to allow, say, a wheelchair and a pram to pass each
other. Widths should increase to 3000mm at bus stops and
3500mm to 4500mm at shops. The minimum width at local
restrictions should not be less than 1350mm, and the absolute
minimum at local restrictions or obstacles should be 900mm.
Such obstructions should be groupedin a logical and regular pat-
tern to assist visually impaired people. The footrest on a
wheelchair requires a minimum ground clearance of 60mm
between the wheels.
In general longitudinal gradients should be limited to 5% (1 in

20) to cater for the self-propelled wheelchair user. This limit of
5% should be set as a design limit for new construction. Where,
because of local site limitations, it is not possible to restrict gradi-
ents to 5% they should only be allowed to exceed 8% (1 in 12),
where this is completely unavoidable. Whenever possible the max-
imum length ofuninterruptedramp between landings should not
exceed the values given in section 2.4.
Crossfall (the gradient across the footway) can make steering any
wheeled vehicle extremely difficult. Research has indicated that
crossfalls in excess of l% cause difficulty for 20% of wheelchair
users and ambulatory disabled people. Conversely engineers
argue that a crossfall of 2.5Db is needed to provide adequate
drainage. Ideally crossfall should never exceed 2.5% (1 in 40),
although this will not be possible where ramps are constructed
across the whole width ofthe footway (see Fig 2.6).

Covers and gratings should be non-slip, flush with the footway
surface, and be suchthat openings are not morethan 13mm wide.
Gratings and slot type drainage should be sited away from pedes-
trian flows and perpendicular to the main line ofpedestrianflows
so as not to trap small wheels.
FOOIWAYS AND FOOTPATHS

1) TO BE RPM, NON-SUP
At',D WELl. LAID
2) EDGES To BE DEFINED
3) OVERHANGING OBJECTS
SHOULD NOT ENCROACH
/ S
Fig 2.4— Footway and footpathdimensions
Reinstatements should be carefully carried out with a view to

retaining the integrity of the footway surface (see section 9.5).
Steep slopes or drops at the rear of footways should have a

100mm edging upstand as a safeguard for wheelchair users and
people with prams and to act as a warning "tapping rail" for cane
users. A handrail or post and rail fence 1000mmhigh should also
be considered in such locations. Any freestanding handrail should
be complemented by a tapping rail or similar device, the lower
edge ofwhich shouldbe not morethan 300mm above the walking
surface.
In commonly used pedestrian areas, restingplacesshould be pro-

vided at intervals not greater than lOOm. Similarly, seats should
be provided at all bus stops and shelterswherever possible (see
section 6.6). It is helpful to people with sight problems iftheseand
other amenity areas adjacent to footways and pedestrian routes
are picked out in contrasting colours.
Where it is necessaryto provide staggered barriers across footways
and footpaths in order to prevent conflict with other forms oftraf-
fic (for example, at junctions with main roads) such barriers
should be constructed of vertical bar sections 1.2m high and
coloured to contrast with their surroundings. An offset between
the two barriersof l.2m allows wheelchairs and pushchairs con-
venient passage but discourages the riding of bicycles (see Fig
2.5).

1800
1200
A
'1200
* 1200
1800
BARRIER 1200 HIGH
WTTH CONTRAS11NG COLOUR
Fig 2.5 Staggeredbarrier layout for footpaths and footways

Experimental trials in public places of tactile pavement markings

to give messages to visually impaired people are in progress.
Messages include hazard and amenity warnings and guidance
paths. The work is being carried out by Cranfield Institute of
Technology for the Transport and Road Research Laboratory,
and a contractors report should be available mid-1991.
The subject of shared cycle routes can be a contentious one, par-

ticularly amongpeople who are elderly or who have impaired sight
or hearing for whom a bicycle passing without warning causes
greatunease. The use of a paintedline of segregation is perceived
by some people as a potential danger, and should be avoided
where possible. Positive demarcation by a physical barrier or a
kerb is preferred, provided that suitable means of crossing are
incorporated for people in wheelchairs or with prams. However,
when introducing physical segregation regard must be had to the
minimum footway width requirements. Local consultation for the
installation of shared routes is essential.
The Institution of Highways and Transportation's Guidelines

'Providing for the Cyclist' adviseon goodpractice. Departmentof
Transport advice for shared routes is contained in LTN 1/89,
'Making Way for Cyclists' (in Scotland Cycling Advice Note
1/89). DepartmentofTransport advice for the installation oftac-
tile surfaces for the guidance ofvisually impaired people on a seg-
regated shared pedestrianlcycleway is contained in Traffic
Advisory Leaflet 4/90, 'Tactile Markings for Segregated Shared
Use by Cyclists and Pedestrians'.
2.3 DroppedKerbs For many groups of people kerbs present substantial barriersto
mobility. This is self-evidentfor people usingwheelchairs or push-

ingprams,but also applies to people with walkingdifficultieswho
use sticks or crutches. For all these groups,provision of dropped
kerbs at all crossing points would probably be the most beneficial
single improvement to assist mobility. Theyshouldwherever pos-
sible be provided at all pedestrian crossing points, e.g at traffic
light controlled junctions, at other junctions, side roads and at
locations where access is neededto and from the footway, such as
parking areas.
At side roads, where vision lines permititto be done, the dropped

kerbs should be set up the side road out of the direct line of the
footway ofthe main road. Thisis to prevent blind people walking
into the side road withoutrealising it. It is important to prevent
vehicular parking across the inset droppedkerb. Road sign 1026.1
(DepartmentofTransport Traffic Signs Manual), which requires
authorisation from the Department of Transport, may, and
preferably should, be used across a dropped kerb at side roads
(Appendix 3) to prevent vehicles from parking.
In the design of dropped kerbs the interest of both visually

impaired people and wheelchair users need to be taken into
account. Visually impaired people require some physical indica-
tion ofthe edge ofthe footway to avoid walkingunaware on to the
carriageway. On the otherhand, wheelchairuserscan findit phys-
ically impossible to surmount any obstacle at all and there is also
a danger of tipping the wheelchair or prolonging the users' expo-
sure to traffic; with some medical conditions even a smalljolt can
cause acute pain. Some ambulant disabled people also benefit
from the absence ofa kerb, as do people with other wheeled vehi-
cles such as pushchairs and shopping trolleys.
A dropped kerb flush with the carriageway should be provided at

crossing points, together with an indication of its presence for
people with impaired vision. To assist visuallyimpaired people to
find a crossing, it is recommended that tactile surfaces be provid-
ed at all Zebra and Pelican crossings and at all junctions con-
trolled by traffic signals that include a pedestrian phase operated
by a push button unit. Tactile surfaces should be as described in
section 4.3. Detailed guidance on the installation at major cross-
ings of dropped kerbs and tactile surfaces is contained in
Department of Transports Disability Unit advice note DU/1/91.
At other crossing points it is also important to provide wherever

possible a flush dropped kerb. The same tactile surface should be
used to indicate a flush dropped kerb, although the layout of the
pavingdiffers at theselocations. Details ofthe arrangementofthe
tactile surface at these crossing points are to be promulgated by
the Departmentof Transport.
Where a 2m wide footway is being constructed or completely

renewed, rampsassociated with dropped kerbs shouldextend over
the whole width ofthe footway as in Figure 2.7. Thedropped kerb
should be completely flush with the carriageway. There is no evi-
dence that flush surfaces cause problems with accumulation of
surface water andlor detritus provided that care is taken in con-
struction of the facility and consideration is given to suitable
drainage of the site. Where the footway is at least 3m wide an
unramped im wide minimum area at the back of the footway will
allow easy passage for passing wheelchairs not using the crossing.

FOOIWAV DISHEDOVER THIS AREA
WITHNO ABRUPT CHANGE OF SLOPE
125 x 175mm ANDMAXIMUM GRADIENT OF 8% (1 in 12)
BULLNOSE P.C. KERB
20m
(MIN)*
A +100mm
:--- \7 —
125 X 255rnm— +100mm

HALF BATTER
P.C. KERB
DOUBLE PATTERN
P.C. DROPPER KERB
(125x 2SSrnm-215mm) VEL
DOUBLE PATTERN WHITE liNE MARKINGS
P.C. DROPPER KERB
(125x -
215mm 175mm)
INDICATE AREA TO
BE KEPT CLEAR OF
STATIONARY VEHICLES
Fig 2.6 Droppedkerb details

Note 1. Dimensions ofkerbs reflect commerciallyavailablesizes
Some adjustment to haunchmg will be required to achieve an absolutelyflush kerb
2. White line marking to Diagram 1026.1 ofTraffic Signs Regulations
In locations ofhigh pedestrianflow or where thereis a concentra-

tion of users of wheelchairs/prams, the flush width should be
increased to three kerb lengths minimum. The minimum width
can be reducedto l.Om (or one standard kerb length) adjacent to
areas of car parking reserved for disabled users (see section 5.5)
The edge of the carriageway can be a particular problem at

dropped kerb locations and should be considered carefully. The
concrete block channel can merge visually with the adjacent foot-
path and a strong colour contrast should be considered. Dished
drainage channels can create obstacles.
It is advocated that programmes for dropped kerbs should be set
up in consultation with local disability groups,by:-
(i) identifying locations for developers — principallythrough the
development control process;
(ii) identifying locations on proposed routine maintenance
schemes;
(iii) identifying locations on new schemes;
(iv) identifying pedestrianroutes, in particularat shopping areas
and known concentrations of mobility handicapped people, and
allocating specific capital or revenue monies annually;
(v) investigating specific requests.
Remember
(i) If a dropped kerb is provided on one side of the road, a

dropped kerb must be provided on the opposite side.
(ii) If a disabled person's car parking space is located end-on to
the kerb, a dropped kerb should be provided where it will not be
blocked by parked vehicles.
2.4 Ramps Any external slope with a gradient of more than 5% should be
regarded as a ramp. This includes subways and footbridges. Every
effort should be made to keep longitudinal slopes as shallow as
possible, and whenever practical to achieve a slope of 5% or less.
Where this cannot be achieved, the maximum gradient should
never exceed 8% (1 in 12), and even this gradient causes difficul-
ties for many disabled people including those in powered
wheelchairs. Ramps should be provided with handrails alongboth
sides and should be not more than 6m long betweenlevel resting
platforms.
General site conditions sometimes dictate that gradients on foot-
ways and footpaths are greater than those recommended for
ramps and it will not always be possible to provide handrails as
recommended for ramps. The same general principles should be
observed and where lengths exceed the recommendations, consid-
eration should be given to providing 1350mm x 1350mmresting
platforms (1800mm x 1800mm preferred) adjacent to the foot-
way at lOm intervals.
Iframps steeper than 8% are completely unavoidable, they should
be limited to a length ofno more than 3m. Ramps should be com-
plemented by separate flights of steps, as manypeople have more
difficulty coping with ramps than steps, particularly when
descending.
Steppedramps are short lengths oframp interspersed with steps.

It must be recognised that stepped ramps are unmanageable for
wheelchair users and can cause acute difficulties for elderly and
ambulant disabled people. They should not provide the sole
means ofpedestrianaccess unless no alternative exists.
Ramps should be 2000mm wide to permit wheelchairs to pass.
Over short lengths a minimum width of 1350mm can be accept-
ed.
2.5 Steps Where flights ofsteps are included in a footway or footpath, pro-
vision should be made for a complementary ramped route (5%
gradient).
COWUSED TACTiLE S1ACEAT

TOP ANDBOTTOMOF STAJT5
Fig 2.7 Flight ofstepswith handrail

(For claritynear handrail omitted. All dimensionsin millimetres)
N.B. White or coloured nosings on all steps.
NO OVERHANGING NOSING
Risers should be between 100mm and 150mm high, with a pre-
ferred height of 130nun. Open risers should be avoided. Treads
should be 300mm wide and non-slip. Nosings should be splayed
or rounded to a 6mm radius without overhang, and should be
colourcontrastedfrom the rest ofthe step.
The maximum rise of a flight of steps should be 1200mm, all

steps being uniform. Resting areas should be a minimum of
1200mm x 1200mm (1800mm length preferred). There should
be a minimum of three steps in a flight. The minimum width of
stairs between handrails should be not less than 1200mm.
Handrails should be provided on both sides of a flight of stairs.

Additional handrails may be necessary on wide flights of steps.
Handrails should be set at a height of 850mm above the nose of
a step. Handrail dimensions are described in section 2.6.
Blindand partially sighted people may have problems at flights of

steps. There should be a tactile and colour change at the top and
bottom of a flight of steps to signal its presence and the top and
bottom risers and treads should be emphasised by the use of con-
trasting colours. Care should be taken to ensure that flights of
steps are well lit. Nosings should be colour contrasted from the
rest of the steps. Balustrades or cross rails should be installed
where sides are open.
2.6 Handrails People with frail or arthritic hands have difficulty in gripping
objects. The most comfortable sections for handrails are round
sections between 45mm and 50mm in diameter and there should
be a gap of45mm between the rail and the wall (see Fig 2.8).
Handrails should be set 900mm above a ramp and 850mm above

the nose of a step. The end of anyhandrail should extend at least
300mm horizontally beyond the top and bottom of the steps or
ramps. There should be a positive end to the handrailor it should
return into the wall. Some authorities insert a stud into the
handrail above the firstand last stepsto identify them to blindand
partially sighted people. Also contrasting colours make handrails
more conspicuous. A second handrail of about 600mm above
step nosings can be useful for children.
2.7 Street furniture 2.7.1 GENERAL
There is a legal duty on highway authorities to have regard to the

needs of disabled and blind people in the placing of pavement
obstructions such as lamp posts, bollards, traffic signs and other
apparatus(Appendix 1). Any piece ofstreet furniture is a physical
obstruction and should be located where possible to preserve a
2000nun obstacle-free footway width. Street furniture should be
reducedto a minimum and carefullygrouped away from pedestri-
ans' desired lines of movement. The colour of street furniture
should contrast with surrounding objects to help visuallyimpaired
people. Colours such as yellow and orange are helpful to visually
impaired people but black against a light background also pro-
vides a good contrast. Sharp edges are a danger. The objective
should be to make such street furniture as is necessary "people
friendly", for example by the use of rubberised materials, and
rounded corners.
2.7.2. LAMP COLUMNSAND SIGNSAND TELEGRAPH
POLES
The best way to avoid these obstructions is to mount lamps and

signs on walls or buildings. This may require wayleaves to be
sought. The next best option is to site lamp columns, telegraph
poles and sign poles at the back ofthe footway as near to the prop-
erty line as possible, (say a maximum of 275mm from property
line to outer edge of pole) although due consideration must be
given to problems associated with building maintenance or secu-
rity. A third option is to locate poles in a grass verge between the
footway and the carriageway. Alternatively, poles can be sited
close to the kerb, which is the positionpreferred by the National
Federation of the Blind (though, unless carefully sited, this can
leadto difficultiesfor openingvehicle doorsand dangerfor people
alighting from buses).
Traffic signs need to be conspicuous to be effective,which usually

means that one edge should be close to the kerb. The Traffic
Signs Manual recommends that signs should be set at least
450mm from the edge of the carriageway, increased to 600mm
where there is severe camber or crossfall (and indeed no object
should be located closer than 450mm from the kerb). Signposts
should be slenderto avoid concealing pedestrians.
Reduction of sign clutter by grouping on common poles has long

been considered of both environmental and economic benefit. It
should also be borne in mind that it is a greatassistance to people
with a mobility handicapto reduce the number of obstacles.
Consideration should be given to side-hanging signs with a single

pole to minimise the number of poles. However, when a second
pole is required for a sign, one ofthe poles should be provided at
the back ofthe footway, the sign beingfixed to channels bridging
the two poles. The clear distance between two sign poles should
be not less than 1000mm and should be suchthat no pole is locat-
ed in the centre of the footway. The minimum mountingheight
recommended in the Traffic Signs Manualof 2100mm should be
strictly observed and a minimum height of 2500mm is preferred,
provided that signs remain conspicuous to road users.
Traffic sign poles are usually coloured grey whilst lighting

columns are usually painted in unobtrusive colours such as silver,
blue, green, grey or black. Thiscan mean that people with a visual
handicaphave difficultyin detecting the obstruction. The Traffic
SignsRegulations and General Directions 1981 givediscretion for
highway authorities to mark on traffic signal poles a white band
140mm to 160mmwide with the lower edge at a height of 1.5m
to 1.7m above the ground to assist partially sighted pedestrians.
This actionis strongly recommended.
Footnote:
1. In Scotland, wayleavesare not required. Notice is served in terms ofsection
35(5) of the Roads (Scotland) Act 1984. Propertyowners have the right of
appeal to the Sheriff. In England and Wales some authorities consider that the
powerto place signs on the highway obviates the needfor a Wayleavewhether
or not on a wall.
2.7.3 WASTE BINS
Bins, when attached to lamp columns or poles, should face the

line ofpedestrianflow to avoid intrusion into the paths of pedes-
trians. They should be positioned 1300mm to the top of the bin
and should continue to near ground level to protect visually
impaired people and to minimise injury to pedestrians on colli-
sion. Bins should be regularly inspected and damaged binsshould
be replaced. Again there should be colour contrast to aid people
with sight problems. Free-standing bins should be located so as to
avoid causing obstruction.
2.7.4 BOLLARDS
Bollards have a role to play in protecting pedestrians with a mobil-
ity handicap from motorvehicles parked on the footway. Where it
is absolutely necessary to locate bollards in the footway, they
should be 1000mm high, the obstruction thus being at waist,
rather than knee level. To assist people with sight problems some
authorities have institutedprogrammes ofpaintingthe tops ofbol-
lards contrasting colours or of "banding" bollards. "No waiting"
signs can be fixed to bollards, but the bollards should not have
horizontal arms on them.
2.7.5 SEATING
Recent research at the University ofLeedshas tested the reactions

of people with different types of disability to four types of seat: a
narrow perch-type sear, a flip top seat, a wire mesh seat and a con-
ventional wooden bench. All were installed using typical dimen-
sions found in practice.
The perch type seat was by far the least popular, and would be
used by only around a third ofrespondants. Around a third of all
categories (except wheelchair users) would be willing to use the
wire top seat. This was slightly more popular than the flip-top,
and particularly so for stick users. Virtually all respondents,
including 70% of wheelchair users, would be willing to use the
bench.
Particular concerns with the perch and flip-top seats were insecu-
rity and discomfort. Several also found the backrests provided for
the perch, flip-top and wire seats uncomfortable. Respondants
welcomed the ability of the wire and bench seats to drain after
rain. Aroundhalfof the respondents preferred to have arm rests,
while the others did not. The heights at which the seats were set
were generally considered acceptable, and a height of around
580mm should be used.
It can be concluded that seat provision should concentrate on wire
top andbench style seats. Wiretop seats willusually be more suit-
able in the constrained space at bus stops. A mix ofwire top seats
with and withoutarm rests is desirable.
2.7.6 GUARD RAILS
Guard rails also protect pedestrians from vehicles and can help
channelpedestrians, especially those with a visual impairment, to
a safe crossing place. However, there can be a problem in masking
a wheelchair user or a child from the view of a driver. To avoid
this potential danger,open top guard-rail with staggered thin ver-

tical sections or patent rail assistingvisibilityshould be usedif not
as standard, at leastin potentially vulnerable situations. Too great
a use ofguard railing can prevent a wheelchair user from gaining
access from a parked car to a shop or other facility.
2.7.7 BUS SHELTERS
Anotherpiece of streetfurniture that can seriouslyconfuse partial-

ly sighted people is the all-glassbus shelter. Logos or other devices
such as contrasting colours should be bold enough to announce
clearly the presence of the shelter, and in particular the transpar-
ent panels (see section 6.6).
2.7.8. OTHER STREET FURNITURE
Street furniture should only be provided if essential and must be
thoughtfully positioned so as not to cause obstructionor hazard,
or conflict between users and pedestrians. Bicycle stands, for
instance, can create manyproblems unless the probable behaviour
of users is well thought out. The number of public telephone
boxes has increased in recent years and many of the designs now
used present a greater hazard to people with a visual handicap
because they do not reach the ground. Generally, free-standing
obstacles such as seats and flower boxes shouldbe l000nun high
and consideration shouldbe given to contrasting the item's colour
with its background or in making the item two tone to enhance its
visibility. 'Where a pedestrianroute passes between two pieces of
street furniture, there should be a minimum clear width of
1350mm but logical layout of street furniture is imperative.
Special design features can be incorporated to emphasise the pres-

ence of certain items of street furniture. For example, street fea-
tures or furniture can be set in small areas with different texture
to the adjacent footway. Clear pathways can be paved a different
colour to are4s containing street furniture. A tree pit can have a
texturaldifference which is at the same time functional in that it
allows water to penetrate into the soil. Grass is a good texture
change for people with visual impairment. To prevent pedestrians
walking into hazardous areas, aggressively patterned paving is
available.
2.8 Obstructions 2.8.1. TAPERINGOBSTRUCTIONS

Particular problems can be caused to blind and partially sighted
people by "tapering"obstructions such as the spaces below ramps
and stairs and the stabilising wires on telegraph poles. Such
obstructions cannot be located by cane users and are not picked
out by guide dogs. The formerobstructionshould be blocked out
completely or maskedby a protective handrail, tapping rail, raised
kerb or textured surface (Fig 2.8). The latter are, in many cases,
unnecessary or require the relocation ofthe telegraph pole.
2.8.2 OTHER OBSTRUCTIONS
Thetemporaryor unexpected obstacle is likelyto cause even more
difficulty and dangerto people with a mobility handicap than the
familiar anticipated obstruction. The difficulty associated with
works on or affecting the highway are considered separately in
Chapter 9. These include road openings, which are particularly
dangerous, and scaffolding. A short list of some obstructions
reveals the scale ofthe problem:-ladders; vehicles beingloaded or

unloaded;doors opening outwards; juttingsteps and ramps; infor-
mation panels mounted on poles; overhangingbranches; shop sun
blinds; estate agents' signs; dustbins and piles of rubbish; open
gates; prams; bicycles; toys; dogs on leads; supermarket trolleys;
parking on footways, and unprotected openings e.g stairs going
downfrom street level. Manyofthese items are ostensiblycovered
by legal controls or licensing, but it is suggested that careful design
couldameliorate some ofthe problems. Self-enforcingsystems are
always better than those requiring policing.
One area ofparticularconcern to all pedestrian groups is the park-

ingofvehicles on the footway. Good design and sensible develop-
ment control should prevent the need for people to park on the
footway. Methods for dealing with actual problems include traffic
or environmental management, bollards, re-allocation of highway
space, reconstruction and development control strategies. There
are powers to prosecute where a particular obstruction is caused
and legislation is described in Appendix 1. The Road Traffic Act
1974 gives power to make pavement parking illegal but this sec-
tion of the Act has not been brought into force. The Exeter Act
1987 to make pavement parkingillegal has been successful and is
being enforced by Devon County Council.
Estate agents' boards are another identifiable recurring problem.
These boards appear and disappear quickly. As they often over-
hangthe footway, there would appear to be a case for approaching
Estate Agents in Local Authority areas with a view to agreeing a
code of practice for fixing heights to be not less than 2500mm
clear above the footway surface. The Town Police Act 1847
requires a vertical clearance of Sft (2.44m) above the footway.

Similar approaches can be made to shopkeepers who habitually
display goods and advertising A-frames on footways, and it may
be necessary to send a formal notice to persistentoffenders and
follow up with prosecution. "A" frames on the footway can be
considered a dangerunder Section 149 ofthe HighwaysAct 1990
(see Appendix 1, Legislation). "A" frames on shopkeepers own
land must be subjects for negotiation.
In the case of overhanging tree branches, which are the owner's
responsibility, it is advisable to trim to at least 3000mm clear
height to permit some room for regrowth (Fig 2.9). Highway
authorities have the powerto carry out work on overhanging veg-
etation. Obstructions and changes to the footpath can also be
caused by outgrowing tree roots.
2.9 Toilets Toilets should be designed at leastto conform to British Standard

5810 (Fig 12) and approved document M (diagram M3). An
additional useful guide is the Good Loo Design Guide available
from the Centre for Accessible Environments. If designed to this
standardand ifunisex the international access symbol can be used
both at the toilet and on direction signs to it (diagram 736.1 in
Appendix 2). Larger toilets assist people using powered
wheelchairs. Toilets for disabled people should be unisex so that
no embarrassment is caused if the companion is of the opposite
sex.
Some Local Authorities are anxious about vandalism to disabled

persons' toilets and one way to assist in overcoming this is to
include the toilets in the NationalKey Scheme which is operated
by the Royal Association for Disability and Rehabilitation
(RADAR). Some Local Authorities distribute keys free of charge

to disabled people in their area, whereas others charge. Keys and
a book of more than 2,500 toilets in the scheme nationwide can
also be obtained from RADAR (see Appendix 4). However to lock
toilets for disabled people while unlocking those for other people
is unreasonable. Thus during the working day all toilets should be
left unlocked or spare keys to toilets should be kept near the toilet.
Clear directions to the keyholder should be provided on the out-
side of the toiletbuilding.
2.10 Lighting Lighting should be to the standards set out in British Standard
5489 (see Appendix 3). The need to avoid obstruction is set out
in section 2.7. Wall-mounted lighting, besides reducing street fur-
niture, ensures a more even distribution oflight, reducing the risk
ofvehicle impact damage and reducing vandalism. The positions
of the columns should be chosen, where possible, to avoid creat-
ing difficult manoeuvring problems or narrow gaps when in com-
binationwith other street furniture, yet highlightingimpediments
for the benefit of all pedestrians, in particularthose with impaired
vision.
The most economic light source is provided by low pressure sodi-

um and many authorities employ such lighting for reasons of
economy. However, this light source is monochromatic and tends
to 'washout' colour. A whiter light source, for example high pres-
sure sodium, is preferable in city and town centres for the aesthet-
ic effect and for better colour definition, which benefits those with
poor sight. Additional benefits are in the area ofcrime deterrence
and an enhancedperception of personal safety. Personal security
is specially important to vulnerable people and good lighting is
particularly necessary for public transport facilities and for car
parks.
2.11 General and The National Consumer Council in their publication "What's
winter Wrong with Walking?" point to the result of research which mdi-
maintenance cates that almost a quarter of interviewees in a sample reported
problems simply trying to walk about their neighbourhood. More
than half these problems were serious ones, and they affected all
age and socio-economic groups — but particularlyelderly people
and women more than men.
People with mobility handicaps are very susceptible to poorly

maintained footways. Lifting or cracked paving slabs, ruts and
poor reinstatements cause wheelchairs to jolt, trap small wheels,
snag canes and trip the unwary, particularly elderly people. False
indication of tactile paving can be given by a badly maintained
footway. In comparison with other characteristics, gaps in the
pavement are the most frequently reported as causing difficulty
for wheelchair users.
Routine maintenance programmes should take into account and
give special attention to routes known to be used by people with
mobility handicaps. Examples are situations near sheltered
accommodation, hospitals, shopping areas, bus stations and bus
stops, but remember disabled people live and work everywhere.
Local mobility affects the ability ofelderly and disabled people to
continue to live independently in their own property.
* Footnote:
Thelocks forNationalKey Schemetoilets are suppled by Nicholls & Clarke of
Niclar House, 3-10 Shoreditch High Street, London El 6PE (tel 071-247
5432), whocan also provide keys.

Similarly, winter maintenance programmes should include early
salting to ramps and routes known to be used by such groups. It
should be noted that locations where pedestrians with a sight
problem are requiredto identify a texturedcue should be included
in these priority lists. The Local Authority Association Code of
Practiceon Highway Maintenance includes a supplement on win-
ter maintenance.
Highway refurbishment programmes provide excellent opportuni-
ties for assisting mobility handicappedpeople at little or no extra
cost. At an early stage, the provision and position of street furni-
ture and pedestrianfacilities on the length ofhighway to be refur-
bished should be reviewed. Consideration should be given to the
elimination or rationalisation of street furniture,the provision of
dropped kerbs, the shortening ofwalking distances, etc.
Potholes and sunken trenches have severe effects on bus passen-
gers especiallynear bus stops where they can cause passengers to
fall within the bus. Theproblems caused by poor initial reinstate-
ments should be continually stressed to those responsible.
Consideration should be given to early permanentreinstatements.
This is covered by the New Roads and Street Works Bill. In this
context it should be noted that there is furtherpotential impact of
roadworks related to the installation of cable television.
2.12 Opportunities It is worth examining briefly the opportunities and resources that
and resources areavailableto the designer in the context ofproviding for mobil-
ity handicapped people.
Any occasion when there is scope for influence can be regarded as
an opportunity. Firstly capital, traffic management or smallhigh-
way schemes where there is to be an alterationin the highway fab-
ric should be examined in consultationwith a joint advisorygroup
including people with mobility handicaps, to identify anyeffective
and economic improvements which are possible. While it may not
be practical for mobility officers to consult on and inspect every
dropped kerb, it should be possible to agree general guidelines. It
may well be advisable to carry out a "mobility handicapaudit" as
outlinedin Appendix 7 for schemes of any size, possibly in com-
binationwith a safety audit. Developers should consult the joint
advisory group before starting work.
It is strongly recommended that there should be a design specialist
on the requirements of people with mobility handicaps in the
Engineers Departmentin all Authorities (see section 7.2).
Many Authorities now have specific budget provision for matters

such as dropped kerbs. Routine maintenance and refurbishment
programmes should be regularly reviewed bearing in mind that
any improvements in conditions for pedestrians in general should
also be of particular benefit to those with a mobility handicap.
Thequestion should then be posedas to whetheranyfurthermea-
sures are required to accommodate the needs of people with dif-
fering disabilities.
The officers located in appropriate departments will be able to
directly influence many areas by giving others the benefit oftech-
nical advice. These areas include:-
i. observations on planning applications
ii. preparation of design briefs for Consultants and Agent
Authorities

iii. advice to Developers making contactwith regardto potential
projects
iv. advice to Developers seeking construction consent to build
new roads
v. advice to other Departments of the Local Authority
vi. conditions attached to authorisations and permits for road
openings
vii. conditions regarding the occupation ofthe highway for build-
ingworks, erection of scaffolds and hoardings, etc
viii observations to Statutory Undertakers.
It should not be forgotten in this contextthat access and disability

groups themselves are a valuable resource. In short, professional
advice is a resource. The aim in discussion with all agencies
should be to enlighten and encourage, maximising the benefit to
people with a mobility handicap by promoting good basic design.

Chapter 3 PEDESTRIANISED AREAS AND
PEDESTRIAN ADVANTAGE SCHEMES
3.1 Introduction Total pedestrianisation and pedestrian priority areas have
become increasingly popular over the last few years.
Pedestrianisation of either form should be designed not only to
improve the shopping, commercial and leisure environment of
the area but also to improve road safety both in the immediate
vicinity of the area and over the wider highway network. More
particularly, pedestrianisation should improve the convenience,
safety and comfort of everyone who wants to visit the area,
including, ofcourse, everyone with a mobility handicap.
The results of such schemes have been very varied. Whilst some
have been successful both environmentally and economically,
othershave done no more than substitute a poor pedestrianenvi-
ronment, largely inaccessible to people with any significant
mobility handicap, for the previous inconvenient vehicle and
pedestrianmix.
It must be stressed that users ofproperties inside pedestrianised
areas may include residents in addition to employees, shopkeep-
ers and shoppers. Residents will want to continue to receive the
usual trade visits (post, milk, newspaper, etc) and will want easy
access to any cars they may use. Employees may want or need to
parkwithina reasonable distance oftheir place ofwork. Due con-
sideration must be given to the fact that some residents may be,
or may become, disabled and that people with a mobility handi-
cap may wantto visit non-disabled residents or work in one ofthe
premises within a pedestrianised area, or need to visit premises in
the course oftheir work.
Access to all parts of a pedestrianised area for all mobility handi-
capped people is thus far more important than has sometimes
hitherto been recognised. It is not just a matter of providing
access for shopping.
Development of pedestrian areas and partial pedestrianisation

has occurred, and is continuing to be actively considered, in town
centres, but it has also been applied to single streets. The follow-
ing guidance on meeting the needs of people with a mobility
handicapin town centres applies equally to all pedestrianor par-
tially pedestrianised areas.
Local Transport Note: 1/87 "Getting the Right Balance —
Guidance on Vehicle Resolution in Pedestrian Zones" sets out
Government advice on provision, and the IHT Guidelines on
Pedestrianisation also gives advice on this area.
3.2 Mobility ranges For people in general, a pedestrianised shopping centre is the
place where most of them make their longest regular walking
trips. The pedestrianisation of an area, which reducesvehicular
access, increases previous walking distances because on-street car
parking is reduced or removed and bus routes are diverted.
For non-disabled people, the acceptance of the longer walking
distances will depend on the character of the walkingroute (cov-
ered or open to the elements), the attractiveness of the destina-
tion, and the time requiredto reach the desired destination from
the area's threshold, that is, the point where access to the area
was gained.

The same factors apply in relationto people with mobility handi-
caps. But, for them, an additional factor enters the equation: the
physical ability to walk the increased distance, where walking is
taken to include travel in a wheelchair. People who can walk, but
with difficulty, are often more limited in the distance they can
travel than are people in wheelchairs. The percentage of people
with various impairments who can, with assistance, walk various
distances is given below.
Table 1. Percentage of people able, with assistance, to move at

leastthe stated distance withouta rest.
Impairment Groups Distance
18m 68m 137m 180m 360m
Wheelchairusers 1000/0 950/a 95°/o 40°/o 15%
Visuallyimpaired 1000/0 100°/o 950/s 50% 250/0
Stick users 900/0 75% 60°/o 20% 5 0/
Ambulatorywithout 95°/o 85% 750/0 30°/o 20°/o
walking aid
Source: Berrett et al, TRRL CR 184
If walking distances are lengthened too much and if no special

provision is made for people who are unable or virtually unable to
walk (including those in wheelchairs), manyparts of the area will
be impossible to reach andmany others will only be reachedat the
cost of an unreasonably arduous and time-consuming effort.
Considering the 20% of people with the most severe mobility

handicaps so far as walkingability is concerned, it is therefore rec-
ommended that the distance from the area's threshold (access
points to the pedestrianised area suchas parking places, bus stops
and other set-down points) to the furthest desired destination
(shop, office, bank, restaurant,showroom, etc) should be no more
than those shown below.
Table 2. Recommended walkingdistance limit withouta rest for
people with various impairments
Impairment Group Recommended distance limit
withouta rest
Wheelchairusers lSOm
Visuallyimpaired 150m
Stick users 50m
Ambulatory without lOOm
walking aid
The existence ofstepsand gradients will reducethese ranges further.

Note: By way ofcomparison a survey ofthe central area in Glasgow,undertaken
by Strathclyde Regional Council, indicated that some 900/o of the parkers who
were not disabled walked no further than 400 metres from off-street car parks
to reachtheir destinations.
These mobility ranges need to be very carefully considered in the

light of any planned, or possible, future extensions of a given
pedestrianisation scheme. Unless they are regarded as absolute
maxima, a significant number of people with mobility handicaps
will be excluded from parts of the pedestrianised area. These dis-

tances will need to be reduced where there are significant gradi-
ents. On the otherhand, for some ambulant disabled people they
can be increased by the provision ofplentiful resting placeswhere
people can breaktheir journeys, orby the provision ofwheelchairs
through shopmobility schemes. The distances need to take
account of the tortuous routes that may be required to avoid
undropped kerbs or flights of steps.
3.3 Reachingthe Means of reaching a centre's threshold may include train, bus,
centre community transport, Park-and-Ride, taxi, Dial-A-Ride and the
private car.
Some mobility handicappedpeople may be able to travel to the
centre by any one of these modes, but the choice for people who
are unable or virtually unable to walk and others who cannot use
buses may be restricted to a private car service, a wheelchair-
accessibletaxi or a private car. Where they exist, Dial-a-Ride ser-
vices may limit a disabled person to one trip a fortnight or less,
and the accessible taxis may be too expensive. For a significant
number of people in this category, therefore, their only means of
reaching the centre is a private car, whetheras driver orpassenger.
This situation would only be altered if there were a Park-and
Ride-scheme that took accountofthe need for all its vehicles to be
able to carry people in their wheelchairs and served all parts ofthe
pedestrianarea.
As a general principle, therefore, for both disabled and non-dis-
abled people, it is essential that pedestrianisation should retain or
improve convenient private vehicle parking, as well as access by
public transport.Ifthisprinciple is breached,non-disabled people
may move away to shopping centres with better parking facilities,
and the centre will be inaccessible to many people with mobility
handicaps.
3.4 Access and To avoid creating no-go areas, an essential priority with full
parking for Orange pedestrianisation is therefore to set aside special reserved parking
Badge holders spaces for Orange Badge holders around the edges ofthe pedes-
trianised area. These should be close enough to the various
premises in the area to allow people with mobility handicaps to
reach them within their mobility ranges. Care will need to be
exercised when establishing these special spaces to ensure that
there are a sufficient number to meet the needs of any disabled
employees and residents, who may need to park all day, in addi-
tion to the needs of disabled visitors and shoppers. It should be
possible to reach these special parkingspaces withouthaving to
drive through the pedestrianised space, perhaps by usingpedestri-
an priority streets. Routes from the parkingspaces into the pedes-
trianised area should present no barriersto people with mobility
handicaps.
The ends of a pedestrianised street, the cul-de-sac created in side
streets crossing a pedestrianised street, other side streetsand adja-
cent public car parks should be investigated for opportunities to
set aside reserved spaces. In difficult situations it may be possible
to persuade shopowners having a level throughroute from nearby
areas to the pedestrianised street to permit access through the
shop.
The demand for and use of these special parking spaces, both
before and after pedestrianisation, can provide useful guidance,
but care needs to be excercisedto ensure that the actualuse is not

taken as evidence of the potential requirements. The spaces
should be monitoredwith regular surveys.
All reserved parkingspaces for Orange Badge holders should be a
minimum of 3300mm wide, to allow a driver or passenger in a
wheelchair to get up alongside the parked car (see section 5.5).
Such places should be properly designated by Orders under the
Road Traffic Regulation Act 1984 and need to be clearly signed
and controlled to ensure that they are not used by non-disabled
motorists.
Limited access, or pedestrianpriority streets, allow accessfor cer-

tain types ofvehicle suchas buses and deliveryvehicles. 'Whenever
buses are allowed access, sympathetic consideration should be
given to allowing Orange Badge holders to enter and park within
the area at a set number of designated parking spaces. Experience
has shown that when this is allowed, proper enforcement by the
usual agencies is necessary to avoid abuse.
Delivery vehicles may be granted access to pedestrianised areas

outside a specified core time. Where this is the case, access might
also be provided for Orange Badge holders. But this will still not
enable some people with severemobility handicaps to use the cen-
tre. If the above quoted mobility ranges from parking spaces
around the centre's threshold would otherwise be exceeded, con-
sideration should be given to allowing vehicles displaying Orange
Badges (which can include private hire cars and taxis) into the
area at othertimes. Routes for thesevehicles must be chosen with
care to avoid creating hazards for other groups ofpedestrians.
Some authorities allow access to disabled Orange Badge holders

who have been issued with a special, locally authorised parking
badge. The DepartmentofTransport does not, however, wish to
encourage this practice since it goes against the concept of the
Orange Badge as a standard national scheme of concessions for
disabled people. The issue of local badges also makes the centre
inaccessibleto disabled visitors and it is hoped that the tighter eli-
gibility criteria for the Orange Badge will remove the pressure to
issue such badges.
Shopmobility schemes have been introduced in some areas

because of the extent of a pedestrianised area and the problems
many elderly people and others with slight mobility handicaps
have in walking long distances. These have undoubtedly brought
considerable improvements by openingup previously difficult or
hostile shopping environments to elderly and impaired people.
The schemes allowpeople the loan of a wheelchair for their shop-
ping trip. Powered wheelchairs are available in some schemes. A
typical scheme is based alongside an area where elderly people
and others with a mobility handicaparrive by car and can park.
Arrangements can also sometimes be made for people to be met
with a wheelchair at a bus stop or railway station.
Such schemes are often runby volunteers with supportfrom local
organisations, local businesses and the general public. The
National Federation ofShopmobility issues a directory of schemes
in Britain. The schemes can be a useful complement to reserved
parking for Orange Badge holders but are not an alternative for
adequate parking. Visitors may not know about them and the
schemes can preclude spontaneous trips. Moreover, manypeople
who can stand and walk limited distances do not want to have to

resort to an artificial aid to get around. Quitea numberofdisabled
people cannot transfer into the wheelchairs provided, and many
others cannot use any but their own customised wheelchairs.
3.5 Design Assumingthat adequate reserved parkinghas been provided for

Orange Badge holders within the prescribed mobility ranges, and
sufficient for any others who may have to use private carsand may
not wish to walk long distances, a pedestrianised areawill still pre-
sent difficultiesfor mobility handicapped people if certain design
principles and features are not adopted.
These principles relate to any change in level in the area,the posi-
tioning of streetfurniture and signs, and the nature and condition
ofthe walking surfaces.
3.6 Changes in Ideally a pedestrianised area should be on one level with no sud-
level den gradients or steep (>S%) slopes. 'Where a change of level is
unavoidable a ramped route to the specification given (section
2.4) should be provided in additionto steps as specified (section
2.5). 'Where kerbs are encountered along pedestrian routes, for
example at road crossings or along roads where limited vehicular
access is permitted, the kerbs should be ramped flush with the
roadway and identified for blind people by textured paving in
accordance with guidance given (section 2.3).
The pedestrianisation of an area often offers an opportunityfor

the owners of affected premises to improve access at little or no
cost by, for example, eliminating threshold steps and making
other frontage improvements. It will be appropriate actively to
encourage owners to seize these opportunities.
Some Local Authorities have refused planning permission to
prospective retailers who have not includedproviding access for
disabled people in their proposals (see Appendix 1).
'Where the pedestrianised area is on two or more storeys, access
for people in wheelchairs between levels should be provided by
lifts and spiral ramps to the specification given in BS5810. Lifts
should be maintained so that they always stop flush with the floor.
In the absence ofescalators, steps to the given specifications (sec-
tion 2.5) should also be provided for other mobility handicapped
people. It should be noted that inclined travelators may be inac-
cessible to anyone who is unsteady on their feet and to people in
wheelchairs if the slope exceeds 8% and the speed exceeds about
0.5 m/s.
3.7 Positioningof Wide open spaces in precincts present particular difficulties for
street furniture and blind and partially sighted people. Safe obstacle-free routes
signs should be planned through and around pedestnanised areas and
along pedestrianised or pedestrian priority roads. One means of
achievingthis is to use a drainage channel or tactile surface along-
side the route to mark it. This method has been adopted in
Sheffield, for instance, with additional textured inserts opposite
shop doors alongside the route marker. Anotheruseful technique
is to use different coloured paving round the obstacle.
Various features can act as location markers for people with
impaired vision. Some sounds are helpful, but fountains can be
disorientating and are intrusive on a hearing aid, blotting out
other sounds. Perfumed plants or air movements through leaves
are said to provide good guidance for people with a visual handi-
cap.

Any piece ofstreet furniture is a potential obstacle for anyone and
a hazard to blind or partially sighted people as described (section
2.7). On the other hand, street furniture can delineate areas with
different functions; for example, a sitting area as opposed to a
through pathway. The positioning of flower beds, plant tubs,
trees, seats, cycle racks, waste bins, bollards, sign posts, lights, etc
therefore needs careful thought.
None should be positioned across pedestrian routes, although

some — waste bins, seats and bollards, for example — may be
required alongside these routes. For visually impaired people the
positionofthisstreet furniture alongside a pedestrianroute can be
indicated by surroundingit with a different textureand colour; the
furniture must also be made apparentto partially sighted people
by making its colourcontrastwith that of the walking surface.
To accommodate blind and partially sighted people using canes,
all potential obstacles should be wider at ground level or be sur-
rounded by a textured surface or kerb which, in plan, runs cir-
cumferentiallyaround the obstacles outsidetheir widest parts. But
if kerbs or cobble stones are used anywhere as a texturedsurface
it must be remembered that the area will be impassable to
wheelchair users as well as many others with a mobility handicap,
and will be uncomfortable for many able-bodied pedestrians
(such as women in high heeled shoes). Care is needed to avoid
such surfaces preventing people reaching items such as seats,
information panels, litter bins or telephone boxes.
Attentionshould be paid to the juxtapositioning ofstreetfurniture

to ensure that a combination of obstacles does not constitute a
barrier for someone in a wheelchair, a blind person with a guide
dog or non-disabled people carryingbulky shopping in eachhand.
The path widths recommended in section 2.2 apply.
Every effort should be made to reduce the number of individual
sign posts and lighting columns by usingwall mountings or com-
bining the two. Low projecting signs and awnings and shop dis-
plays on pavements are all hazardous for blind and partially-sight-
ed people (section 2.8).
3.8 Nature and The surface area should be well lit (section 2.10) and present a
conditionof firm, well-drained surface that is non-slip when wet or dry. Small
walldng surface block paving is preferred to large block and is less prone to dete-
rioration in service.
Crossfalls along pedestrian routes should be avoided if possible

and should not exceed 2.5% (1 in 40). Sharpercrossfallsmake the
pathway difficult to negotiate for people in wheelchairs and others
with a mobility handicap (section 2.2). Careful consideration
should always be given to surface drainage.
Inspection chamber covers and service inspection chambers

should be flush. Projecting covers and wide aperture gratings
should be avoided, particularly when they run across pedestrian
routes. Gullies should also be designed with care ifthey runacross
a pedestrian route (section 2.2).
Surface joints should be closed and flush (section 2.2) so that peo-
ple do not trip up across them and sticks, crutches and the small
castors ofwheelchairs are not trapped causing their users to fall or
undulyinconveniencing them. Thetotal length ofgapswider than

10mm should not exceed 3m per 10 m2 of paved area.
As indicated above, changes in surface colour and texture can be
useful in delineating direct pedestrian routes across large open
areas and in warning of a change in character of the area, as, for
example, indicating limited vehicular access into the area. If the
textured surface is aggressive, such as cobble stones, a smooth
path across it is required where a second pedestrianroute crosses
the first.
3.9 Pedestrian Pedestrianisation schemes are usually carried out on shopping
advantageschemes streets of some importance. Where such streets are also major
traffic routes there is oftenno scope for full pedestrianisation and
in such circumstances much can be gained by implementing
'pedestrianadvantage' schemes. There are three particular tech-
niques that can assist pedestrians and additionally contribute to
road safety:-
* carriagewaynarrowing — footway widening
* closure or subordination ofside streets
* area wide traffic management schemes
Note should be taken ofthe close relationship between these types
of treatment and the road safety and environmental protection
and enhancementtechniques outlinedin Chapters 18 and 19 of
"Roads and Traffic in Urban Areas". Reference should also be
made to the Institution of Highway and Transportation
Guidelines on Urban Safety Management. The Department of
the Environment Design Bulletin 32 "Residential Roads and
Footpaths-Layout Considerations", Second Edition, provides
useful advice on traffic calming.
3.9.1 CARRIAGEWAYNARROWING - FOOTWAY
WIDENING
Narrowing the carriageway can help pedestrians crossing by:-

* reducing the time of exposure to risk in the carriageway
* providing space to wait clear of other pedestrianactivity
* slowing vehicles by visual impact of a narrowercarriageway
The wider footway area also assists general pedestriancirculation

with particular benefit to those with prams or in wheelchairs.
Thepotential for narrowing the carriagewaywill depend upon the

available width and traffic volumes. The latter may be reducedor
controlled by other traffic management measures or alternative
route availability.
It is often necessary and desirable to retain on-street parking; in
these instances local narrowing or 'nibbing' can help defme park-
ing and loading areas including provision for Orange Badge hold-
ers (fig 3.1), while at the sametime placing pedestrians waiting to
cross in a position where they can see past parked vehicles and
other obstructions and be seen by drivers of moving vehicles.
Through traffic has the benefit of defined lanes clear of parked
vehicles, and parked vehicles are removed from traffic flow. The
speed reducingimpactofnarrowings may need to be enhanced by
other traffic calming measures including planting schemes — but
care must be taken to retain visibility distances on corners.
Narrowings must be extended sufficientlyalong the roadsto allow
for the provision of a flush dropped kerb 2 metres wide offset

I
Fig 3.1 — Carriageway narrowing/FootwayWidening
from the straight line of pedestrianmovement as explained (sec-

tion 2.3).
Such proposals are usually most worthy of consideration when
examining a comprehensive maintenance scheme or the complete
resurfacing ofa shopping street. However, nibs can and have been
introduced into otherwise unchanged streets. Again, due care
must be taken to ensurethat narrowings do not preclude access to
ambulance and emergency services or to wheelchair accessible
buses, including Dial-a-Rides etc;
'While footway 'additions' can be very beneficial to pedestrians,
they may incurtheir own problems particularly where the footway
widening is constrained to follow the camber of the carriageway
and thereby introducing a channel in the footway. This channel
line must be carefully treated otherwise problems and dangers
may be created, for instance the standard dished channel block
placed longitudinally can cause problems for weak ankles, small
wheeled pushchairs and casters on wheelchairs. A grooved chan-
nelled block may be more satisfactory, though this surface is
rough for people in wheelchairs. Designers must also pay atten-
tion to carriagewaydrainage to minimisethe risk ofpondingor the
creationof 'dead' areas inaccessibleto mechanical road sweepers.
3.9.2 CLOSING OR SUBORDINATIONOF SIDE
STREETS
In areas ofhigh pedestrianactivity, consideration should be given
to closing lightly trafficked side streets which would permit the
continuation ofthe main road footway withoutinterruption.The
continuous footway will benefit all pedestrians, but especially
those with a mobility or visual handicap. Reducing the number of
junctions benefits through vehicle movement and can reduce the
risk of vehicle/vehicle and vehicle/pedestrian conflict, but should
only be considered as part of a comprehensive area approach.

Consideration may be given to providing signal control at the
remaining junctions or ifthe junctions are already controlled, the
phasingand timingshould be checked to ensure a fair distribution
oftime between pedestrians and vehicles.
Parking for Orange Badge holders should be considered in the
cul-de-sacs created by such closures. It may be preferable for
parking spaces to be end on to the closure if this avoids the need
for a driver to make a three-point turn in a confmed area. The
practicality ofsidestreet closures will depend on the availabilityof
a turning area for any vehicles that have entered the road. This
point is highlighted in fig 3.2. Parking spaces (section 5.5) should
preferably be signed as illustrated by both diagram number 661
and road sign 1028.1 (Appendix 2).
Where there is no turning head or where there is no alternative
route for traffic, it may still be possible to subordinate the side
street traffic to pedestrian movement. In such cases, where side
street traffic flows are light, the main road footway couldbe con-
tinued across the side street at footway level. Materials should
contrast in colour and texture to boththe side street carriageway
and the main road footway (say red blocks contrasting with black-
top and grey pavingflags) and tactile pavingblocks should be used
to warnpeople with visual impairments ofthe possible presence of
vehicles. The slight level, texture and colour change encourages
side streetdrivers to be cautious, givingprecedence to pedestrians
who have the benefit ofthe level footway. There is no 'rule' as to
the level of side streettraffic flow reasonable for the application of
this technique, but it is suggested that it is only appropriate for
minor roads serving up to 50 dwellings, say, or carrying 60-100
vehicles per hour at the peak period.
TURNING frJTEA
PREFERRED LAYOUT ALTERNATIVE LAYOUT
Fig3.2 Use of side streetclosures for parking
3.9.3. AREA WIDETRAFFIC MANAGEMENTSCHEME
Reference has been made above to the desirability of a compre-

hensive approach to alterations to the local road network. Area-
wide traffic management schemes have considerable benefits not
only for vehicle movement but also for the pedestrian environ-
ment in terms of reduced traffic flows on certain streets and
enhanced pedestrian crossing facilities. For example, the intro-
duction of a one-way street system may offer opportunities for
footway widening, increased on-street parking provision and
longer or more frequent pedestriancrossing phases at traffic sig-
nals, though it does also tend to increase vehicle speeds. The
Guidelines on Urban SafetyManagementprovide advice on area-
wide traffic management schemes.

3.10 Consultation Any pedestnanisation of an existing town centre or even a single
and auditing street involveschanging the character of an area that people have
taken for granted and learnt how to use.
Any change, even though it may improve the environment, will
only be acceptable ifthose who will be affected are consulted and
allowed to contribute to the change that takes place.
Most pedestrianised schemes will automatically require consulta-

tion with local authorities, statutory and emergency services,pub-
lic transport companies and other organisations whose operations
or interests will be affected by the proposals. It will be clear from
the above that early and continuing consultation with people with
mobility handicaps is also essential.
Consultation is essential at every stage, from the development of
the initial concept to the final scheme and its management. The
consultation should be with representative local groups of dis-
abled people and cover all forms of mobility handicap; or failing
that, with national groups in concert with individuals, once again
covering the spectrumofmobility handicaps.
In addition to consultation, it is importantto audit the quality of
accessibility help provided. Appendix 7 describes a suitable
method and gives a checklist that should be generally applicable.
A method ofdisplaying the parts of a pedestrianised area that are
accessible is described in Appendix 6.

Chapter 4 CROSSING FACILITIES
4.1 Pedestrian Department of Transport Advice Note TA 52/87 (in Scotland
crossings TECH MEMO SH7/87) sets out the parameters and design con-
siderations used to justifypelican and zebracrossings. It alsogives
advice on the sitings and design ofsuch crossings. Layout designs
for pelican crossings with zig zag markings on both one and two
way roads, with and withoutrefuges, are shown in Appendix A of
the advice note.
Certain numerical combinations ofpedestrianflow (P) and vehi-
cle flow (V) are used to determine the type ofcrossing required at
particular locations (such that PV2 is greater than 108).
'Where numerical criteria are not met, specific reference is made
to the fact that pedestrian facilitiesmay be desirable in the follow-
ing circumstances:-
i. where a road divides a substantial community;
ii. adjacent to community centres and homesfor elderly, infirm
or blind people;
iii. adjacent to hospitals or clinics;
iv. busy shopping areas;
v. outside school entrances;

vi. where the number of heavy vehicles exceeds 300 per hour
duringthe four busy hours.
Note that anyofthese circumstances couldproducea facility that
could benefit those with a mobility problem.
Elderly infirm and visuallyimpaired people generallyprefera pel-

ican to a zebra crossing. Para 4.6.4(b) of Advice Note TA 52/87
\(in Scotland para 4.6.3 (B) of SDD TED MEMO SH7/87) rec-
ommends that where a zebrais justified, but where there are a sig-
nificant number ofelderly or infirm pedestrians, a pelican should
be provided.
The steady green man time phase allowance at pelican crossings
is 4-7 seconds, dependingon the road width, with a discretionary
allowance of 2 seconds where extra time is considered necessary
because of site circumstances (TD 28/87 Appendix A, or in
Scotland TECH MEMO SH 7/87). Many organisations do not
consider this time long enough. Devices are being developed to
extend the green pedestrian phase.
An audible signal (or 'bleeper') is normally provided as standard

equipmentat pelican crossings to assist blind and partially sighted
people in determining when it is safe to cross. For safety reasons
the bleeper is automatically switched off if both red lights of the
traffic signal fail.
The top of push-buttonunits should be positioned at a height of

1400mmfrom the groundand all posts should have a white band
140-160mm in depth with the lower edge 1500-1700mm above
the surface of the ground. The post and push-buttonunit should
be located in a standard position to the right (facing the road) of
the crossing and dropped kerb, [with the push button unit facing
away from the kerb].

The 'divided pelican' (that is where an island is located on the
crossing but where no separate facility is provided to cross the
road in two parts) is not recommended as an unsatisfactory situa-
tion can occurifvehicles cross the unoccupied second half of the
crossing during the flashing amber/green man phase whilst the
pedestrian is still on the firsthalf ofthe crossing. This can leave a
pedestrian stranded in the middle of the road, possibly on an
undersized island as the only protection and with no means of
activating the traffic signals.
Statistically, the safest type of crossing is the 'staggered pelican'

whereby the pedestrian is channelled by a suitably placed guard
rail on the central island to cross the road in two halves. Island
widths should be governed by the minimum footway width
requirements between the two rows of guardrail. Thus, if the
guardrail is 450mm from the edge ofthe kerb, the minimum over-
all width for the central island on a staggered pelicanis 2900mm.
Below this width, there are typical layout drawings in Department
ofTransport Advice Note TA 52/87 showing appropriate config-
urations.
Sometimes it is not possible to incorporate audible signals, for

example the 'bleeper'on one half ofthe crossing mightbe mistak-
enly understood as a signal that it is safe to cross the other half.
Thelackofaudible signals is of particular concern to blind or par-
tially sighted people and experiments have been carried out using
solid state digitised speech, directional sound and the rotating
cone device, where a person with impaired vision holds a ridged
metal cone between his or her fingers to detect its rotation which
occurs with the steady 'green man' aspect (fig 4.1). The rotating
cone tactile device has been approved by the Department of
Transport.Tactile signsare less useful to visuallyimpaired people
than audible signals and should only be used where they can be of
assistance to deaf blind people.
PUSH BthTON
NOTE:
TOP OF BOX 1400
ABOVE WAIJONG SURFACE
32rrwn
Fig 4.1 Pedestrian push button box with rotatingconetactile device
Talking Pelican Crossing equipment has been authorised for use

in Scotland by SDD, and has been introduced at some Pelican
crossings. Each crossing half operates independently from the

other with the exception that they are inhibited from showing a
green man at the same time. Pedestrians push the button in the
normal way. Whenthe green man appears a spoken message indi-
cates that the signals are changed. On one half of the crossing, a
male voice gives the message: "Traffic going [LOCATION]
has been signalled to stop", and on the other half a female voice
gives the message: "Traffic coming frç [LOCATION] has been
signalled to stop".
A device to give audible warning signals on divided pelican cross-
ings has been developed by the DepartmentofTransport, and has
been installed at trial sites. The device called the 'Bleep and
Sweep', can only be heardwhenthe pedestrianstands close to the
push button box, avoiding confusion as to which halfofthe cross-
ing is being signalled as safe to cross.
4.2 Pedestrian Department of Transport Advice Note TA/i5/81 (in Scotland
facilities at traffic SDD TECH MEMO SH9/82 :Pedestnan facilities at Traffic
signals SignalJunctions) deals with the provision for pedestrians to cross
roads at a junctioncontrolled by traffic signals. There is advice in
the Note to the effect that a facility can be provided even though
the numerical criteria laid downare not met, but where there is an
above average number ofpeople with a mobility handicap.
The time available for pedestrians, and for people with a mobility
handicap in particular, in the pedestrian display sequence, has
been the subject of much controversy and is under consideration
by the Department of Transport. Audible signals require to be
authorised on an individual basis at signals with a full pedestrian
stage.
The top of the push button units should be situated 1400mm
above ground level, and modified blister pattern tactile pavement
and droppedkerbs should be provided at all pedestrianapproach-
es. Monitoring for failure of the red lights at the traffic signal is a
pre-requisite at signal installations where audible devices are
installed and a white band on the signal pole is recommended as
for pelican crossings.
4.3 Tactile surfaces This advice should be read in conjunction with the Departmentof
Transports Disability Unit Circular 1/91.
Since 1986, a tactile surface has been in use on the footway to
impart information to blind and partially sighted people on
dropped kerbs at controlled crossings, ie. at pelican and zebra
crossings and at traffic signals which include a push button oper-
ated "cross now" indication to pedestrians. The use of this sur-
face, but in a different colour and layout, has now been extended
to dropped kerbs away from crossings, ie. at uncontrolledcross-
ings and side roads. In all circumstances the tactile surface indi-
cated the presence of a dropped kerb and that the pedestian is
leaving the safetyofthe pavement. In the case ofcontrolled cross-
ings the surface colour can be an indication to partially sighted
people that the crossing is controlled, and the layout can assist
them in finding the control box. In additionto the layout, and as
a subsidiary clue to the type of crossing the Department of
Transportis developing a low-pitched ticking sound to be emitted
from the push button control box at pelican crossings, and at
zebra crossingsthe Departmentis developing a tactile plate to be
fixed on the pole. The use of a tactile surface allows a ramp and
dropped kerb to be provided safely, with no upstand. This allows
their use by wheelchair users and helps those with prams and
pushchairs.
The surface used for these purposes has to meet several require-
ments. It must be detectable underfoot, because guide-dogs and
long canes are searching for obstacles rather than for changes in
the surface; and it must be reliablydetectable even to people wear-
ing thick soled shoes or those who suffer from reduced sensitivity
in their feet. It must be simple and cheap to install and maintain,
should contrast in colourfrom adjacent surfaces and must be dis-
tinct from surfaces used for other purposes. At controlled cross-
ings the surface used is red, and at uncontrolled crossings a buff
coloured surface is used.
A suitable surface recommended by the DepartmentofTransport

after testing by TRRL consists of a paving slab with a pattern of
flat-topped domes (an earlier similar surface used full domes) on
a square grid parallel to the sides of the slab (Fig 4.2). For zebra
crossings the slabs are laid to form a T shaped area, the head of
the T normally beingparallel to the dropped kerb. From the cen-
tre of the near edge of this area, three courses of the special slabs
should be laid to form a strip across the footway to the building or
fence line (Fig 4.3) For pelican and traffic signal controlled cross-
ings the slabs are laid to form an L-shaped area with the vertical
part of the L (again of 3 courses) on the side located nearest the
push button control (Fig4.4).
Although the surface is slightly uncomfortable, the tests indicated
that the great majority of people who walk or stand on it pay no
attention to it. At uncontrolledcrossings, the layout will depend
upon whetherthe dropped kerb is provided in the line of walking
or whetherit is inset into the side street. Full details of the recom-
mended layouts and advice on the use of the tactile surface are
given in the Department of Transport's Disability Unit Circular
1/91.
______ -SEE NOTE
33 6 ROWS OF EVENLY SPACED BUSTERS

ON SLABS
4 7 ROWS OF EVENLY SPACED BUSTERS
ON 45Owr SLABS
COLOUR RED
400 SEE NOTE

(450)
400(450)
ELEVAI1ON
Fig 4.2 DTp approved tactile paving slab

At crossings with refuges, two or three courses of textured slabs

should be laid across the pedestrians' path through the refuge
flush with the carriagewaysurface (Fig 4.5).

x
125 175mm P.C.
2rri'n MIN. BULLNOSE KERB
VI
TACTILE PAVING OVER

WIDTH OF DROPPED PORTION ____ 8nim
OF CROSSINGMAXIMUM
18mm MIN
GRADIENT OF 8% (1 in 12)
ItARKERSTRIP FORMED
V
BY TAC11LE PAVING
I12T1m TAC11LE PAVING NJDICATES PRESENCE
OF A PELICAN. ZEBRA OR PEDESTRIAN
STAGE AT 11AFFIC SIGNALS
DIMENSIONS ASSUME 400mm SQUARE FLAGS

(THESE COULD BE 450mm SQUARE)
Fig 4.3 Plan layout oftactile surface at droppedkerb facility
00 00 00
00 00 00
00 00
00 00
00 00
00
00 00 00
FOO1WAY 00 00 PAViNG TAC11LE
00
00 00 00
00 00
SLAB(S) AT START
SPLIT
OF RAMPED AREA 0-
fo 00
00 00
00
— 00 00 0000000000
00 00 00
POLS WflH RAMPED AREA
PUSH-BUTTON
UNIT 00 0000000000
0000000000000000
0000000000000000
Fig 4.4 Tactile surface leading to push button on a pelican crossing
At some crossings where the footway edge is not perpendicular to

the "direction of safe crossing", it is essential to lay the textured
slabs, on which the pedestrian stands while waiting to cross, in
line with the "direction of safe crossing" and not parallel to the
kerb.
Discussion is in progress on the use of tactile surfaces of different

patterns to warnof the presence of steps or ramps to a footbridge
or underpass or to locate the entranceto property ofparticular sig-
nificance to visually impaired people, eg. blind society offices,
workshops, etc. A range of tactile surfaces are currently being
developed to give priority messages to blind and partially sighted
people in public places, and the existing form of tactile surface
should not be used in these latter circumstances.
'Wherever it is proposed to instal tactile surfaces, local organisa-

tions of and for disabled people should be consulted in advance.
4.4 Pedestrian The provision of pedestrian refuges and traffic islands is a useful
refuges traffic management technique on pedestrianroutes near junctions
or roundabouts enabling the pedestrian to deal with one lane or
direction of traffic at a time. Some authorities adopt criteria based
on relationships between traffic flow, pedestrian flow and acci-
dents, before making island provision. Where there is locally a
high proportionof mobility handicappedpedestrians, considera-
tion should be given to relaxing such criteria.

Traffic islands should be able to accommodate the length of a
pram or wheelchair and pusher. The recommended width is,
therefore, 2000mm; it is accepted, however, that this may not
always be attainable and a compromise may be necessary.
TACtiLE
PANG
Fig 4.5 Use of tactile surfacing at a traffic island.
At staggered pelican crossings including those withoutguardrails,

two courses of tactile paving linking the two kerb edges should be
provided but the rest of the central reserve should be paved nor-
mally.
To accommodate a wheelchair or pram, a gap should be included
in the island equal to the widthof two wheelchairs or prams. The
gap should be flush with the adjacent carriageway.This can cause
difficultiesto a blind pedestrian who couldwalk straight through
withoutdetecting the presence ofthe island. It is therefore recom-
mended that textured paving of Department of Transport
approved pattern should be provided in thisgap at zebra and con-
trolled crossing facilities (see section 4.2). Traffic islands should
be accompanied by dropped kerbs on both footways.
4.5 Underpasses Most pedestrians consider that the shortest and quickest way to
andfootbridges cross a road is on the surface — in the absence of traffic this is
indisputable. This perception is heightened under a mobility
handicap. The reasons are various, for instance, tortuous routes
confuse blind people, additional distances hamper frail people,
steps and steep ramps are problematic, if not physically impossi-
ble, to several groups and descending into badly lit, insanitary
underpasses is unpleasant, as well as addingto fears (real or imag-
inary) of being attacked.
Structural provisions are costly both in monetary terms and in
space, but ifthe traffic situation is such that an underpass or foot-
bridge is necessary,it should be as generous as possible to encour-
age maximum use. Theideal situation is one where the pedestrian
does not have to change level and in planning new facilities, this
should be seriously considered. If this cannot be achieved, the
height that the pedestrianmust rise or fall should be minimised.
Generally, an underpass more easily solves this problem than a
footbridge, as the headroomto be accommodated is less.
The approaches to footbridges and underpasses should comprise
ramps, steps and handrails in accordance with the advice in DTp
Departmental Standard — BD 29/87 "Design Criteria for
Footbridges", except that in the underpass situation, the widths
shouldbe as generous as possible to provide an open aspect. Also
BD29/87 permits a slope of 8% (1 in 12) on footbridge ramps,
where a slope of 5% (1 in 20) with appropriate resting places is
preferable.
Spiral ramps can be useful where space is limited, providing
wheelchair users with a lower gradient. It is useful for wheelchair
users to know that the outer edge of a bend has a lower gradient
than the inner edge.
Warningofthe presence ofthe top and bottomof a flight ofsteps

has been identified as a priority message in the currentresearch on
tactile markings. A tactile marking will be allocated to give this
message. Within the underpass,a handrail set 1000mm above the
walking surface should be provided.
To assist visually impaired people, a tactile surface and, if possi-
ble, a colour contrast should be provided at the top and bottom of
a flight of steps. The top and bottom steps should be brightly
coloured and these areas should be well lit. Every care should be
taken to prevent the possibility of stumbling.

Chapter 5 PARIUNG
5.1 The Orange A large number of disabled people have their own private trans-
Badge Scheme port which may, or may not, have been specially adapted to meet
the needs of their disability. Their requirement is ease ofparking,
both at home and at their chosen destination and at transport
interchanges such as railway stations and parks for Park and Ride
schemes. In 1971, to facilitate this, the Governmentintroduced
the Orange Badge scheme (see Appendices 1 and 3) which
enables badge holders to park their vehicles at locations where
waiting restrictions are in force and to use parkingspaces desig-
nated for disabled people.
The Orange Badge scheme has rightly been seen by disabled peo-
ple with their own, or with access to, private transport as a vital
aid to their mobility, although there is concern about its abuse by
other motorists.
The Regulations governing the scheme were revised in 1982, and,
following widespread consultation, are currently being further
revised with proposals to modify the eligibilitycriteria and intro-
duce other measures. Penalties for abuse were increased in the
Road Traffic Regulation Act 1984.
The Scheme does not apply in central London — the Cities of
London and Westminster, the Royal Borough ofKensington and
Chelsea, and part of the London Borough of Camden. There are
similar schemes in these areas, but only for those who live or work
in each area. Apart from central London, the scheme is national
and applies throughoutEngland, Scotland, and Wales.
5.2 On-street OrangeBadgeholdersmay park free of charge and without time
parking limit at charged on-street parkingplaces, and where others may
park only for a limited time Badge holders may park for as long as
they need. In England and Wales, Badge holders may park on sin-
gle or double yellow lines for up to (it is proposed) three hours,
and on intermittentyellow lines without time limit provided that
the Special Parking Disc (issued with the Orange Badge) is dis-
played showing the time of arrival. In Scotland, Badge holders
may park without time limit on any form of yellow line. Badge
holders must not park in a bus lane or when a ban on loading or
unloading is in force, norwhere there are doublewhite lines in the
centre of the road. They should also not park at junctions or bus
stops, in narrow roads, or where the vehicle may cause danger or
an obstruction.
Parking spaces reserved specificallyfor the use of Orange Badge

holders should be designated by the promotion of parking place
orders under the Road Traffic Regulation Act 1984, and marked
in accordance with the Traffic Signs Regulations and General
Directions 1981 (see Appendix 2). Thecorrectuse ofthesespaces
should be strictly enforced by the Local Authority and the police
(see section 5.6). This provisionshould be considered for busy
urban areas where there is considerable pressure for both metered
spaces and kerbside space for servicingpremises. There should be
a droppedkerb adjacent to such parking spaces (see section 5.5).
Some members of the general public misunderstand the scheme
which includes Orange Badge holders with "hidden" disabilities
(eg heart disease), and which also allows a vehicle with an able-
bodied driver to be used to convey an Orange Badge holdingpas-

senger. Any abuse gives rise to ill feeling. It is in the interests of
disabled people that the public retains confidence in the scheme
and maintains respect for their mobility needs. To this end it is
important that the Badge-issuing Authorities are careful in their
examination ofapplicants to ensurethat eligibilitycriteria are met,
that the enforcement agencies act on any abuse, and that Badge
holders themselves follow the rules of use.
Highway Authorities, in consultation with Social Services or

Social Work Departments, have powers to provide on-street
reserved parkingspaces outside or near disabled people's homes
and at their places ofwork. Potential sites should be considered in
consultation with the police. All suchon-street spaces should also
be designated by parking place orders and signed by both diagram
no. 661 and road sign 1028.1 (Appendix 2).
5.3 Off-street In off-street car parks operated by a Local Authority, adequate
parking reserved spaces for Orange Badge holders should be provided and
designated by parking place orders (DTp Circular 6/84 and SDD
Circular 30/84). They should be clearly marked with the sign
illustrated by diagram 661 (see Appendix 2) on end walls or
fences, or on posts, and with the international access symbol on
the road surface. Suchspaces can be furtheremphasised ifmarked
out in yellow paint. The recommended numbers of such spaces
are set out below, and they should be sited as close as possible,
preferably withinSOm, to the facilities served by the car park, with
a level or ramped (preferred maximum gradient5% — section 2.5)
access route, and under cover ifpossible.
In multi-storey car parksthe spaces should be on the groundfloor,

or on the level where there is accessto shops etc; ifthis is not pos-
sible, they should be near a lift which is fully usable by wheelchair
users.
The use ofthese spaces should be strictly enforced to discourage

non-disabled motorists from abusing them, whether or not their
vehicles are displaying an Orange Badge (see section 5.6).
Local Authorities can waive parking charges for Orange Badge
holders and many do but there should be a clear indication ofthe
charging policies for Orange Badge holders displayed on promi-
nent notices (eg adjacent to pay and display ticket issuing
machines and at the entrance). Exemption from charges only
causes difficulty at car parks where drivers are issued with a ticket
on entry and make paymenton exit on the basis of lapsedtime —
attendants would need to be given authority to waive payments for
vehicles displaying Orange Badges, and this leads to questions of
internal auditing. Ticket machines should be accessible to those
people with a mobility handicap.
For privately owned car parks to which the general public has
access, Planning Authorities have had powers since 1981 to
ensure that applicants for planningpermission make provision for
means of access and parkingdesigned to meet the needs of dis-
abled people. British Rail, British Airports Authority, supermar-
kets, etc, normally have reserved spaces in car parks under their
control.
The recommended numbers of reserved spaces vary in accor-

dance with the type and capacity of car parks, as follows:-

(i) For car parks associated with employment premises and pro-
vided for employees and visitors:
Up to 200 spaces: 5% ofcapacity, subject to a minimumof2
spaces, to be reserved;
Over200 spaces: 2% plus 6 spaces.
Spaces for disabled employees should be additional to those rec-
ommended above; reservations could be ensured,for example, by
marking a space with a registration number.
(ii) For car parks associated with shopping areas, leisure or
recreational facilities, and places open to the general public:
Up to 200 spaces: 6% of capacity subject to a minimum of 3
spaces, to be reserved;
Over 200 spaces: 4% plus 4 spaces.
In all car parks, the use of the reserved spaces should be moni-
tored regularly to confirm that these recommended numbersare
appropriate — too few will cause problems for disabled motorists,
while too many will generate resentment among non-disabled
motorists, and may encourage them to abuse the reserved spaces.
Thus each car park should be considered individually to decide
whether the recommended number of spaces is too few or too
many.
5.4 Pedestrianised Parking in pedestrianised areas has been treated earlier — see sec-
areas lion 3.4.
5.5 Designof (i) On-street kerbside spaces should comply with the Traffic
parking spaces Signs Regulations and General Directions 1981 (see
Appendix 2), and should where possible, be 6600mm long
only for in-line parking. This extra length is to allow access
to the rear of the vehicle where wheelchairs are often stored.
Where a disabled person can transfer directly on to a foot-
way, a width of2400mm is sufficient, but it is recommended
that 3300mm be provided wherever possible as a disabled
driver or passenger may require to disembark on the road
sideofthe vehicle. An adjacent flushdropped kerb shouldbe
provided to permit access to the footway.
Car parking spaces reserved for Orange Badge holders

should be marked by the appropriate sign — diagram 661
(Appendix 2).
(ii) Off-street parking spaces reserved for Orange Badge

holders should be 4800 x 3600mm wide to accommodate
transferfrom vehicle to wheelchair. Access to the rear
must be provided.
There can be economy ofspace by combining spaces in pairs

of standard 4800mm x 2400mm dimensions with common
transfer zones of 900mm-l200mm, see Fig 5.1. A flush
dropped kerb, at least 1000mm wide, should be provided
near all suchwheelchair provision to allowaccess to the foot-
way. Space can also be saved by designating the end spaces
in a row of parking spaces, provided that access can be
obtained from the adjacent road surface — see Fig 5.1.
Parking spaces should be as level as possible, with a crossfall
of no more that 2.5% (1 in 40).
24l 24c*D 12 2
k7___
ACCESS
AVMLA&E
FROM D€
o
MARKED OUT SI-IARED SPACE
BETWEEN TWO STANDARD BAYS
STANDARD BAY BANK OF BAYS BAYS I' L1E
Drnenlor In MIIrnetre
Fig 5.1 Parking spaces for Orange Badge holders
5.6 Enforcement Adequate enforcement ofparking regulations is essential. As far as

abuse by other vehicles of Orange Badge holders' parking spaces
is concerned the situation is complex and has to be categorised
according to the location ofthe parkingplace, as shown on the fol-
lowing table :-
Table 3. Authority responsibleFor Orange Badge parking places

Location: Enforcement:
ON STREET— Designatedby Police can issue Fixed Penalty

parking place order Notices;
boththe Police and Local
Authorities have powers to
prosecute. A maximum fine
of f400 can be imposed.
-
ON STREET Advisory space Not enforceable at law.
OFF STREET- Local authority Enforcement is a matter for
car park — Designated by the local authority,not the
parking place order. Police. Local authorities have
powers to prosecute. A maxi-
mum fme of £400 can be
imposed.
OFF STREET - Privately Not enforceable at law.
operatedcar park. Individual operators should
take whatever steps they con-
sider necessary to see that
spaces are not mis-used.

Chapter 6 PUBLIC TRANSPORT
6.1 Introduction Mobility handicapped people who may be able to rely on

buses,coaches or trainsfor all or part of theirtravel can use public
transport with varying degrees of difficulty. Improved designs of
buses and trains are making access easier but there is still a long
way to go to provide a fully integrated accessible transportsystem
for all users. Services accessibleto more severelymobility handi-
capped people, including people in wheelchairs, are gradually
increasing.
The siting of bus stations and stops as close as possible to shop-
ping centres, railway stations, places of entertainment etc, is
therefore crucial to many elderly and disabled people and may
determine whetheror not they are able to travel.
Special attention must also be given to the needs of elderly and

disabled people on their pedestrian routes between bus stops/sta-
nons and theirfinal destinations (shopping centres etc). Access to
bus stops is also essential at the "home" end of the journey and
extra care should always be taken with footways, crossings, bus
stops and shelters where there is special housing or centres for
elderly or disabled people.
6.2 Planningand The large and growing number ofpotential public transport pas-
co-ordination sengers who have a mobilityhandicapmeans that it is increasingly
important to consider access needs from the outset in any road
traffic or redevelopment scheme. Special access for buses is need-
ed to central areas like shopping precincts, including limited
access to areas otherwise reserved for pedestrians. In these cases
special care is neededto ensure the safety ofvisually-handicapped
and otherpedestrians. It is oftenthe case that the public transport
input is at too late a stage to influence decisions.
6.3 Light Rail The first two new LRT systems in the United Kingdom (The
Transit (LRT) Tyne & Wear Metro and London's Docklands Light Railway)
incorporate full accessibilityfor wheelchair users and people with
prams and pushchairs. Future schemes now being planned or
constructed will include some sections of street running, which
will require special provision for passengers with disabilities at
their street level stopping points. Unless the LRT vehicles incor-
poraterampsor liftsto enable wheelchair users and others to over-
come the difference in levels between the vehicle floor and foot-
way level, some form of raised platform or dropped track will be
necessary. This will need to be carefully defined by a barrier or
tactile warning to avoid potential danger to visuallyhandicapped
passengers and pedestrians. Other features at such stops should
include itemslistedbelow in section 6.7, with additional provision
for wheelchair users and people with prams and pushchairs.
The LRT system itselfwill need to be designed carefullyto avoid
creating additional problems for disabled people, for example rails
let into the road surface could trap narrow wheels, raised plat-
forms could create an obstruction and crossing places need to be
safe with audible signals for visually impaired people. The inter-
vals between stops needs careful thought. An advice note
(Provisional Guidance Note on Highways and Vehicle
Engineering Aspects of Street Running LRT Systems) which
includes a section on provision for mobility impaired people can
be obtainedfrom The RailwayInspectorate, MarshamStreet.

6.4 Vehicles Overthe past few years, bus operators have started to make signif-
icant improvements to the accessibilityof their vehicles with fea-
tures such as lower floors and steps, wider doors, better hand
holds, and colour contrasting on steps and handrails to enable
more elderly and ambulant disabled people to travel. The
Disabled Persons Transport AdvisoryCommittee' (DPTAC)has
provided advice in this area and many Local Authorities encour-
age operators throughgrants and advice to provide busesincorpo-
rating DPTAC features.
In some areas, local buses and new trains equipped to carry
wheelchair-using passengers are now in operation. All new and
most existing Inter City trains are able to accommodate passen-
gers who use wheelchairs.
There has also been a very rapid growth over the past few years,
particularly in urban areas, in specialised door-to-doortransport
servicesfordisabled people, includingthose in wheelchairs. These
include Dial-a-Ride services, accessible taxis and community
transport services, though it should be noted that such services
have limitations imposed by frequency or cost. Thesevehicles also
need direct access to their passengers' destinations, including
transport interchanges.
6.5 Interchanges Many disabled passengers will not be able to use improved ele-
ments of the public transport system unless interchange points
such as bus and railway stations,ferry terminals and airportsare
also fully accessible.
The level ofprovision — such as fully-enclosedand accessiblewait-
ing areas and restaurants— that can be justified at any location,
must dependuponthe local circumstances and numberofpassen-
gers, but at a minimum there should be adequate, comfortable
and draughtproofshelters with seating and full details of services
usingthe station (seebelow). Information should wherever
possible be available visually and audibly (paragraph (ii)).
Facilities within these interchanges are primarily the responsibility
ofthe transport operator, or PTE, with whom close liaison should
be maintained to ascertain future plans and opportunities for co-
operation. Access for buses and other special vehicles, adequate
adjacent parking, wheelchair-user accessible unisex toilets and
telephones and features to help visually handicapped pedestrians
are all of great importance, as are the other items listed in 6.6
below. At smaller railway stations, ramps (see paragraph 2.4) or
road access should be provided to eachplatform to avoid the need
to use footbridges or subways.
Bus and coach stationsare usually owned and operatedeither by
public transportoperators, Local Authorities or shopping centres.
For longer-distance passengers and those changing from one ser-
vice to another, they should provide a well-lit, well-sheltered and
warm environment (particularly important for people with circu-
latory problems), with waiting rooms, seating (at different
heights), toilets, refreshments, telephones and service informa-
tion. If they are not situated immediately adjacent to shopping
centres and other destinations, they will be of limited value to
mobility handicapped passengers for local journeys. Adequateand
safe bus/coach shelters (again with seating at different heights) in
accessible positions are also needed at these destinations. People
who are frail, elderly or disabled are particularly vulnerable, and

manywillnot be preparedto use bus and coach stations where the
environment is hostile.
Thedesign should provide for unimpededaccessfor disabled peo-

ple (Access for disabled people, Approved DocumentM, HMSO,
ISBN 011 752 0438) and wherever possible should include the
followingspecific provisions:-
(i) safe and segregated routesforpedestrians between islands or
bus lanes (kept free of grease and oil) which are clearly
defmed and well-lit, with flush dropped kerbs — see section
3.3);
(ii) at eachpassenger entranceto the station, a tactile map ofthe
layout with clear and well-illuminated details of operators'
names, route numbers and destinations indicating the
boarding pointletter or numberwith tactile, audible or large
print signing (so that delays and confusion to blind,partially
sighted and elderly passengers are minimised);
(iii) clear signposting supplemented by tactile signing and floor

colour/textured surfaces to eachboarding point;
(iv) ramps or slopes wherever possible not exceeding 5% (1 in

20) and never exceeding 8% (1 in 12) alongside steps, with
handrails (for specification see sections 2.4 to 2.6) wherever
possible;
(v) non-slip floor surfaces;

(vi) adequate seating (tip-up type to be used only ifunavoidable)
half with arms, both at central waiting points and at board-
ing points (see section 6);
(vii) well-lit waiting rooms with seats and toilet facilities, includ-
inga wheelchair accessible unisex toilet fitted with the
RADAR National Key Scheme lock (see section 2.9);
(viii) clear, unclutteredpassenger routes;
(ix) automaticsliding doorsin enclosed schemes, well marked to

avoid dangerto partially sighted people;
(x) public telephones (with inductive couplers in the earpiece

for hearing-impaired users) at least one of which is at a
height (maximum 1100mm) suitable for wheelchair users.
All telephones should be mounted in such a way that they
can be located by, but not cause a hazard to visually
impaired people.
(xi) an enquiry office and public address system for regular use,
with induction loops for hearing aid users; visual display of
announcements for people with impaired hearing;
(xii) comprehensive, up-to-date and clearly printed timetable

displays/route maps and departurepoint information;
(xiii) refreshment machines or a teabar/restaurant, with some

spaces that can be used by people in wheelchairs (ie some
removable seating);

(xiv) staff trained to understand the needs of, and available to
help, passengers with mobility handicaps;
(xv) additional facilities for luggage handling, left luggage, and
motherswith small children etc, at coachstationsand major
bus stations;
(xvi) adjacent car parkingspace for disabled motorists and a taxi
rank, with direct access to the nearside of the vehicle. All
London-style taxis having the yearly registration letter of
"H" or later are accessibleto wheelchair users.
The design of all the above features should be considered in con-
junction with members of local associations of disabled people.
6.6 Bus services The followingfacilities and measures would provideconsiderable
assistance to the mobility handicapped bus traveller:-
(i) adequate, draughtproof and well-lit shelters with seats

should be provided at bus stops wherever possible, particu-
larly at exposed sites. In siting, consideration should be given
to the hazards which they may present to visually handi-
capped and otherpedestrians;
(ii) bus stops should be sited close to passengers' destinations
and road junctions, with clearly-defined, safe and accessible
pedestrianroutes. Locationsnear to well-litshops and busier
areas are preferable to deserted sites where waiting passen-
gers feel vulnerable;
(iii) traffic management schemes and road layouts should enable

buses to stop at and depart from stops without difficulty,
with strictly enforced parking restrictions to enable buses to
pull right into the kerb for passengers to board and alight;
(iv) bus lanes and "buses only" routes should be provided ifnec-
essary so that bus passengers — manyofwhom will be elderly
or disabled — can reach their final destinations without the
need to cross busy roads or use subways orfootbridges which
can be a deterrentto travel;
Well designed shelters and bus stops for everybody would also
provide access for wheelchairusersand the most severely disabled
people, together with appropriately-sited flush dropped kerbs
1000mm wide close to the bus stop where there is any risk of
buses being prevented from stoppingadjacent to the kerb.
6.7 Information Information about public transport operators and their current
services is particularly important to passengers, especially those
who are mobility handicapped and cannoteasily reach alternative
stationsor stops or hurryto catch their bus or train. The availabil-
ity of comprehensive information in advance of travel — and even
the knowledge that a particular destination can be reached by
public transport — is particularly important in an area which is
served by a large number of operators.
The role of the Local Authority in publishing comprehensive
timetable and travel information becomes increasingly important
as services are reduced in frequency and become more fragment-
ed. Modern technology enables printed timetables and informa-
tion to be updated comparatively easily and a number of Local

Authorities now issue suchbooklets. Thesecould usefullyinclude
details of special facilities and the easiest routes and interchanges
for those with mobility handicaps.
The followinginformation should also be included:-
(i) telephone numbersof transport operators and local authori-
ties for information about routes, timetables and fares;
(ii) details of facilities at railway and bus stations, also air and
ferry terminals where relevant, access for disabled people,
destinations served, and a telephone numberfor enquiries. A
plan ofthe layout is helpful;
(iii) details ofconcessionary fares that may be obtained;
(iv) maps oftown centres showinglocationoftransportfacilities,

main centres of attraction and wheelchair-accessibleunisex
toilets;
(v) Local Authority contacts for transport for severely disabled

people;
(vi) details of contacts for Community Transport and Dial-a
Ride schemes.
The Department of Transport's "Door to Door" booklet and

publications by some county Councils and operators, are special-
ly designed to help people who are disabled.
The widespread availabilityof advance information (publications
and telephone services, including minicom) can be supplemented
by comprehensive, clear and well-lit displays at local rail, coach
and bus stations, and at suchpointsas tourist information centres,
public libraries and citizens' advice bureaux. Details of special
concessionary fares and (for example) local "Dial-a-Ride" or
wheelchair accessible services, should be available. Maps of ser-
vices and the location of town centre stops are particularly valu-
able. To assist visuallyhandicapped people, some of this informa-
tion can be provided by tactile plans, in braille, or on audio
cassette. Speciallytrainedstaffshould be available to dealwith the
travel problems that disabled and elderly people may encounter.
The charity "Tripscope" (Tel 081-994-9294) exists to provide
free information on all aspects of a disabled person's journey to
telephone callers. Though based in London it offers a nationwide
service and is intending to develop its service by establishing
regional offices.
Major changes to routes, timetables and road layouts affecting
public transportshould be widelypublicised in advance, by means
of notices, local press articles, and local radio. Details can be
made available to local groups representing disabled people,
senior citizens' clubs etc, and any "talking newspapers". Blind
and partially sighted people have particular difficultyin getting to
know about changes such as new one-way systems or road lay-
outs, changed fares or timetables, temporarybus stop sites andthe
introductionofdifferent bus types which may put them at partic-
ular risk, and their special needs should be carefully considered.

7 INFORMATION, CONSULTATION AND PUBLICITY
7.1 Presentation of Information presentation should reflect current and widely

Information accepted views as to the clearest and most effective words (or
forms of words) and symbols.
Care should be taken to find out (see 7.2 below) what changes
may have been occurring regarding the adoptionofvarious specif-
ic words/symbols — and the preferred colours to be used where
contrasting colours are essential to clarity in presenting informa-
tion.
Where and when opportunities arise, forms of words, symbols,

and colours which are nationally recognised (and thus increasing-
ly familiar to users) should be introduced in preference to previ-
ous local or regional usage.
7.2 Consultation The value of local consultation with groups and individuals who
can offer views based on first-hand experience, must always be
considered to be of primary importance. The essence ofthe con-
sultation process is to achieve a sensiblebalancebetween interests
that may be in competition with each other. No single user group
can expect its interests to be totally protected at the expense of
anothergroup. At the preliminary design stage of major schemes,
such as pedestrianareas, a public exhibition of the proposals may
help to ascertain the needs of those most likely to be affected.
Where compromises are made, Local Authorities should keep
arrangements under review and be prepared to make modifica-
tions in the light of experience — for example in the positioning of
Street furniture or the amountofreserved parkingprovided. Local
Police Forces should also be consulted informally in advance of
statutory proceedures.
Consultation. should take place at the planning stage of new pro-
jects, as very often the needs ofdisabled people can be accommo-
dated at little or no extra cost if they are considered at the plan-
ning stage before design is started.
Projects of particularinterest are pedestrianwalkways, streets or
precincts, replacement of signal controlled junctions with mini-
roundabouts, location of Street furniture, dropped kerbs, access
routes to transport facilities, public toilets, "no loading" areas,
places of historical interest, sporting venues and major shopping
developments. This list is by no means exhaustive; if in doubt,
always consult.
Since any consultation process must be meticulous if it is to be
useful, it will be most productive and time-effective to divide this
process into two phases:
1) approaches should be made initially to those whose experience
in carrying out detailed and complex consultation about mobility
handicap is well established:
Primary sources are the Department of Transport's Disability

Unit; RADAR (which can supply BSI details); public transport
operators — rail or road — which havedepartmentsor groups of
staff specifically dedicated to the special needs of people with a
mobility handicap. Examples are British Rail, London Regional
Transport, and the Tyne and Wear PTE and Centro (formerly
West MidlandsPTE).

Further useful sources at local and regional level are Officers of
Local Authorities or voluntary organisations, particularly local
access groupswho keep abreast ofdisabled people's needs in such
areas as access and mobility.
2) Followingup guidance from these sources it is essential to pur-

sue consultation with local disability-related organisations. Many
areas of the United Kingdom have Access Groups;an up to date
list ofthese groups is kept by the Access Committee for England,
Disability Scotland, the Wales Council for the Disabled and the
Northern Ireland Access Committee.
This second phase of consultation will prove a vital element in
ensuring the success of any improvement, alteration, refurbish-
ment or new facility — and of its successful presentation to dis-
abled users. Those consulted during this phase should be able to
offer the following:
i. first-hand experience of a variety of mobility handicaps — ie

both physical and mental handicap, visual and hearing impair-
ments;
ii. personal and current understanding of the matters under con-
sideration;
iii. ability and willingness to suggest further individuals whose
advice would reflect extensive day-to-day experience in moving
around the environment with which the Guidelines are con-
cerned.
A list ofinitial contacts for consultation is given in Appendix 4.
Experience has shown that effectiveconsultation can be extemely
difficult to achieve in certaincircumstances. These circumstances
include those where organisations of and for disabled people are
not strongly based locally,where individuals are unableor unwill-
ing to offer critical assessments of proposals, and also where
resourceconstraints limit the ability to seek consultees. Theresult
of this difficulty is that consultation can be patchy in its capacity
to aid problem sharing and tends to be really effectivewhere active
representative groups exist.
In order to overcome this practical difficulty it is strongly recom-
mended that Local Authorities and public bodies appoint a spe-
cialist disability officer within their engineering and technical
departments. The advantage ofthis approach is that the officer is
able to build up a comprehensive list of local contacts and all
issues related to disability are channelled through him or her. In
time this officer becomes known to outside bodies as the person
to contact within the departmentwho has an understanding ofthe
requirements ofpeople with a mobility handicap. A disability offi-
cer also has an important role within the department.This assists
technical staff in learning to appreciate problems as they learn to
refer all matters related to mobilityhandicapthroughthis special-
ist officer, who in turn is able to explain needs and requirements.
7.3 Signing Traffic regulations prohibiting vehicles from sections of highway
with exemptions for certain classes of vehicle or access vehicles
can be worded to accommodate Orange Badge holders and signed
accordingly.

In certain cases signs are required to warn traffic that the road is
used by vulnerable sections ofthe population and these signs with
appropriate plates can be used for people with a mobility handi-
cap.
The Traffic Signs Regulations and General Directions 1981 per-
mit the international access symbol to be added to many local
direction signs. Advantage should be taken of this to provide
information to people who might require to use special facilities.
Pedestrian routes to important destinations that are maintained

throughoutto a standard usable by people in wheelchairs should
be signed with the international access symbol. The sign should
not be used if all the basic amenities of a facility being signposted
are not fully accessibleto people in wheelchairs. These pedestrian
signs should include the distances to the destinations by the
wheelchair accessible routes signed. Routes to public toilets
should be markedby such signs only ifthe facilities are unisex and
allow access for people in wheelchairs.
Approved traffic signs of particular benefit for people with a

mobility handicapare shown in Appendix 2. Signing specifically
for disabled people should take into account the availability of
alternative routes. For example, the most convenient route to a
major shopping centre from a principal bus or rail station (as
agreed with disabled users/consultees) should be selected and
every possible effort made to provide appropriate signing.
Routesto car parks with special spaces for Orange Badge holders
should be signed with the international access symbol below the
normal "P" (see diagram 661 in Appendix 2). 'Where there are
alternative routes from these car parks to the shopping centre or
other facility, the most suitable route should be selected for sign-
ing with the international access symbol (diagram 739 in
Appendix 2).. This route would be selected on the basis of its
shorter length, adequate footway widths, reasonable gradients,
freedom from obstructions, suitable surfaces, flush dropped kerbs
and appropriate crossing facilities all as recommended in these
Guidelines. Thesame applies with routes to and from wheelchair-
accessiblerailwaystationsor bus stations served by buses carrying
people in wheelchairs.
Consideration should also be given to adding the international
access symbol to local information signs to, for example, public
toilets (diagram 736.1 in Appendix 2), information, cathedral,
library, railway station, bus station etc. As noted, however, the
access symbol must only be used if all the basic amenities of the
signed facilities are accessibleto people in wheelchairs and, in the
case ofpublic toilets, are unisex.
In Scotland it is proposedto use the wheelchair symbol together

with the thistle symbol to denote tourist attractions which are
accessibleto people in wheelchairs.
'Where the access symbol is not permissible, care should be taken

to ensure that pedestrianroutesare well signposted and that street
names are incorporated on new premises. This will benefit every-
one.

7.4 Education and Lack of knowledge and the inability of providers to fully appreci-
training ate the needs ofpeople with a mobility handicap means that often
providers of the built environment and transport do not make
proper provision for their needs.
These guidelines and the previous document "Providing for
People with a Mobility Handicap" attempt to provide a ready
source ofreference of good practice and should thus assist in over-
coming this problem.
However it is not enough simply to provide sources of reference

for people undertaking a career in the field ofprovision ofthe built
environment and transport. Some formal and continuing educa-
tion and trainingis needed as well. At present educational courses
leading to vocational qualifications include little or no content on,
or understanding of, the needs ofthis large and growing minority
of society.
The Disabled Persons Transport AdvisoryCommittee conducted
an Inquiry into educational and training needs, and recommend-
ed in its report to the Secretary of State for Transport in
November 1989 that academic institutions and professional bod-
ies should be approached and requested to consider these educa-
tional and training needs. This approach is fully supported.
In-house training of existing staffis also to be recommended and

where specialist disability officers are already in post their exper-
tise will enable them to make a valuable contribution.
The decision of PTRC to set up a specialist Mobility Handicap

stream at its Summer Annual Meeting from 1989 onwards is wel-
comed as it covers a variety of topics and attracts a wide range of
professionals in the transportfield. Difficultiesin dealing with the
built environment for people with a mobilityhandicaparise in the
main from lack of knowledge on the part of the providers of the
needs of such people. These guidelines, and the previous docu-
ment "Providing for people with a mobility handicap" were an
attempt to provide a ready source of reference of good practice,
and are thus to be seen as an educational resource.
7.5 Road safety In all road safety training it should be remembered that disabled
training people are as responsible as any other road or footway users.
However many elderly and disabled people vulnerable to the
problems and obstacles they meet in their present mobility envi-
ronment. Road Safety Training Officers (RSTOs) are well
aquainted with the way in which such problems can be reduced
through various schemes and through local consultation.
Road safety is a duty of the Highway Authority and RSTOs
should be given a responsibility to ensure that people with disabil-
ities ofvarious kinds can use the road safely and takeadvantage of
those facilities which have been provided specificallyfor their use,
as well as the standard facilities available for the general public.
With their steadily increasing experience, RSTOs are aware ofthe

location ofpremises which cater particularly well for people with
disabilities, and of the most popular routes for access. Offers of
assistance should be made to the groups operating from such
premises and informative literature supplied where appropriate.

Bearing in mind their special responsibility for providing the safe
aspects ofthe environment in which disabled people need to move
about, RSTOs will wish to enhance and to broaden the accep-
tance of their training function by those to whom it is offered.
RSTOs will wish to keep up to date about the latest technological
developments — visibility aids,etc — whichaffecttheir areaofactiv-
ity, and can assist in the identification of problems and in the
implementation ofsuitable countermeasures.

Chapter 8 GUIDELINES FORDEVELOPMENT ROADS
8.1 Introduction To assist developers, a numberofhighway authorities issueguide-
line documents which summarise good design practice for road
layouts and constructional details. Guideline documents of this
nature are not intended to dictate road layout to the developer,
but to emphasise the benefits of early consultation with the high-
way authority and to give the developer the benefit of the consid-
erable body ofexperience which has been builtup by the highway
authority over a number of years in considering a large number of
layout proposals. It is very important to consider the need for pub-
lic transportfacilities in the Local Authorities guidelines for devel-
opment roads. Early consideration would preclude problems
which could occur later when operators decide to penetratenew
residential or industrial areas.
In encouraging the developer to make use of the guidelines, time

and abortive design work are saved at the formal stages of appli-
cation for planning consentand road construction. The quality of
provision for people with a mobility handicap should be audited,
using the method given in Appendix 7.
New road layout designs should be checked for compliance with
the standards recommended in these Guidelines. For example, it
is often the case that finished floor levels are fixed and external
works including footway levels fashioned to suit. This can lead to
unacceptable gradient which could be avoided or ameliorated if
the preliminary design is considered from the point of view of a
wheelchair user or pushchair pusher.
If a highway or roads authority is revising, or issuing for the first
time, guidelines for development roads, it will obviously wish to
insert clauses which embodygood design practice to assist those
with mobility handicaps. While it is possible to incorporate a spe-
cial section covering this topic, it is preferable to integrate the ref-
erences into the general text on the groundsthat the needs of dis-
abled people are closely allied to the interests of the whole
community and they are not a small specialised group to be con-
sidered separately. The following sample clauses could be incor-
porated into a guidelines document at appropriate points in the
text.
8.2 Sample clauses i. Preamble/introduction

for Highway Theseguidelines are based on the philosophy that public accessto
Authority design any development should be equally available to all sections of the
guides community unless there are insurmountable technical obstacles.
Provision for motor vehicles should not, therefore, be to the detri-
ment of the access requirements of pedestrians, including those
with a mobility handicap,or cyclists, though the needs of Orange
Badge holders must be taken into account.
ii. Dropped kerbs at road crossings
Provision should be made at all road junctions for pedestrians to
continue along the major road with a minimum of inconvenience.
Kerbs should, therefore, be 'dropped' flush with the carriageway
at all junctions otherthan those at which all pedestrians are direct-
ed to a footbridge or pedestrian underpass,provided that the foot-
bridge or underpass is suitable for use by those with a mobility
handicap. A tactile warning should be installed at the dropped
kerb for the safety of visually impaired people (see section 4.4).

iii. Footpath routes for prams and wheelchairs
The developer should ensure where possible that all routes are
accessible to pedestrians with prams and wheelchairs, from resi-
dential areas to shops, schools, clinics and community services.
These routes should have a firm, non-slip surface and avoid the
provision of steps alone even ifthis means slightly longer ramped
routes, but not steppedramps (see section 2.2). Steep crossfalls,
gratings likelyto trap wheels and obstruction by lighting columns,
signpostsetc, should also be avoided. Long ramps should include
rest platforms and there should also be level areas at the top and
bottom of a ramp and at everyturn in a ramp (dimensions in sec-
tion 2.4).
iv. Location ofcrossings
Particular attention should be paid to the locations at which
pedestrianroutes cross the carriageway (eg at road junctions) so
that footway and footpathusers are not exposed to unappreciated
dangers (section 4.1). Judicious use ofhard and soft landscaping
can guide pedestrians to suitable crossing points and help prevent
children running directly out into the road. Special consideration
should be given to the possible need for crossing facilities adjacent
to shops, clinics, community facilities, old people's homes and
other generators ofpedestriantraffic. Crossings near, but behind,
bus stops known to be used by disabled people, can be of value.
v. Width of footpaths for prams and wheelchairs
The width of footpaths should, generally, be no less than
1800mm (see section 2.1).
vi. Footway crossings
Where vehicular access to premises is taken across a footway, the
ramped portion should be confined to that immediately adjacent
to the carriageway,thus emphasising the pedestrians' right ofway,
with reasonable consideration for vehicle ground clearance. The
short rampadjacentto the kerb also encourages a reductionin the
speed ofvehicles crossing the footway.
vii. Footpath gradients
For routes designed for pedestrians, with prams or wheelchairs,
desirable gradients should not exceed 5% (1 in 20) with an abso-
lute maximum of8% (1 in 12) (see section 2.3 and 2.4), including
dropped kerbsto a carriageway.
viii Steps
Stepspose problems not only for prams and wheelchairs, but also
for subsequent mechanised maintenance, and should neverform
the sole pedestrian route. However, since some people find walk-
ing on any sloping surface difficult or impossible, steps should be
provided in addition to rampswherever possible. Step risers shall
be between 100 and 150mm, with 130mm preferred. There
should be a minimum ofthree steps in a flight. The maximum rise
of a flight of steps should be 1200mm, all steps being uniform.
Longer flights should be split into sections by landings. Steps
should be provided with handrails, have permanently non-slip
treads, and have a minimum width of 1200mm clear between
handrails (see section 2.5).
ix. Handrails
Handrails should be easily gripped (best between 45 and 50mm
in diameter) and must be securely fixed. They should be provided
at both sides of the steps (or centrally on steps a minimum of3m

wide) so they can be used by either hand, and should extend well
beyondthe top and bottom nosings (see section 2.6).
x. Pedestrian/vehicle sharedsurfaces
Shared surfaces will not be permissible for access to sheltered
accommodation where elderly, blind or infirm people would be
regular users. Provision should, however, continue to be made for
prams and wheelchairs.
xi. Parking provision
The location of car parkingareas in a development should be con-
sidered at an early stage in the design process to achieve a bal-
anced distribution of spaces throughout the site, conveniently
related to user destinations. Pedestrian access to premises should
be so arranged that it is easier and more convenient to use the des-
ignated parking areas than to park casually on the road. Special
consideration given to the limited mobility ranges of mobility
handicappedpeople (see section 3.2).
xii. Parking spaces
Most cars in the United Kingdom are within the dimensions 4800
x 1800mm. Allowingsuitable clearancesfor opening of doors, the
minimum design module for car parking spaces should be 4800 x
2400mm. Longer spaces of 6600mm required in certain situa-
tions and the widths of spaces provided for disabled
people should be 3300mm and marked accordingly (see section
5.5).
xiii. Disabled people and public buildings
It is a statutory requirementto have regard to the needs of dis-
abled people in designing any building to which the public have
access. This will include the provision ofsuitable accessroutesfor
wheelchairs and the marking out ofparkingspaces close to pedes-
trian entrancesfor use by disabled people.
xiv. Public transport
'Where bus stops need to be temporarily resited care should be
taken to maintain accessibilityto all passengers. Clear directions
to temporary bus stops should be provided.
8.3 Sheltered The occupiers of sheltered housing or retirementhomes are likely
housing,retirement to experience some mobility handicaps to varying degrees.
houses and housing Thereforewhenconsidering the locationof such proposals in new
for people in or redeveloped buildings the advice contained within these
wheelchairs Guidelines should be an important consideration. Similarly, the
Guidelines are important when considering the location ofhous-
ing suitable for people in wheelchairs.
For example, the provision of satisfactory pedestrian and
wheelchair accessible routes will be important. The number of
parking spaces within the curtilage will need careful attention and
as some wheelchair-using residents and visitors are likely to use
the car park the size of some of the parkingspaces need to be in
accordance with section 5.5. All ofthe other advice in this docu-
ment is also relevant and therefore planning and highway author-
ities should drawthe Guidelines to the attention of developers of
sheltered and similar accommodation.

Chapter 9 EXECUTION OF WORKS - DUTIES TO
DISABLED PEOPLE
9.1 Legal aspects Section 175A ofthe HighwaysAct, 1980, and Section 120 of the
Roads (Scotland) Act, 1984, are similar and read as follows:-
1. A highway authority, local authority or other person exercis-
ing a statutory power to execute works in a road, shall have
regardto:-
the needs of disabled or blind persons whose mobility
(i)
may impeded by the works;
be
(ii) without prejudice to the generality of paragraph (a)
above, the needs of blind persons to have any openings,
whethertemporaryor permanent, in the road properly pro-
tected;
2. an authority or person mentioned in sub-section (1) above,
shall have regard to the needs of disabled persons and blind
persons when placing lamp-posts, bollards, traffic signs,
apparatus or other permanentobstructions in a road;
3. a highway authorityshall have regardto the needs ofdisabled
persons when considering the desirability ofproviding ramps
at appropriate places between carriageways and footways;
4. section 28 ofthe Chronically Sick and Disabled Persons Act,
1970 (power to define certain expressions for the purposes of
provisions ofthat Act), shall have effect as ifany reference in
it to a provision of that Act includeda reference to this sec-
tion.
In addition to ensuring that its own Direct Labour operations

comply with this guidance, a Council can ensurethat any contrac-
tor directly in its employ also complies. In the more general case,
the Authority can exert control by adding standard conditions to
any permission granted for temporary occupation of the road.
Some Local Authorities have produced their own guidelines
which can usefully be given to contractors.
9.2 General The Applicant should make all necessary provision to ensure that
condition— needs of the needs ofdisabled people are met in the vicinityofhis works by
disabledpeople formingramps if necessary and by giving clear visual and audible
warning to partially sighted pedestrians. All openings or obstruc-
tions on roadways and footpaths should be barricaded off with a
continuous rail strong enough to offer the necessary resistance
should a blind person walk into it. The rail should be 1000mm
above ground level, and include a tapping rail (see Fig 9.1).
9.3 Temporary Chapter 8 of the Traffic Signs Manual contains the following
works on the road advice, which has been adaptedto meet the needs ofdisabled peo-
ple:-
"Roadworks will often interfere with the free movement ofpedes-
trians causing them to be diverted from their usual path, and even
into the carriageway. Obstructions on the footway must be well
guardedby continuous barriers, with the addition of an audible
warning and lamps by night. Pedestrian routes diverted onto the
carriageway should be clearly defined by continuous barriers. The
special needs of visually impaired, disabled, and frail elderly peo-
ple, and people with prams should be kept in mind.Where a tem-

porary footway is provided, its surface must be of an adequate
standard. Well secured timber planking (free of projections),
compacted fine-grained material or bitumen are acceptable, but
unbedded flagstones, or loose hardcore are not.
Fig 9.1 — Guardingroadworkssites
Protection for visually handicapped people will generally require

that roadworks sites should be guarded for their full extent by
means of continuous light fence or barrier, 1000mm or more in
height, and have a tapping rail which may be readily detected by
a blind person usinga stick. Footways should alwaysbe kept clear
of mud and other loose material and should be ofa suitable width
for the volume of pedestrian traffic. Temporary pedestrianways
should never be less than 1200mm wide, and wherever possible,
should be at least 1800mm wide to allow for the passage of per-
ambulators and wheelchairs preferably with the provision of a
'passing place' on long stretches. Where the normal pedestrian
route is severely interrupted, pedestriandirectional signs and an
audible warning should be provided".
The report of the Home Committee's review of the Public

Utilities Street Works Act 1950, published in November 1985,
considered that the provision of adequate physical barriers to road
works was ofthe highest priority and emphasised that a blind per-
son with a cane needs a solid barrier at a low level which can be
detected through the cane. In additionto this, the barriers should
be of reasonably solid construction, should be brightly coloured
and, ifnecessary should be illuminated at night (to cater for par-
tially-sighted people). The Committee recommended that solid
barriers of adequate height should be erected on those sides of
excavations that obstructpedestrianflows, with an audible warn-
ing, whetheror not there is any special reason to expect visually
impaired people in that location.
The Committee also recommended that the organisations repre-
senting blind and disabled people should be fully consulted in the
preparation of the changes to Chapter 8 of the Traffic Signs
Manual that will be needed to implement the recommendations
on the subject of guarding excavations.
The possibility of providing advance information where street
works are likely to pose a hazard or an obstacle to blind or dis-
abled people was also considered and the Committee recom-
mended that where local organisations for blind or disabled peo-
ple wish to take an initiative in providing advance information
about streetworks to their members, the utilities and the highway
authority should assist in providing the relevant information.
9.4 Visual and Where scaffoldingor othertemporarystructures are erected,on or
audible warning on adjacent to a pedestrianway) it is essential that their presence is
scaffolding made clear to visually impaired people. There should be a mini-
mum passage width of 1100mm where scaffoldingis erectedover
a footway.
Corner poles must be padded and clearly indicated by warning
tape or sleeves. Warning signs which do not intrude into the
pedestrianpassageway must be provided at ends and external cor-
ners. Warning lamps must be provided during the hours of dark-
ness. Each tubular support should be provided with a white band
150mm in depth, the lower edge of the band being about
1600mm above ground level. Temporary close-boarded struc-
tures delineating a footway should be provided with a continuous
white band of the same depth and at the same height above the
ground level, plus an audible warning. Horizontal and diagonal
poles should be avoided at head height. Laddersshould be sited
so as not to create a hazard.
9.5 Reinstatement Allmaterials shall be cleared from the highway,which shall be left
ofthe site in a clean and tidy condition (including gulleys)at the termination
ofthe works. Any damage caused to the footway and carriageways
duringoccupancy will require to be made good to the satisfaction
ofthe highway authority.

Chapter 10 ACCESS TO THE OPEN SPACE AND THE
COUNTRYSIDE
Recreationand tourism
Many people with disabilities would like to take advantage of
recreational facilities provided in the countryside and at holiday
resorts. Signposting (eg Public Footpath to Beach, Cliff Walk,
Country Park etc;) should reflect new adaptations or improve-
ments wherever it has been possible to bring these about.
Bearing in mind the requirements quotedin section 7.3, appropri-

ate signing of even short stretches would be encouraging and
would offer disabled tourists and their families greater opportuni-
ties for sampling scenic attractions.
It should not be forgotten that certain special features such as
seats/benches and plants with scent, may have more than simply
casual interest or benefit for tourists with disabilities.
This topic is a large one and it is not intended to present more

than a brief overviewwith particular reference to access to infor-
mal open spaces, such as country or riverside parks and open
spaces in urban areas. In general a number of authorities and
organisations deal with access to the countryside and two docu-
ments on design are particularly useful in this area. These are
"Footpaths" by the British Trust for Conservation Volunteers and
"Informal Countryside Recreation for Disabled People" by the
Countryside Commission. The former contains excellent advice
on the setting up, equipping and managing ofteams ofvolunteers.
Countryside footpaths extend the variety ofexperiences and chal-

lenges available to those with a mobility handicap even though
they may not normally leave the path to enter new environments.
Besides providing access, the footpath becomes part of the envi-
ronment. Different surfaces can provide useful reference points of
a tactile nature for blind people and still be suitable for people in
wheelchairs.
It is necessary to have suitable parking spaces from which easy

access to any footpath, information area or park on the urban
fringe can be obtained and, wherever possible a wheelchair acces-
sible unisex toilet should be provided.
Generally, countryside footpaths will follow natural slopes more

closely than those in an urban environment; care must be taken
that the surface is firm and even and no unnecessary obstacles are
present. Gradients should be reasonable and potentially danger-
ous areas suchas banks ofstreams should be given special consid-
eration. Low safety rails made of logs beside paths with strong
crossfallwill help to prevent accidents if wheelchairs, and partic-
ularly electric wheelchairs, slip on the slope.
Manysuchpaths have unsealed surfaces and most willneed annu-
al maintenance. Drainage does not usually present a problem as
the surrounding pervious areas and natural gradients will normal-
ly deal with run-off water. That being said, local water problems
may arise and these should be anticipated where possible.
Gravel paths are very difficult for people in wheelchairs, and
should always be avoided. A more suitable surface is well rolled
asphalt planings graded from 18mm to dust.

Local materials and conditions will determine the form of foot-
paths and access requirements to a great extent. Solutions that
have been adopted for various situations are shown in figures
10.1-10.3. These figures show a timbertappingrail (Fig 10.1) for
the guidance of blind and partially sighted pedestrians along an
interesting route, a wheelchair and pedestrianaccessto areas pro-
hibitedto motorcycles and horses (Fig 10.2) and an easily mount-
able stile for access to an area unsuitable for wheelchairs, for
instance across a path or field (Fig. 10.3). People with mobility
handicaps are increasinglyusing cross-country scooters, so access
should be provided to many areas that might be considered
unsuitable for conventional wheelchairs but suitable for people
with moderate ambulatory disability.
ANTI-HORSE RAIL
1270mm
Fig 10.1 — Pedestrian access to an area prohibited to motorcycles andhorses
1100nn POSTS 150 x 150

x 2100mm
Aa RAJLS 100 x 40mm
1100mm
920mm
10mm CONCRETE BASE
POST100 x 100mm
Fig 10.2Pedestrianaccess to an areaprohibitedto motorcycles and horses

Footpaths should be signed with the international wheelchair
access symbol where, followingappropriate consultation, they are
considered suitable for wheelchair users.
Where information boards are provided it should be remembered
that a talking information facility will benefit people with a visual
impairment.
TOP OF POST SHAPED TO HAND
1200-
FENCE RAiLS
900mm
I I
"ii H
170mm
HEIGHT OF RISERS SHOULD BE AS CLOSE AS POSBLETO THE DESIRABLE STEP HEIGHT OF 170mm
Fig 10.3 Stilefor disabled people
TOP PAIL SHOULD BE WiDE

I ENOUGH TO ALLOW A PERSON
I TO Sif ON IT AND SWiNG
THEIR LEGS OVER
¶
FENCE
UPRIGI-fT POST FOR

HAND SUPPORT _______ LOW WiDE STEPS
EASIER TO USE
3,m
1200mm MINIMUM
Fig 10.4Stile for disabled people to access an area unsuitable for wheelchairs

APPENDICES
APPENDIX 1 LEGISLATION
1 Provisionforaccessand parking for disabledpersons in public buildings
LEGISLATION COMMENTS
The Chronically Sick and Disabled These sections require any person providing
Persons Act, 1970 ss4, 5, 7 to 8A premises (including sanitary conveniences) which
are public, to make provision, where reasonable
NORTHERN IRELAND and practicable, for the means of access and park-
The Chronically Sick and Disabled ing to be designed to meet the needs of disabled
Persons (Northern Ireland) Act, people, with appropriate indicating the availability
1978 ss4, 5, 7 and 8 of facilities. The same requirementsalso applied to
personsproviding University and School buildings,
offices,shops, railway premises and factories.
Local Planning Authorities are not required to use
their development control powers to ensure that
satisfactory provision is made. However, DoE
Circular 10/82 states that "the arrangements for
access to buildings can be a planning matter and
the suitability of the arrangements for use by the
public, which includes disabled people, raises
issues of public amenity which, in the opinion of
the Secretary of State can be a material considera-
tionto a planning application".
Consequently, premises (such as a shop or public
building) to whichthe public can reasonably expect
to have accesswill be subject to suchmaterial plan-
ning considerations if any application is made
which would lead to an unreasonable reductionin
accessibilityfor the public at large.
In considering any proposal where the above con-
sideration applies, Local Planning Authorities will
need to apply the test in the Chronically Sick and
Disabled Persons Act 1970 (as amended). Section
4(1) ofthe Act states: " insofar as it is in the cir-
cumstances both practicable and reasonable."
Guidance as to what is practical and reasonable is
found in Government publications. In relation to
alterations ofexisting buildings, Paragraph 6 ofthe
Development control Policy Note No 16 states
"...the scope of an applicant to undertake at rea-
sonable cost, adaptations to provide access and
facilities for the disabled maybe limited".
Paragraph 7 states "....in some cases (e.g. that of a
typical high street shop) whichthe internalfloor is
of a different level from that of a street pavement
alongside, it may not be practical to incorporate a
ramp". Paragraph 4 states "in considering practica-
bility both on the technical and on an economic
point ofview". Therefore, even though the conve-
nience of an access for the general public at large,
including disabled persons,can be a material plan-

fling consideration, no greaterweight can be given
to the needs of disabled personsthan what is rea-
sonable and practical within the meaning of the
1970 Act and related national policy. However,
planning decisions, including those on appeal are
increasinglyrecognising the ease of access for dis-
abledpersonsas a material planning consideration,
although only one amongmany. Consequently, the
failure to make reasonable provision for disabled
people can, in certain circumstances, be the over-
riding factor in the determination of a planning
application.
The Disabled Persons Act, 1981 This Act amended and inserted provisions into var-
ious Acts, mainly in order to ensure that better pro-
NORTHERNIRELAND vision be made for the needs of disabled persons
The Disabled Persons (Northern using highways, buildings etc. The relevant provi-
Ireland) Order, 1982 sions are described under the heading of the Acts
that were amended.
ENGLAND& WALES These Regulations require that means of access be
The Building Regulations 1985 provided to meet the needs of disabled people in
(SI 1985, No 1065) and the erection of certain new buildings and in the
(Approved Document M, 1987) alteration or extension of certain buildings. They
require meansofaccess to be provided to and with-
SCOTLAND in any storey of such buildings to which there is
TheBuildingStandards(Scotland) entryat groundlevel, but there are special rules for
Amendment Regulation 1984 (SI sports stadia and auditoria. 'Where sanitary conve-
1984, No 1660) niences are provided, adequate provision is to be
made for the needs of disabled people. The
NORTHERNIRELAND requirements are deemedto be satisfied when pro-
Building (Amendment) vision has been made in accordance with British
Regulations (NorthernIreland) StandardBS 5810: 1979.
1984
2 Duty to inform developerofprovisionsof 1970 Act andBS 5810: 1979

ENGLAND& WALES When granting planning permission in relation to
Town & Country Planning Act, premises to which a duty under ss4 to 8 of the
1971 ss29A and 29B Chronically Sick and Disabled Persons Act, 1970,
applies, the planning authority shall ensure that the
SCOTLAND applicant is aware ofsuch duty.
Town & CountryPlanning
(Scotland) Act, 1972 s26(4A)
NORTHERNIRELAND The Department of the Environment (Northern
Planning (NorthernIreland) Ireland) as Planning Authority, is required to
Order, 1972 ensure that applicants are aware of any duty
imposed by ss4 to 8 of the Chronically Sick and
Disabled Persons (NorthernIreland) Act, 1978.

3 Orange Badges
Chronically Sick & Disabled This section allows Regulations to be made for the
Persons Act, 1970 s21 Orange Badge Scheme
NORTHERN IRELAND
Chronically Sick and Disabled
Persons Act (NorthernIreland)
1978, s14
Road Traffic Regulation Act, This section provides for penalties for the abuse of
1984, s117 facilities provided for disabled people under the
provisions ofthe Act.
NORTHERNIRELAND Provides for penalties forthe abuse ofparking facil-
Road Traffic (NorthernIreland) ities provided for disabled people.
Order, 1981 —Article 105
Disabled Persons Parking Bye- Prohibit the use of a parking space reserved on a
Laws (NorthernIreland) 1985 road for a disabled person's vehicle by any other
vehicle.
The Disabled Persons (Badges for These Regulations replace the corresponding 1975
Motor Vehicles) Regulations. They provide for new eligibilitycrite-
Regulations 1982 (Si 1982 No ria, enhanced powers for authorities to refuse to
1740) issue badges or require their return in the event of
misuse, and a new design for orange badges.
NORTHERN IRELAND The Regulations prescribe forms of badges and
Disabled Persons (Badges for provide for eligibilitycriteria.
Motor Vehicles) Regulations
(NorthernIreland) 1979
4 Parking on Footways
Road Traffic Act, 1974 Section 7 prohibits parking on footways and verges
ss7 and 195 where the speed limit is 40 mph or less though it
allows certain streets (usually narrow ones) to be
designated as outside the regulations. This provi-
sion, although on Statute, still awaits a commence-
ment date due to problems connected with
enforcement etc.
Road Traffic Regulation Act 1984 Where waiting is prohibited by traffic regulation
ssl, 2 order (denoted by single or double yellow lines) it
is illegal for any vehicle to be parked either wholly
or partlyon the footway.
ENGLAND& WALES This provision (as amended by s195 of the Road
Highways Act 1835 Traffic Act, 1974) makes it illegal to drive on the
s72 pavement (and to be parked on the pavement, a
vehicle must have been driven there).
Highways Act, 1980 Makes illegal the wilful obstruction of free passage
s137 alonga highway.

LONDON ONLY Prohibits parking of vehicles on pavements in the
The Greater London Council Greater London area.
(General Powers) Act, 1974
s15
(Introducedin January 1985)
SCOTLAND Prohibitsdriving ofvehicles on footways,footpaths
Roads (Scotland) Act, 1984 or cycle tracks, with limited exemptions
s129(5)
NORTHERN IRELAND Where waiting is prohibitedunder the provisions of
Roads (Restriction of Waiting) this Order (denoted by single or double yellow
Order (NorthernIreland) 1982 lines) it is illegal for anyvehicle to be parked either
wholly or partlyon the footpaths.
Road Traffic (Northern Ireland) Prohibitsparking of heavy commercial vehicles on
Order 1981 Article 26A footways.
Footways (Prohibition of Prohibitswaiting on a footway adjacentto a clear-
Waiting) (No 2) Order (Northern way.
Ireland) 1981
Road Traffic (Northern Ireland) Makes illegal leaving of a vehicle in such position
Order 1981 on a road so as to cause or likely to cause any
Article 171 obstructionor danger.
There is no law in Northern Ireland imposing a
general prohibition on driving on a footpath.
5 Use ofInvalidCarriages on Footpath

The Chronically Sick and Exempts mechanically propelled invalid carriages
Disabled Persons Act, 1970 from prohibition against driving on footpaths.
s20
SCOTLAND Exempts electrically powered or manually pro-
Roads (Scotland) Act, 1984 pelled invalid carriages from prohibition of driving
s129(5) on footways and footpaths.
6 Obstruction ofHighway by Street Furniture andTemporary Works

ENGLAND& WALES These sections impose a duty on highway authori-

HighwaysAct, 1980 ties and other persons executing or proposing to
si75A execute works on highways to have regard to the
needs ofdisabled and blindpersons. Theobligation
SCOTLAND applies also to the placing of permanent obstruc-
Roads (Scotland) Act, 1984 tions in the road, suchas lampposts, bollards, traf-
s120 fic signs and other apparatus. Highway and roads
authorities must continueto consider disabled peo-
NORTHERN IRELAND
Roads (NorthernIreland) ple s needs for ramps between carnageways and
0 d 1980 footways, and the need for blind people to have
Article 43A openings in the road properly protected.
ENGLANDAND WALES The whole of Part IX deals with "Lawful and

HighwaysAct, 1980 Part IX Unlawful Interference with Highways and
(ssl3O—185) Streets".

SCOTLAND Part V dealswith "Roads and Building Control".
Roads (Scotland) Act, 1984
(ss56 to 61) and Part VIII Part VIII deals with "Interference and Damage".
(ss83 to 102)
NORTHERNIRELAND Part IV deals with the safety of roads and confers

Roads (Northern Ireland) Order powers on the Department of the Environment
1980 Parts IV and VI (NorthernIreland) inter alia, to remove or require
to be removed dangerous trees, structures or pro-
jections from buildings.
Part VI deals with "Lawful or Unlawful
Interference with Roads". In theseStatutes,powers
inter alia are givento highway authorities to control
occupation of parts ofthe road in connection with
building operations; powers to carry out work on
overhanging vegetation; powers to remove danger-
ous projections from buildings; powers to maintain
headroombelow overhead obstructions.
Traffic Signs Regulations and Direction 34(6) gives discretion for highway
General Directions 1981 authorities to mark a white band on traffic signal
(Si 1981 No 859) poles to assist partially sighted pedestrians.
7 Pedestrianisation
Road Traffic Regulation Act, Traffic Regulation Orders made under this Act
1984 may introducepedestrian precincts.
ssl, 2
ENGLAND& WALES These sections provide corresponding provisions
Town & CountryPlanning Act, for the conversion ofthe entire widthofa non-prin-
1971 cipal road to a footpath to improve the amenity of
s2 12 the area. Orders made by the competentauthority
(usually the planning authorityafter consulting the
SCOTLAND highway authority) may contain exemptions for
Town & Country Planning Orange Badge holders.
(Scotland) Act, 1972 s201
NORTHERN IRELAND The Departmentmay for the purposeofimproving
Planning (Northern Ireland) the amenity of an area by order, provide for the
Order 1972 extinguishment of any right which persons may
have to use vehicles on a road.
Road Traffic (NorthernIreland) Provides that the use of a road by vehicles may be
Order 1981 Article 22 prohibitedfor the purposes of facilitating pedestri-
an traffic.
8 Traffic Managementand Parking

Road Traffic Regulation Act, Traffic Regulation Orders are made under this Act
1984 which may introduce waiting restrictions, create
pedestrian precincts, designate parking places for
disabled people, and control activities in off-street
car parks.

Local Authorities Traffic Orders These Regulations require certain traffic orders
(Exemptions for Disabled made by local authorities after 1st December,
Persons) England & Wales 1971, that prohibit or restrict the waiting of vehi-
Regulations, 1971 (SI 1971 No cles in roads or street parking places, to include a
1493) as amendedin SI 1975 No provision for the exemption of any vehicle display-
267 ing a disabled person's badge.
Local Authorities Traffic Orders
(Exemptions for Disabled
Persons) (Scotland) Regulations
1971 (SI 1971 No 1521) As
amended in SI 1975 No 881
9 Traffic Signs
Traffic Signs Regulations and Prescribes, inter alia, the traffic signs for use for
General Directions 1981 people with a mobility handicapillustrated in
(SI 1981 No 859) Appendix 2 below.
Road Traffic (Northern Ireland) The Departmentmakes Orders and Bye-Laws
Order 1981 under the provisions of these Articles generally to
Articles 21, 22 & 105 regulate traffic and to control activities in off-
street car parks.
10 Public Transport
TheTransport Act, 1968 Section 9a(7) imposes a duty on local authorities

and executivesto have regard to the transport
needs of members of the public who are elderly or
disabled.
The Transport Act, 1985 Section 7 requires traffic commissioners to have
regard to the interests ofpersonswho are elderly
or disabled in considering what traffic regulation
conditions to apply to the routes or stopping
places ofbus serviceswhere requestedby a traffic
authorityand where required in order to prevent
danger to road users or reduce severe traffic
congestion.
Section 63(8) imposes a duty on councils to have
regardto the transport needs of members of the
public who are elderly or disabled.
Section 93 authorises local authorities to establish
travel concession schemes for which the eligibility
criteria include people over retirementage, blind
people and people with a disabilitywhich seriously
impairs their ability to walk.
Sections 106 and 107 allow authorities to make
grantsfor the purpose of facilitating travel by
members of the public who are disabled.
Section 125 establishes the Disabled Persons

Transport Advisory Committee, to consider any
matter relating to the needs of disabled persons in
connection with public passenger transport.
APPENDIX 2 TRAFFIC SIGNS FOR PEOPLE WITh A MOBILITY
HANDICAP
*
NUMBERS BELOW SIGNS REFER TO DIAGRAM NUMBERS IN 'TRAFFIC SIGNS REGULATIONSAND GENERAL DIRECTIONS 1981'
DIMENSIONS IN MILLIMETRES
[Elde] z [D.af
children
L people j
Dl.abl.dl
544.2
[ Blind chuldr!!]
ELDERLY OR HANDICAPPED [people 545
CH'LDREN GOING TO OR FROM
SPECIAL PLATES FOR USE
WITh SIGN DIAGRAM 545
PEDESTRIANS
SCHOOL OR PLAYGROUND REQUIRING DEPARTMENTOF
TDeaf IDaec1 TRANSPORT AUTHORISATION
[people]
[ people 547.4
SPECIAL PLATE FOR USE WITh PLATES FOR USE WITh
SIGN IN DIAGRAM 544.2 SIGN IN DIAGRAM 544.2
REQUIRING DEPARTMENT OF
TRANSPORT AUTHORISATION
.4
(450) 600(750) (900) 300
•
DIsabled
___ badge 20
1(37.5) holders
Ee1sabIed
I badge hoides ').l=5O ___ only
618.1 661
617 PLATE FOR USE WITH SIGN
IN DIAGRAM 617 PARKING PLACE RESERVED
ALL VEHICLES PROHIBITED TO INDICATE EXEMPTION FOR DISABLED BADGE HOLDERS
REGULATIO'J 12 (1)(n) PERMITS THE DISABLED PERSON SYMBOL TO BE ADDED TO MANY LOCAI DIRECTION
]
SIGNS IN DIAGRAMS 728 TO 732.1
(37.5)
(50)
(75)
((Toilets 100
(150)
736.1
DIRECTION TO TOILETS INCLUDING DIRECTION OF ROUTE FOR PEDESTRIANS TO

FACILITIES FOR THE DISABLED LOCAL PLACES WHERE ThIS DIFFERS FROM
THE ROUTE FOR VEHICULAR TRAFFIC
MARKINGS ON ThE ROAD

Edge of carriageway
U-bUU
I
6oo'T600 (50)=__________ 1 •150
1!___ _'Ui600 75
(100) it
(1 U—I
DISABLED 600 (50) 75 (100)
50
1028.1 1026.1
TO INDICATE TO VEHICULAR TRAFFIC TO INDICATE TO VEHICULAR TRAFFIC, ThAT PART OF ThE

CARRIAGEWAY OUTSIDE AN ENTRANCE TO OFF-STREET
THAT PART OF A CARRIAGEWAY,AT THE
SIDE OF THE ROAD, WHICH SHOULD BE PREMISES, OR WHERE THE KEAB IS DROPPED TO PROVIDE
KEPT CLEAR FOR USE BY VEHICLES A CONVENIENT CROSSING PLACEFOR PEDESTRIANS, WHICH
SHOULD BE KEPT CLEAR OF STA11ONARYVEHICLES.
DISPLAYING AN ORANGE BADGE
THE ORANGE BADGE SCHEME

bISA&ED PERSES
Th.
*,,*,I
S..WI4_
—
m
VALII)UNTIL
BA
—
SQUARE
1L SET
SAFD
P<IMG
T*O #1.
hUE LIUST2 HOURS
O
PEASOUE
PARKING DISC FOR DISPLAY IN VEHICLE

BADGE ISSUED TO DISABLED PERSON
WHEN PARKING ON SINGLE OR DOUBLE
FOR DISPLAY IN WINDSCREEN YELLOW LINES (ENGLAND AND WALES ONLY)
WHEN USING PARKING BENEFITS

APPENDIX 3 BIBLIOGRAPHY
1. GENERAL
DEPARTMENTOF THE ENVIRONMENT/WELSH OFFICE. Development Control

Policy Note 16: Access for the Disabled. HMSO. 1985. (General guidance on current
Ministerial policy)
DEPARTMENT OF THE ENVIRONMENT. Circular 1 1/85 (WELSH OFFICE
Circular 18/85). The Building (Fourth Amendment) Regulations 1985 and Approved
DocumentM, 1987): Access and Facilities in Buildings for the Benefit ofDisabled People.
HMSO.June 1985 (Explains 1985 Amendment to Building Regulations)
DEPARTMENT OF HEALTH & SOCIAL SECURITY. Can Disabled People Go
Where You Go? Report of the Silver Jubilee Committee on Access for Disabled People.
DHSS, Elephant and Castle, London, SE1 6BY. 1979.
DEPARTMENT OF HEALTH & SOCIAL SECURITY. Circular LAC (82) 5 (also
DOE Circular 10/82, DES Circular 2/82, and DTp Circular 1/82). Re: Disabled Persons
Act, 1981. DHSS. April 1982. (Explains provisions of 1981 Act and reminds all Local
Authorities of the importance of bearing in mind the needs of disabled people in discharg-
ing all their functions)
LYON, R R. Providing for the Disabled Highway User. In "Municipal Engineer", Vol 110,
No 4, April 1983, pp 120-125. (Examines scale of problem illustrated by case studies in
Tyne & Wear)
ROYAL TOWN PLANNING INSTITUTE. Practice Advice Note No 3: Access for
Disabled People. 26 Portland Place, London WiN 4BE Dec 88.
2. Designguidance
DEPARTMENT OF TRANSPORT Disability Unit Circular 1/91: The use of dropped
kerbs and tactile surfaces at pedestrian crossing points. 1991.
BRITISH STANDARDS INSTITUTION. BS 5810: 1979 Code of Practice for Access

for the Disabled to Buildings. British Standards Insitution, 2 Park Street, London W1A
2BS. September 1979. (Regulations now require provisions ofthis standard to be referred
to)
GOLDSMITH, Selwyn. Designing for the Disabled (3rd Edition). RIBA Publications,
Finsbury Mission, Moreland Street, London EC1. 1976. (Comprehensive design guide)
GREATER MANCHESTER COUNCIL. Disabled People Out and About. GMC
Information Office, County Hall Extension, Portland Street, Manchester, M60 3HP.
December 1982. (Detailed written design guidance)
HAMPSHIRE COUNTY COUNCIL. Designing for Disabled People: The External
Environment. Hampshire County Planning Department. March 1988 (Local Authority
design guide) (new editionJanuary 1991)
INSTITUTION OF HIGHWAYS & TRANSPORTATION. Guidelines: Providing for
the Cyclist. IHT, 3 Lygon Place, Ebury Street, London, SW1W OJS. July 1983 (For advice
on shared use of footways).
LANCASHIRE COUNTY COUNCIL. Code of practice on mobility (based on 1985
Guidelines — Providing for People with a Mobility Handicap). P0 Box 9, Guild House,
Cross Street, Preston PR1 8RD.
NOTTINGHAMSHIRECOUNTY COUNCIL. Design Guide: Planning for Disabled
People in Nottinghamshire. 1985. (Local Authority design guide).

THORPE, Stephen. Designing for People with Sensory Impairments. Centre for
AccessibleEnvironments, 35 Great Smith St, London, SW1P 3BJ.
THORPE, Stephen. Access Design Sheet Series: 1. Ramps; 2. Entrances; 3. External

Surfaces. 4. Internal Spaces 5. Safety 6. Legislation. Centre for Accessible Environments,
Great Smith Street, London SW1P 3BJ.
THORPE, Stephen. Access for Disabled People: Design GuidanceNotes for Developers.
Access Committee for England, 35 Great Smith Street, London,SW1P 3BJ.
LEAKE, G R, A D MAY and T PARRY. Institute for Transport Studies, University of

Leeds with the Department of Civil Engineering, June 1991 An Ergonomic Study of
Pedestrian Areas for Disabled People (Accessibilitypackage).
3. Orange Badge Scheme

DEPARTMENT OF TRANSPORT. The Orange Badge Scheme: Parking Scheme
Concessions for Disabled and Blind People. HMSO. 1983 (Four page leaflet explaining
scheme for applicants)
DEPARTMENTOF TRANSPORT.Circular 4/82 (WELSH OFFICE Circular 49/82).

The Orange Badge Scheme ofParking Concessions for Disabled and Blind People.
(Explains 1982 revised regulations — new eligibility criteria, enhanced powers for
Authorities to refuse to issue badges or require their return in the event of misuse, and a
new design for orange badges)
DEPARTMENT OF TRANSPORT. Circular Roads 2/84 (WELSH OFFICE Circular
4/84). Orange Badge Scheme of Parking Concessions for Disabled and Blind People.
(Explains eligibilitycriteria of 1982 Regulations)
DEPARTMENT OF TRANSPORT. Circular Roads 6/84 (II. Parking for Disabled
People) (SCOTTISH DEVELOPMENTDEPARTMENT.Circular 30/84)
(Clarifies that psychologicaldisorderdoes not preclude eligibility;suggests lowering ticket
machines at car parks; advisesproper designation ofreservedparkingspaces to limit abuse)
JOINT COMMITTEE ON MOBILITY FOR DISABLED PEOPLE a) Parking for

Reserved Parking Spaces for Disabled People. b) On-StreetParking for Individual Orange
Badge Holders JCMD, Woodcliff House, 5 1A CliffRd, Weston-Super-Mare, Avon, BS22
9SE. September 1990 (Information Sheet advising on designation and enforcement of
reserved parking spaces)
4. Traffic signs
DEPARTMENT OF TRANSPORT/SCOTTISH DEVELOPMENT DEPART-
MENT/WELSHOFFICE. Traffic Signs Manual. HMSO (Provides additional guidance
and interpretationof 1981 Regulations)
DEPARTMENT OF TRANSPORT.Circular Roads 3/81. Revision of the Traffic Signs
Regulations and General Directions.
(Gives general guidance on signs warning ofelderly or handicapped pedestrians)
5. Pedestrian precincts
THE INSTITUTION OF HIGHWAYS AND TRANSPORTATION. Pedestrianisation

Guidelines. IHT, 3 Lygon Place, Ebury StreetLondon SW1W OJS. 1989.
DEPARTMENT OF TRANSPORT/WELSH OFFICE. Local Transport Note: 1/87
Gettingthe Balance Right (Revisededition in preparation) (Adviseson design ofpedestri-
anised areas, including need to cater for special needs of the disabled)

JOINT COMMITTEE ON MOBILITY FOR DISABLED PEOPLE. Pedestrian
Precincts and Disabled People. JCMD, Woodcliff House, 5 1A Cliff Rd, Weston-Super-
Mare, Avon, BS22 9SE.November1977 (Adviseson mobility ranges and parking require-
ments for disabled people)
6. Pedestrian crossingfacilities
DEPARTMENT OF TRANSPORT. Department Advice Note TA/52/87: Design
Considerations for Pelican and Zebra Crossings (underrevision).
DEPARTMENT OF TRANSPORT. Advice Note TA/15/81: Pedestrian Facilities at

Traffic Signal Installations. (These advice notes provide guidance on criteria for determin-
mg need for pedestrian crossing facilities)
7. Recreation
AGATE, Elizabeth. Footpaths: A Practical Conservation Handbook. British Trust for

Conservation Volunteers, 36 St Mary's Street, Wallingford, Oxfordshire, OX1O OEU.
March 1983
(Practical handbookfor footpath planning and construction)

APPENDIX 4 LIST OF APPROPRIATE ORGANISATIONSTO CONSULT
ACCESS COMMITTEE FOR ENGLAND (ACE), 35 Great Smith St, London SW1P
3BJ Telephone: 071 233 2566.
AGE CONCERN, ENGLAND, 1268 London Rd, London SW16 4ER. Telephone081-
679-8000
ARTHRITIS CARE, 6 Grosvenor Crescent, London, SW1X 7ER. Telephone: 071-235

0902.
CENTRE FOR ACCESSIBLE ENVIRONMENTS (CAE) 35 Great Smith Street,

London SW1P 3BJ Telephone071 222 7980.
DISABILITY SCOTLAND. (COMMITTEES ON ACCESS AND MOBILITY),
Princess House, 5 Shandwick Place, Edinburgh, EH2 4RG. Telephone: 03 1-229 8632.
DISABLED DRIVERS ASSOCIATION. The Hall, Ashwellthorpe,Norwich NR16 1EX.

Telephone 050 841 449.
DISABLED DRWERS' MOTOR CLUB. Cottingham Way, Thrapston, Northants
NN14 4PL. Telephone08012 4724.
DISABLED LIVING FOUNDATION. 380-384 Harrow Road, London, W9 2HU.
Telephone: 071-289 6111.
HELP THE AGED, St. James' Walk, Farringdon, London,EC1R OBE. Telephone: 071-
253 0253.
JOINT COMMITTEE ON MOBILITY OF BLIND AND PARTIALLY SIGHTED

PEOPLE, 224 Great Portland Street, London,WiN 6AA. Telephone: 071-388 1266.
JOINT COMMITTEE ON MOBILITY FOR DISABLED PEOPLE,Woodcliff House,
51A Cliff Rd, Weston-Super-Mare, Avon, BS22 9SE. 0934 642313.
MULTIPLE SCLEROSIS SOCIETY,286 Munster Road, Fulham, London, SW6 6AP.

Telephone: 071-385 6146/8 and 071-381-4022/5.
NATIONALADVISORY UNIT FOR COMMUNITY TRANSPORT,Keymer Street,
Beswick, Manchester, Ml1 3FY. Telephone: 061-273 6038.
NATIONAL ASSOCIATION FOR MENTAL HEALTH (MIND), 22 Harley Street,
London,WiN 2ED. Telephone: 07 1-637 0741.
NATIONAL FEDERATION OF THE BLIND, Unity House, Westgate, Wakefield,
West Yorkshire. Telephone: Wakefield (0924) 377012.
NATIONAL MOBILITY CENTRE (BLIND), 22 Melville Road, Edgbaston,
Birmingham B16 9JT. Telephone: 02 1-454 6870.
NORTHERN IRELAND REGIONAL ACCESS COMMITTEE, 2 Annadale Avenue,
Belfast, BT7 3JR. Telephone:Belfast (0323) 640011.
PEDESTRIANS ASSOCIATION, 1 Wandsworth Road, London, SW8 2LJ. Telephone:
071-735 3270.
ROYAL ASSOCIATIONFOR DISABIUTYAND REHABIUTATION(RADAR), 25

Mortimer Street, London,WiN 8AB. Telephone: 071-637 5400.
ROYAL NATIONAL INSTITUTE FOR THE BLIND (RNIB), 224 Great Portland
Street, London,WiN 6AA. Telephone: 07 1-388 1266.

ROYAL NATIONAL INSTITUTE FOR THE DEAF (RNID), 105 Gower Street,
London,WC1E 6AH. Telephone: 071-387 8033.
ROYAL SOCIETY FOR MENTALLY HANDICAPPEDCHILDRENAND ADULTS
(MENCAP), 117-123 Golden Lane, London, EC1Y ORT. Telephone: 07 1-253 9433.
WALES COUNCIL FOR THE DISABLED, AND ACCESS COMMITTEE FOR

WALES. Llys Ifor, Crescent Road Caerphilly, Mid Glamorgan, CF8 1XL. Telephone
0222 887325/6/7.
NOTE: This list is not necessarily comprehensive, and is based on information available
at the date of publication.

APPENDiX5 EXAMPLES OF CURRENT INTERNATIONALSTANDARDS
Introduction
Many countries have national standards or guidelines for features that influence access to
buildings for people with mobility handicaps. Some have standards for footways, car park
spaces and features of the urban environment such as ramps.
This Appendix lists and compares such standards from 11 countries and from the
International StandardsOrganisation. The sources of the data are listed at the end ofthe
Appendix. The topics covered are wheelchair sizes and manoeuvrability, car park space
width, widths of halls and passageways, widths of footways and footpaths, stairways,
dropped kerbs and ramps.
Many ofthe dimensions quoted do not vary much from one standardto another, but oth-
ers, such as the total rise per flight of stairs, vary by a factor of two.
REFERENCES (in order of the columns in the tables)
SWITZERLAND
Construction adaptee aux personnes handicapees (Contructionadapted for handicapped
people), Norme Suisse SN 521 500, CRB (Swiss Research Centre for the Rationalisation
ofBuildings) Zurich, Switzerland 1988 (Status: National Standard)
FRANCE
Building Construction — Physically handicapped persons. Norme Francaise P91-201,
French StandardsAssociation, France 1978 (Status: National Standard)
Problemes dimensionels des semi-ambulants et des handicapes en fauteuil roulant Circular
No 82-81 of4 October 1982, Special supplement No 82-42 bis Le Moniteur 15 October
1982, Paris 1982 (Status: Supplement to NationalStandard)
NETHERLANDS
AccessibilityofBuildings and the Outdoor Environment, Dutch NationalStandard, NEN
1814, Delft, Netherlands, 1988 (Status: Dutch NationalStandard)
Manual— Traffic provisionsfor people with a handicap,Road Safety Directorate, Ministry
ofTransport and PublicWorks, The Hague, Netherlands1986 (Status: Manualissued by
the Ministry ofTransport and Public Works)
IRELAND
Access for the Disabled 1 — minimum design criteria, National Rehabilitation Board,
Dublin 1988 (Status: Non-statutorycriteria)
SWEDEN
BrattgardS, Survey of Swedish recommendations ofbuilding measures according to per-
sons in wheelchairs or with walking aids, Goteborg University, Sweden 1974 (Status:
Survey ofguidelines and standards). HandicapAdaptation ofBuildings— Extracts from the
Swedish Building Ordinance and Swedish Building Code,The NationalSwedish Board of
Planning and Building, Stockholm 1981 (Status: Extracts from NationalBuilding Code)
USA
American National Standard for buildings and facilities — providing accessibilityand
usability for physically handicapped people, American National Standards Institution
Al 17.1, American National Standards Institution, New York 1986 (Status: National
Standard)

EarnhartG and L Simon, Accessibilityfor elderly and handicapped pedestrians — A man-
ual for cities, ReportFHWA-IP-87-8, Federal Highway Administration US Departmentof
Transportation, Washington DC 1987 (Status: Manual/Guidelines prepared for the
Departmentof Transportation)
GERMANY
Structural provisions for disabled and elderly in public places, German Standards
Institution 1974 (Status: NationalStandard)
AUSTRALIA
Draft standard, Design for access and mobility, Part I — Building designrequirementsfor
peoplewith mobility impairments,StandardsAssociation of Australia, New South Wales
1987 (Status: draft NationalStandard)
FINLAND
Planning a building or premises designed for public use to accommodate the physically
handicapped, National Building Code of Finland, Ministry of the Environment Physical
Planning and Building Department, Helsinki 1985 (Status: Nationalbuilding code)
CANADA
Building standards for the handicapped, National Building Code of Canada, National
Research Council of Canada, Ottawa 1980 (Status: Nationalbuilding code)
ISO
Needs of disabled people in buildings — design guidelines, spaces in buildings and the out-
door environment, International StandardsOrganisation 1983 (Status: ISO guidelines)

Table 1A. Examples of Standards
PARAMETER/FEATURE IHT Swiss FRENCH DUTCH IRISH SWEDISH USA GERMAN AUSTRALIAN FINNISH CANADIAN ISO
GUIDELINES SN 521 500 CIRC 82-81 NEN 1814 MIN DES CRIT BUILDING CODE FHWA-JP-57-8
WHEELCHAIR LENGTH 1.25 1.20 1.25 1.20 1.25 1.20-1.40 1.22 1.40 MAX 1.07 USUAL 1.25 MAX
1.22 MAX
WIDTH (INCI ELBOWS) 0.90 0.70 0.75 ELB 0.85 0.75 0.70-0.80 0.76 0.85 ELBOWS 0.66 USUAL 0.70
(CHAIR ONLY) 0.67 0.65 CHAIR 0.70 CHAIR 0.70 0.75 CHAIR 0.76 MAX
OVERALL HEIGHT 1.385 — 1.35 1.38 1.4 MAX
EYE HEIGHT 1.175-1.265 1.0-1.3 1.15-1.25 1.17-1.26
SPIN CIRCLE DIA 1.575 — 1.7 — 1.5 1.5
AREA TO TURN 900 1 .4x1 .4 1.4x1 .4 —
1 .25x1 .65
AREA TO TURN 1800 1 .4x1 .7 1 .4x1 .7 — 1 .4x1 .8 1 .52x1 .52
CAR PARK BAY WIDTH 3.6 3.5 3.3 3.5 3.3 3.6 3.96 3.5 3.5 MIN 3.7 MIN 3.5 MIN
(MIN 3.0) (2.44+1.52) (SMALLER IF 1.5m
CLEAR TO SIDE)
WIDTH PEDESTRIAN 0.6 0.70
WIDTH PED &1 STICK 0.75 0.7 0.7 0.75
WIDTH PED & 2 STICKS 0.90 0.9 0.9 0.85
WIDTH ADULT& CHILD 1.1 1.10
WHEELCHAIR 0.9 0.9 0.85 0.9 0.9-1.0 0.915 0.9 PAST

0.815 AT POINT OBSTRUCTION
OTHERWISE 1.2
—
2 WHEELCHAIRS 2.0 1.8 — 1.52
1.8 1.6 1.525
(MIN 1.8)
CROSSFALL 2.5% MAX 2% MAX 1% MAX 2% MAX 2% MAX 2.5% MAX

—
PAVEMENT WIDTH 1.8 MIN 1.2 MIN 1.2 MIN 1.3 MIN 1.5 MIN 1.2 EXCEPT AT 0.92
1.8 PREF 1.5 PREF 0.915 2.0 PREF OBSTRUCTIONS
WHERE 0.9 MIN
Table lB. Examples of Standards
PARAMETER/FEATURE IHT SWISS FRENCH DUTCH IRISH SWEDISH USA GERMAN AUSTRALIAN FINNISH CANADIAN ISO
GUIDELINES SN 521 500 CIRC 82 - 81 NEN 1814 MIN DES CR11 BUILDING CODE FHWA - PP - 57 -8
PREF 0.13 EXT 0.12-0.14 0.13 MAX 0.15 MAX

STEP HEIGHT 0.175 MAX INT 0.16 MAX 0.15 MAX 0.145 0.12-0.15 0.127-0.178
MIN-MAX 0.10-0.15 0.14 PREF 0.164 MAX 3 STEPS MIN
EXT 0.32-0.34 0.32 PREF

TREAD 0.30 0.28 MIN INT 0.32 MIN 0.32-0.34 0.25 MIN 0.30 0.25 MIN 0.40 MIN 0.30
0.34 PREF
NIL 0.03 MAX NIL 1O0150 — NIL 0.038 MAX NIL

RISER OVERHANG
1.20 MAX 10 STEPS MAX 2.4 MAX 1.8 MAX 18 STEPS MAX —
TOTAL RISE/FLIGHT
HANDRAIL DIA 0.045-0.05 0.04 0.041 0.045—0.05 0.032-0.038 0.03-0.05 0.03-0.05 0.04
— 0.038 0.05 0.045 0.05

KNUCKLE GAP 0.045 0.05 MIN 0.045
HANDRAIL 0.9 0.9-1.0 0.96 MAX ADULT 1.0 0.85 0.76-0.86 0.86-0.90 0.90 0.90
HI FROM APPROACH 0.76 MAX CHILD
— — —
HANDRAIL 0.85 — 0.85 0.80 0.76-0.86
HI FROM STEP NOSE
HANDRAIL END 0.3 MIN 0.3 MIN 0.45 MIN 0.3 MIN 0.305 MIN 0.30 0.30
OVERLAP
MAX GRADIENT, 1 IN 10 6% MAX 1 IN 6 (LEVELKERB) 1 IN 12 PREF 1 IN 12 MAX FOR NEW 1 IN 8 MAX

SHORT RAMPTO 1 IN 10 MAX 1 IN 10 MAX CONSTRUCTION 1:10-1:8.
KERB UP TO 0.075 RISE
1:12-1:10, UPTO 0.15
GRADIENT, RAMP 1 IN 12 MAX 1 IN 12 5% MAX 1 IN 12 1 IN 12 MAX 1 IN 8 MAX

ACROSS FOOTWAY
WIDTH TO DROP 2.0 1.2 MIN 1.5 1.4 0.915 1.0

1.8 AT SIGNALS
STEP TO ROAD FLUSH 0.03 0.02 MAX LEVEL — 0.03 0.003 MAX
SLOPE 1 IN 12 MAX 6% NORMAL MAX 5% MAX RISE SLOPE 1:20 PREF 1:20 PREF 1:12 MAX, NEW 6% MAX 1 IN 14 MAX
1 IN 20 MIN 12% EXCEPTIONAL 1:12 MAX 1:12 MAX 1:8 ASS MAX 1 IN 20 WITHOUT
LANDING 1 1 IN 12 MAX 1 IN 8 1 IN 20 MAX PRE
IN 12.5 MAX WITH SPECIAL 1 IN 12 FOR SHORT
SLOPES >1 IN 20 APPROVAL DISTANCES
LANDING EACH
SLOPE/LENGTH/RISE 1 IN 12, MAX WHEN SLOPE <0.02 — 1IN 12 MAX MAX RISE 0.05 1:12-1:16 MAX 6.0 BETWEEN LANDINGS 0.48 RISE6.0 RUN LANDINGS 6.0 MAX LENGTH
LIMITS LENGTH 6.0 >4%, LANDING .02-.10 1:10 LENGTH 9.0 MAX LENGTH LENGTH 9.0 LANDINGS REQUIRED EVERY REQUIRED EVERY BETWEEN
STEEPER, REQUIRED EVERY .10-.25 1:10-1:12 FOR 1:12, 6.0 1:18-1:20 MAX 6.0 RUN 9.0 RUN LANDINGS
LENGTH3.0 10.0 RUN .25-.50 1:12-1:15 FOR 1:20. 10.0 LENGTH 12.0
.50-75 1:15-1:15
MAX TOTAL RISE 1.5 MAX RISE 0.76

APPENDIX 6 AN ACCESSIBILITY PACKAGE*
A INTRODUCTION
From the findings of the Ergonomic Standardsfor Disabled People in Pedestrian Areas
(ESDIPA) (see Appendix 3) studyit becameclear that even ifergonomic standardsfor dis-
abled people were defined and eventually implemented many problems remained. The
spatial and temporal range ofjourneys by disabled people varies considerably with disabil-
ity and local conditions and in any case is severely limited.
In addition, whatever standards are determined will take time to implement and their
application is likely to be piecemeal.
Even if standardsare applied problems ofuse by traffic, activities ofmanyagencies and on-
going construction mean that these standardscease to be achieved hencegiving difficulties
once more to disabled people.
B AN ACCESSIBILITY PACKAGE FOR PEDESTRIAN AREAS

It is therefore proposed that responsible authorities define "AccessibilityPackages" for
town centre (and eventually other) pedestrian areas. An AccessibilityPackage being the
definition of a town centre area with a considerable proportionofpedestrianspace within
which there is identification of those areas which are accessible and those inaccessible to
disabled people. The "package" would include information which would be readily avail-
able to disabled people and be updated as the area is made more accessible or is changed.
C OBJECTIVES FOR AN ACCESSIBILITY PACKAGE
1 To establish a recognised basisfor the preparation and dissemination of advance and
on-site accessibilityinformation:
2 To enable those responsible for the design, maintenance and management of pedes-
trian areas, to identify and rectify accessibility problems and so to ensure continuing
accessibility.These people are planners and those responsible for the control of devel-
opment, developers and their technical advisors, those responsible for works in and
around pedestrian areas, those responsible for maintenance including statutory under-
takers and those who manage and use pedestrianareas including traders;
3 To provide a structured and quantified basis for changes and improvements, to assist
the setting of priorities, to avoid omissions or inappropriate provisions and to monitor
the effectivenessofprogrammes;
4 To provide an agreed basis for discussion between the providing authorities, disabled
people and their organisations.
D IMPLEMENTATION OF AN ACCESSIBILITY PACKAGE
A clearly defined and relevant area would be selected and mappedin detail. Points ofentry
and departurefor disabled people would be established (car parks, bus stops, rail stations,
pedestrian access etc). From these, zones or contoursdefined at say 50m intervals for a
round trip eg from an arrival bus stop to a departure bus stop or parking space.
Modifications to those contourswould be required to include impediments such as gradi-
ents, surface difficulties or obstructions. Overlays could be usedto dealwith the character-
istics of different disabilitycategories. This process will clearlyidentify areas accessible and
those inaccessible. (See Fig A2.1).
REMEDIAL MEASURES
Modification of arrival and departurepoints, provision and placing of parking, "Access"
bus routeings etc are then morereadily definable. ESDIPAfindings demonstratethat range
can be improved by the appropriate placing of resting places, hence these can be located
and accessibility contours modified. This then develops into being an on-going process.
E INFORMATION AND THE ACCESSIBILITY PACKAGE
Because ofthe difficultyofmovement and the limitation ofrange for disabled people visits
to centres are less problematic if there is good up-to-date previsit information and clear
(particularly for the disabled) on-site information. The provision, of the form and the
updating process for this information is an absolutely essential part of an Accessibility
Package.

F DESIGN GUIDANCE
To achieve the ESDIPA standards and AccessibilityPackage implementation clear, prac-
tical, flexibleand appropriate design guidance is essential (to discharge a ramp to ESDIPA
standardson to a street with 1 1% gradient (1 in 9) for example is "inappropriate"!). The
shaping of Design Guidance requiresinvolvement ofthe users and needs regular update.
The definition of an AccessibilityPackage facilitates this process.
G CONCLUSION
All people even ifthey do not fall into the categorieswe call "disabled" have limitations to
their ability to use town centre facilities. The AccessibilityPackage concept has potential
for measuring, predicting and monitoring accessibilityby gil users.
* Full details can be seen in TRRL CR184

APPENDIX 7 AUDITING PROVISION FOR PEOPLE WITHA MOBILITY
HANDICAP
1. Roads and Traffic in Urban Areas suggests that all road schemes be the subject of a
"road safety audit" to ensurethat newroads infrastructure is inherently safe to use and
so that safety objectivesare met. In a similar way, it is suggested that provision for peo-
ple with a mobility handicapshould be formally audited.
2. As road safety audit systems are developed, it is likely that there will prove to be a
degree of overlap with auditing for mobility handicap and the two may well be inte-
grated in due course. Meantime, in this section, attention is concentrated on those
aspects specificallyrelating to mobility handicap.
3. In setting objectivesfor this audit it hasto be recognised that it may not be possible to
accommodate the needs ofevery individual, either through costor because ofconflict-
ing requirements between the needs ofdifferent client groups and an element ofcom-
promise willbe involved. It is however essential that knownlocal client groupsare pro-
vided for and a distinction has to be drawnbetween new infrastructure and upgrading
ofexisting roads and footways (note, similar considerations will alsoapply to buildings
and vehicles). The objectivesof the audit are therefore:-
(a) to ensure that adequate and appropriate provision is made for mobility handi-
capped persons in any proposals for new roads or other transport infrastructure.
(b) to provide the basis for formulating policies and to assist in devising programmes
for inclusion in TPPs, local plans and development control guidance notes.
4. The nature ofthe audit will vary according to whetherit is relatedto an assessment of
existing infrastructure or to the provision ofnew and improved infrastructure. It will
also vary according to the scale of the project and the stage in its preparation. 'What is
vitally important is that it is seen as an integral part of the design and construct pro-
cess. Four critical stages are:-
(a) in preparation of the initial brief (be it for a feasibility study or detailed design)
which must ensure the designer/planner is aware oflocal authority/company poli-
cies with regardto mobility handicap and contain references to appropriate con-
tact persons for further advice.
(b) immediately prior to issuing tender documentsto ensure that designs have taken
account ofdesign brief and local requirements.
(c) duringconstruction to ensurethat road openings and other works are adequately
protected and diversions clearly indicated for all road users.
(d) immediately prior to opening to ensure that design provision has been imple-
mented correctly and to see whether further detailed measures might be desir-
able.
5. After new or improved infrastructure has been completed and openedto the public, it
is important to monitor consumer reaction both by observation on site and through
liaison with disability groups. Only by doing this is it possible to check the effective-
ness of policies and programmed expenditure.
6. The resources required for audit purposes will depend upon the scale and number of
schemes under consideration at the one time. In general, provided those involved in
design and construction are aware of relevant design guidance (such as these
Guidelines) and ofthe need to consultwith appropriate persons/groups, it is not envis-
aged that there willbe a need for additional staff resources. However, it willhelp where
local authorities already deploy Mobility andlor Access Officers.

7. The starting point for designing any transportationproject should be pratical experi-
ence and good engineering practice. However, the use of checklists gives a formal
structure for auditing a project and should minimise the risk of missing specific
requirements. As previously mentioned, the nature of a mobility handicapaudit will
vary according to the nature and scale ofthe projectin question and local needs. The
followingchecklists therefore do not pretend to be fully comprehensive but are given
as guidance in the preparation of checklists for specific types of project.
8. Do whenever possible get disabled people to visit and assess the area to givethe benefit
of their practical experience.

CHECKLISTS
1. PROTECT BRIEF
YES NO
Attentiondrawnto local authoritypolicies?
Attentiondrawnto appropriate guidance notes/publications?
(such as these Guidelines, DTp Circulars etc)
Attentiondrawnto local needs (sheltered workshops, schools
for blind children, etc)
Appropriate contact persons/groups identified
Comment
2. PEDESTRIANROUTES/SURFACES
YES NO
Widths generally above minimum requirements? (section 2.1)

All gradients less than 5% (with handrails where appropriate)?
(section 2.3)
All crossfalls less than 2.5%? (section 2.3)
Alternative ramped way available where steps incorporated?
(section 3.6)
Dimensions of steps meet guideline recommendations? (section
2.6)
Changein texture/colour at top and bottom ofsteps/ramps?
(section 2.6)
Resting places/seating at strategic points? (section 3.2)
Changein texture/colour where change in nature of use?
(eg where limited vehicle access permitted) (section 3.6)
Overhanging structures protectedby low level railing?
(section 2.8.7)
Adequateprotectionof steep slopes and obstacles?
(section 2.9, 3.6)
All surfaces non-slip whetherwet or dry? (section 3.8)
All surface joints closed and flush? (section 3.8)
Drainage not likely to trap wheels or sticks? (section 2.3)
Footways/footpaths safe, direct and suitable for natural
surveillance (section 2.3)
Comment

3. CROSSINGFACILITIES
YES NO
Crossings on desire lines for pedestrianmovement?

Avoidance of unnecessary ups and downs?
Kerbs dropped and flush (section 2.4)
Use oftextured paving where appropriate? (section 5.4)
Drainage gullies clear ofpedestrianroute
Refuge islands long and wide enough to accommodate pram!
wheelchair (section 5.1)
Appropriate form of control at crossings? (section 5.2)
Special facilities provided at lightcontrolled crossings? (section 5.3)
Use of special signposting justified (section 5.2)
Comment
4. LIGHTING
YES NO
Attentionpaid to lighting at crossing points?

Attentionpaid to lighting at changes in gradient/steps? (section 2.12)
Wall mounted units or siting of columns in verges used
where practical? (section 2.13)
Comment
5. STREET FURNITURE
YES NO
Main pedestrian routes clear of unnecessary clutter?

Obstacles/landscaping/seatingmarked by change in texture?
Poles and columns at rear offootways where practical?
Adequate clearance between poles/columns/barrier rails etc?
Specific signposting provision (tactile maps) made for blind
and partially sighted people? (section 2.8, 3.6)
Comment
6. ACCESS BY PUBLIC TRANSPORT

YES NO
Do bus stop locations meet mobility range requirements?
Do bus stop locations avoid need to cross roads (as far as
possible)?
Are bus stops adjacent to suitable crossing points?

Are buses/taxis allowed into pedestrianprecincts?
Is there seating/shelter at main bus stops?
Special arrangements made for people with a mobility handicap
(eg shopmobility)
Special arrangements made to provide information to disabled
passengers
(Note on street running by LRT/Metro/tram will require
particularattention to the needs and problems ofpeople with a
mobility handicap (section 3.3)
Comment
7. ACCESS BY CAR
YES NO
Adequate parking provision within mobility range requirements?
(section 6)
Unrestricted access by orange-badge holders? (section 5.1)
Other arrangements made for orange-badge holders? (section 5.1)
Demand for access surveyed before (and after)? (section 3.4)
Parking spaces reserved for orange badge holders? (section 5.2, 5.3)
Parking spaces wide enough to allow access by wheelchair and other
users? (section 3.4)
Special signing/enforcement of parking spaces (section 5.6)
Other arrangements made for people with a mobility handicap
(eg shopmobility) (section 3.4)
Comment

INDEX
Words in bold indicate titles of chapters
Page no
AccessibilityPackage — Appendix6 81
Access symbol 53
Access to pedestrianised areas 27
Accessto the open space andthe countryside 62
Auditing Provision — Appendix7 83
Bibliography— Appendix3 72
Bus shelters 19
Bus stops 49
Car parks 43
Closingof sidestreets 32
Coach stations 47
Consultation 51
Crossfall of footpath/footways 10
Crossfall of parking spaces 44
Crossingfacilities 35
Crossings, pedestrian 35
pelican 35
tactile surface 37
zebra 35
Current International Standards— Appendix 5 77
Cycle routes, shared 12
Dimensions ofcar parkingspaces 44

footpathslfootways 10
people and equipment 8
Dropped kerbs 12
Dropped kerbs, tactile surface 13
Executionofworks — duties to disabledpeople 59
Footbridges 40
Footpaths 10
Footways 10
Furniture, street 16
Gradientson footpaths/footways 10
Guidelines for developmentroads 56
Handrails 16
Information, consultationand publicity 51

InternationalAccess Symbol 53
Kerbs, dropped 12
Kerbsideparking 42
Keys for NationalKey Scheme 21
Legal requirements — roadworks 59

Legislation — Appendix 1 65
Light Rail Transit 46
Mobility ranges — distances 25

Movement — design standards 8

Page no
National Key Scheme 21
Obstructions 19
Off-street parking 43
On-street parking 42
Organisations to consult— Appendix 4 75
Orange Badge Scheme 42
Parking— 42
Parking enforcement 45
off-street 43
on-street 42
space design 44
— dimensions 44
— number 43
spaces
Parks, car 43
Pedestrianadvantage schemes 31
Pedestriancrossings 35
Pedestrianised areas 25
Pelican crossings 35
Public Transport 46
Public transportvehicles 47
Ramps 14
Ranges, mobility 25
Recreation 62
Road signs 71
Roadworks 59
Route signing 62
Shared cycle routes 12

Shopmobiity schemes 28
Side streets, closing or subordination of 32
Signing 52
Space for wheelchairs, whenparking 28
Steps 15
Street furniture 16
Subordination ofside streets 32
Tactilthextured surfaces at crossings 37
Toilets 21
Tourism 62
Trafficsigns — Appendix2 71
Underpasses 40
Unisex toilets 21
Walking distances 25
Wheelchair-accessibletoilets 21
Wheelchair, space for, whenparking 28
Zebra crossings 35
ReducingMobility Handicaps 89
-
ACKNOWLEDGEMENTS LIST OF CONSULTEES
The Working Party wishes to acknowledge the contributionofthe following
Organisations in the preparation of this document:-
Department ofTransport ChiefOfficersOrganisations

Association of ChiefPolice Officers
English Shire Counties County Surveyors Society
Avon District Planning Officers Society
Cleveland
Derbyshire ProfessionalInstitutions
Devon Institutionof Highways and Transportation
Dorset Royal Institute ofBritish Architects
Essex Royal Town Planning Institute
Hampshire Institutionof Civil Engineers
Herefordand Worcester British StandardsInstitution
Lancashire
Leicestershire Research Institutes
Norfolk College ofOccupational Therapists
Northamptonshire
Nottinghamshire PassengerTransportOperators
Oxfordshire Lothian Regional Transport
Somerset South Yorkshire PTE
Staffordshire Strathclyde PTE
West Sussex British Railways Board
HeathrowAirports Ltd
Welsh Counties
Scottish Airports
Welsh Counties
Ciwyd Transport Organisations
Gwynedd Automobile Association
FreightTransport Organisations
Scottish Regions
Lothian Disability Groups
Tayside Access Committee for England
Strathclyde Age Concern
British Deaf Organisation
Borough Councils Centre for Accessible Environments
Barnsley Metropolitan Council Joint Committee on Mobilityof Blind and
Bexley London Borough Partially SightedPeople
City ofLondon Joint Committee on Mobility for Disabled
People
City of Coventry National Federation for the Blind
DudleyMetropolitan Council NationalMobility Centre (RNIB)
Kirklees MetropolitanCouncil Pedestrians Association
Lambeth Borough Council Royal Association for Disability and
ManchesterCity Council Rehabilitation
Oldham Metropolitan Borough Thanet Phobic Group
Richmond-U-Thames Borough Council Yorkshire Association for the Disabled
SeftonMetropolitanBorough
Tayside Regional Council Others
WalthamForest Borough Council Association ofDistrict Councils
WandsworthBorough Council Association ofMetropolitanAuthorities
Wolverhampton Borough Council Scottish Development Council
Sports Council
Wales Council for the Disabled

NOTES
ReducingMobility Handicaps 91
Building Regulations are currently (1991) being revised and some dimensions may not be
the same as those in this document. The dimensions in this publication are based on
ergonomic research and refer to features outside buildings whereas the building regulations
apply, in the main, to features inside buildings.
No responsibility for any loss arising as a consequence of any person relying upon the
information or the views contained in this publication is accepted by the Institution of
Highways and Transportation, its members or the Working Group appointed by the
Institutionof Highways and Transportation.
REDUCING MOBILITY
HANDICAPS
Shortlist of Dimensions
BASIC DIMENSIONSOF PEOPLE AND EQUIPMENT
Minimum passage width — stick user 750 mm
Minimum passage width — double crutch user 900 mm
Minimum passage width — adult and child 1100 mm
Minimum passage width — adults plus helper 1200 mm
Minimum passage width — wheelchair 900 mm
Minimum passage width — adult plus guide dog 1100 mm
Length of pram plus pusher 900 mm

Length of 95th percentile wheelchair 1140 mm
Length of wheelchair plus pusher 1750 mm
Length of space for wheelchair 1250 mm
Length of adult plus guide dog 1500 mm
Length of powered scooter 1270 mm
Length of electric pavement vehicle (average) 1400 mm
Width ofdouble pushchair 1000 mm

Width of wheelchair (width elbows) 900 mm
Width of 95th percentile wheelchair (excludingelbows) 670 mm
Width of electric pavement vehicle or scooter 800 mm
Eye level of wheelchair user 1175—1265 mm

Seated height ofwheelchair user 1300—1385 mm
Turning circle manual wheelchair (also small electric)
— 1575 mm
Turningcircle outdoor electricwheelchair
— 2420 mm
Turningcircle electric pavement vehicle
— 4350 mm
FOOTWAYS AND FOOTPATHS
Minimum obstacle free footway width 1800 mm
Minimum preferredwidth 2000 mm
Widths at bus stops 3500 mm
Widths at shops 4500 mm
Minimum width at local restrictions 1350 mm
Absolute minimum at obstacles 900 mm
WIDTH OF DROPPED KERB - normally 2 mtrs
With high pedestrian flows 3 mtrs
Adjacent to disabled parking 1 m
HAND RAILS 45—50 mm diameter

Round sections 45 mm
Height above ramp 900 mm
Height above step nose 850 mm
POSITIONING OF POLES
Distance from property line to outer edge of pole 275 mm
Distance from edge of carriageway — minimum 450 mm
Distance from edge of carriageway — maximum 600 mm
Clear distance between two sign poles 1000 mm
Minimum mounting height 2100 mm
Maximummounting height 2500 mm
Width of white band marking 140—160 mm
Height of lower edge of band 1.5—1.7 m
WASTE BINS, BOLLARDS, SEATS AND FLOWER BOXES
Height to top ofbin 1300 mm

Height of bollard 1000 mm
Average height of seats 580 mm
Height of flower boxes and free standing objects 1000 mm
OVERHANGING TREES AND SIGNS

Minimum trimming height 3000 mm
Height of signs — Estate Agents, etc. 2500 mm
© The Institution of Highways and Transportation,3 Lygon Place,

Ebury Street, London SW1W OJS
Registered Charity no. 267321
July 1991
Printed by Stephen Austin & Sons, Hertford,
England

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The Institution commends these Guidelines to all local authori-

Working Party Members

© The Institution of Highways and Transportation,

Registered Charity No 267321

Reducing Mobility Handicaps

2 Reducing Mobility Handicaps

8 GUIDELINES FOR DEVELOPMENT ROADS 56

10 ACCESS TO THE OPEN SPACEAND COUNTRYSIDE 62

Reducing Mobility Handicaps 3

People with mobility handicaps had previouslybeen perceived as

The needs of people with mobility handicaps present a challenge

4 Reducing Mobility Handicaps

Engineers, planners, architects and transport operators have, with

In devoting these Guidelines to the current and future needs of

Reducing Mobility Handicaps 5

Since 1986 there has been significant progress in providing for

There has been a general tendency for the revised Guidelines to

The timing of the revised Guidelines is appropriate in two

6 Reducing Mobility Handicaps

(b) handicap: restrictions on normal activities of life. Thus,

(c) disabled people: people with a physical, sensory or mental

(d) ambulant disabledpeople: disabled people who are ableto

(e) wheelchair users: disabled people who depend on a

Mobility problems can cut across thesedistinctions. For example,

Reducing Mobility Handicap 7

12nm 750mm 9CEmm 1 ltXlmm

Fig.2.1Passage widths for different people

Length of pram plus pusher 900mm

Fig 2.2 Typical lengths andwidths ofpeople and equipment

Fig 2.3 Heights and turningcirclesof wheelchairs and seated people

Eye level ofwheelchair user 1265mm

Appendix 5 summarises a number of key dimensions from various

Reducing Mobility Handicaps 9

In general longitudinal gradients should be limited to 5% (1 in

10 Reducing Mobility Handicaps

FOOIWAYS AND FOOTPATHS

Fig 2.4— Footway and footpathdimensions

Reinstatements should be carefully carried out with a view to

Steep slopes or drops at the rear of footways should have a

In commonly used pedestrian areas, restingplacesshould be pro-

Reducing Mobility Handicaps 11

Fig 2.5 Staggeredbarrier layout for footpaths and footways

Experimental trials in public places of tactile pavement markings

The subject of shared cycle routes can be a contentious one, par-

The Institution of Highways and Transportation's Guidelines

12 Reducing Mobility Handicaps

At side roads, where vision lines permititto be done, the dropped

In the design of dropped kerbs the interest of both visually

A dropped kerb flush with the carriageway should be provided at

At other crossing points it is also important to provide wherever

Where a 2m wide footway is being constructed or completely

Reducing Mobility Handicaps 13

125 X 255rnm— +100mm

Fig 2.6 Droppedkerb details

In locations ofhigh pedestrianflow or where thereis a concentra-

The edge of the carriageway can be a particular problem at

(i) If a dropped kerb is provided on one side of the road, a

Steppedramps are short lengths oframp interspersed with steps.

COWUSED TACTiLE S1ACEAT

Fig 2.7 Flight ofstepswith handrail

The maximum rise of a flight of steps should be 1200mm, all

Handrails should be provided on both sides of a flight of stairs.