Bsi bip 2228 2013

Inclusive Urban Design .A guide to creating accessible public spaces David Bonnett Associates... 2 Inclusive design principlesQuality of public spaces Inclusive design makes an important

Inclusive Urban Design

A guide to creating accessible public spaces

David Bonnett Associates

Inclusive urban design

A guide to creating accessible public spaces

David Bonnett Associates

First published in the UK in 2013

By

BSI Standards Limited

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©The British Standards Institution 2013

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Acknowledgements iv

Foreword v

1.0 Introduction 1

1 1 Purpose of this guide 1

1 2 Inclusive design principles 3

1 3 Sustainability 4

1 4 Physical and mental maps 5

1 5 Consulting with users 6

1 6 Inclusive design process 8

1 7 Methodology 10

1 8 Law and planning context 14

1 9 Application of standards 16

2.0 Arrival 19

2 1 Inclusive road network 20

2 2 Public transport 21

2 3 Set-down/pick-up points 24

2 4 Parking provision 26

2 5 Pedestrian routes to entrances 32

2 6 Vehicular entrances to site 32

2 7 Pedestrian entrances 34

3.0 Wayfinding and information 39

3 1 Legibility 40

3 2 Wayfinding 41

3 3 Sensory clues 42

3 4 Information and signage 43

4.0 Horizontal pedestrian circulation 49 4 1 Accessible routes 50

4 2 Other routes 56

4 3 Surface materials 57

4 4 Pedestrian/vehicular crossings 63

4 5 Single surface and pedestrianized spaces 66

5.0 Vertical circulation 71

5 1 Lifting devices 72

5 2 Ramps 78

5 3 Escalators and moving walkways 85 5 4 Steps/stairs 90

6.0 Public facilities 99

6 1 Meeting points 99

6 2 Information points/centres 102

6 3 Visitor attractions and other facilities 105

6 4 Recreation and play facilities 107

6 5 Sanitary facilities 109

7.0 Public realm features 111

7 1 Trees, planting and landscaping 111

7 2 Water features 113

7 3 Street furniture 115

7 4 Fences, guardrails and bollards 117

7 5 Seating 121

7 6 Bus shelters 124

7 7 Cycle stands and routes 127

7 8 Public telephones 130

7 9 Outdoor café/picnic areas 133

7 10 Drainage outlets 135

7 11 Lighting 137

8.0 Management and maintenance 139

8 1 Management 140

8 2 Cleaning 142

8 3 Maintenance 144

9.0 Bibliography 147

Dr David Bonnett RIBAAdrian Cave OBE, RIBA, NRACPauline Nee MRICS

Marine Semichon DPLG (France) MSc Inclusive DesignHelen Allen MA Landscape Architecture, MA Inclusive Design, NRAC Tamara Kocan MA

Ann Alderson RIBA

The moment you approach a building, especially one constructed

or adapted in recent years, you become conscious of the world

of regulation The ramp tells you that the building is designed to

welcome those who can’t use steps Or the flush threshold says

that wheelchair users will not face insuperable obstacles Once

inside, there are numerous features in every type of building that

these days mean it is ‘inclusive’, that is to say reasonably convenient

for all, not just those regarded as normal

Given the difficulties and dangers people may have faced in travelling

to and arriving at a particular building, it seems as though legislators have

made up for problems in the public realm by loading regulation onto building owners,

implying that if buildings are acceptable, then everything else will be too Of course

this is not the case, not least because of this curious disconnected way of thinking

about the built environment in all its forms The greatest hazards to mobility and

use lie in the public arena, not the private, yet legislation and guidance is far more

concerned with the latter

In a sense that is a starting point for this valuable publication which is about solutions

for the urban environment Its value, however, lies less in its general proposition

about the desirability of inclusive design (with which few would disagree), than in the

practical guidance it offers about how to achieve inclusivity without resorting to a

demand for hundreds of detailed new regulations

There is existing legislation and there are existing regulations, but then there are

better and worse ways of complying with, and indeed thinking about them There

are also things that clients and designers know, or need to know, which cannot be

covered by law – for example strategies for management and maintenance Even

where there are clear regulatory environments, there are still multiple choices to

be made which require a common understanding and a coherent framework within

which those choices can be made

This guide provides that framework, based on many years of design, observation and

testing Much of it, quite apart from its specific implications for inclusivity, is rooted

in principles of good urban design, without which individual buildings (however

well-designed) can scarcely be described as truly accessible

As ever, and as the guide makes clear, design principles need to be understood and

deployed in the early stages of design While it is not always the case, most buildings

either include public realm elements or certainly need to respond to them This guide

will help inform that process, in addition to offering guidance on what are sometimes

thought of as ancillary issues, but which loom large in the lives of those for whom

the built environment has to be endlessly negotiated, rather than appreciated and

enjoyed

The principles espoused here are warmly endorsed by Design Council Cabe, which

through its design review and design guidance programmes has tried to promote

inclusivity as an inherent principle for architects and urbanists, rather than as a

late-stage add-on in the design process This is a welcome publication, and the necessity

for it is not only timely but overdue

Paul Finch, Chairman, Design Council Cabe

1 0 Introduction

1 1 Purpose of this guide

Aims

This guide describes the principles and processes by which the objectives of inclusive

design in the public realm can be assessed and delivered as part of a project

The purpose of the guide is to inform planners, urban designers, landscape architects

and their clients how to create accessible and barrier-free public spaces, so that they

can be confidently and safely used by all

In carrying out this task, the guide first draws together current relevant access

standards relating to the external environment, cross-referencing sources other than

British Standards where appropriate

Second, the guide also sets out the processes by which these standards become

embedded into the design process, especially in the early design stages Finally, the

guide refers to the contribution that can be made by user consultation This is a

long-neglected aspect of the design process, due to the belief that published standards are

sufficient on their own They are not, and are certainly no substitute for the knowledge

that local consultation can bring

The guide will be helpful not only to designers responsible for delivering a quality

product, but also to policy-makers and planning authorities responsible for defining

‘quality’ with regard to public spaces (see Figure 1.1)

Figure 1.1: Bradford Pool, Gillespies Landscape Architects, well designed public spaces are welcoming to all,

photograph courtesy of Bradford District Council.

1 2 Inclusive design principles

Quality of public spaces

Inclusive design makes an important contribution to the quality of public spaces

by maximizing their use and appeal to the widest number of people (Figure 1.2)

The premise of inclusive design is that it should be possible to design the physical

environment in a way that addresses the needs of disabled people, with consequential

benefits for others, including older people and parents with small children

A mainstream approach

By adopting a mainstream approach as opposed to focusing on special needs,

inclusive design should achieve its purpose unobtrusively and with the minimum of

additional features and gadgets In other words, it should meet the widest possible

range of needs by offering choice rather than by focusing on a particular group

Independence

Independent use of the built environment is substantially determined by the

availability of choice This is critical to disabled people who have developed ‘coping’

skills over their lifetime, but also to older people with reducing abilities at a time of

life when it is difficult to learn new skills and adapt quickly

Competing considerations

In designing external public spaces, a balance has to be achieved between

competing considerations These include the consequences of change for historic

settings; cultural and traditional use of spaces; and also concerns for aesthetics

and sustainability These are the challenges that this guide addresses In so doing, it

draws particular but fresh attention to well understood objectives such as effective

wayfinding and ease of movement between levels, as well as the need for suitable

public facilities and a sense of safety and comfort Ideas are explored concerning

shared spaces, signage and information, and each with the aim of encouraging

greater use and enjoyment of public spaces

Both English Heritage’s Conservation Principles and the National Planning Policy

Framework (NPPF) provide further advice on understanding these values

Future research

Much more on these subjects needs to be researched and tested, for example, the

creation of shared spaces with calm areas sheltered from the noise of traffic

The key challenge for this guide will be the extent to which it can generate interest in

inclusive design by stimulating further publications and research

Figure 1.2: The flight of steps have become a destination in themselves.

1 3 Sustainability

Since first published by the Government in 2003, the Sustainable Communities Plan

(SCP) has encouraged a holistic approach to urban design and planning Arguably, this

objective is carried forward by the 2012 NPPF whose main objectives for sustainable

communities relate to long-term environmental and economic success, but also social

success In the words of Sir John Egan:

The key components for sustainable communities, as advocated by Egan, make a

direct or indirect reference to the relevance of inclusive design (Figure 1.3) More

specifically, useful reference can be made to the principal factors as follows:

• Lifespan: inclusive design can increase the lifespan of a building or a public

space by encouraging adaptability and flexibility (for example, Lifetime Homes for

housing)

• Social inclusion: inclusive design increases social inclusion for people of all ages,

ethnicity, backgrounds and abilities

• Density: inclusive design supports the argument for denser urban development

with good public transport and encourages better pedestrian networks

(walkable streets)

A sustainable community meets the needs of all its citizens so that the most disadvantaged aren’t left behind

Sustainable communities: People, places and prosperity, January 2005.

Figure 1.3: Public space in New York encourages a variety of activities,

photograph courtesy of Tamara Kocan.

1 4 Physical and mental maps

One of the aims of inclusive design is to improve the legibility of the urban

environment for everyone The ways in which people experience their environment

is greatly influenced by their own mental maps of the area and the extent to which

these may be easily understood These considerations are important for all members

of the public and particularly for some disabled and older people

The image of the city, written by Kevin Lynch in 1960, has become a classic in the

field of urban planning It has particular relevance as the concept of legibility

becomes increasingly recognized in the design and appraisal of urban development

and the public realm According to Lynch, the mental maps of people in the urban

environment are made up of five distinct elements:

These elements have a close connection to the factors that should be taken into

account in the analysis of urban planning and development and its inclusivity

Table 1.1 summarizes the relationship between the elements of The image of the city

and typical features of an access analysis: such an analysis would be relied upon to

support an access statement for planning approval

Access statements for the public realm could usefully combine the elements of The

Image of the City and considerations of access and inclusive design In particular, plans

marked up to show access routes and features could also show paths, edges, districts,

nodes and landmarks

Table 1.1: Image of the city/Access and inclusive design

The Image of the City

Access and inclusive design Inclusive design considerations for the public realm

Paths The streets, rail tracks, trails and other

channels along which people move.

Identification of primary and secondary access routes, particularly for pedestrians.

Edges Clear transition zones and linear boundaries,

for example between water and the city.

Boundaries to primary and secondary routes that support an understanding of ‘place’.

Districts Quarters, neighbourhoods and other

subsections of the city each with a distinctive

character.

Distinctive areas that are clearly signposted Each may have meeting places with seats and resting places.

Nodes Strategic meeting points, such as city squares,

junctions or railway stations.

A point at which an onward direction is decided upon Meeting places with seats and resting places.

Landmarks Physical objects that serve as general public

reference points.

Recognizable features to assist legibility, orientation and wayfinding.

Source: ‘Lessons from Lynch’, Hospers GJ, Town and country planning, vol 79, no 12, Dec2010, pp 553–556.

1 5 Consulting with users

In publicly funded projects there is an expectation of consultation with local people

as the future users of a new development or refurbished open space The aim of such

consultation is not necessarily to challenge detailed design standards but more to

influence their application, drawing on local experiences and perceptions

For example, funding may be available for repaving an existing footpath, whereas local

priority may be for improved lighting or for rest seating Similarly, rest seating may

not achieve its desired effect if it is located close to disturbing or excessively noisy

activity

The function of consultation is to draw attention to these types of considerations to

ensure that proposals provide value for money by addressing real needs

The reasons and aspirations that drive a public realm project into being may be many

and varied What they will all have in common is an impact on local people who use –

or hope to use – that public space The aim of consultation with disability groups is to

avoid a mismatch between the project ‘vision’ on the one hand and its ‘inclusivity’ on

the other

This almost always requires consultation early on in the design process before ideas

become irreversibly fixed The general model is to approach an existing group, or set

up a new group, of consultees who, ideally, are local people

This access group will need to meet in an accessible venue (Figure 1.4); their expenses

for travel (at least) will need to be covered; there will need to be a contract of sorts

regarding confidentiality; and a realistic timetable for meetings determined by the

project programme

Above all, there must be a realistic understanding of expectations Designers must be

allowed to design, while consultees are there to facilitate that process Their advice

must be recorded and responded to by the design team

Administering and supporting an access group requires a special understanding of

people’s needs and also of options for presenting information

Ideally, a group should have a range of disabilities represented, to cover as many

areas as possible, but other groups that justify inclusion, such as older people and

perhaps parents with small children, should also be involved

A well-designed environment should take into account the needs and preferences of

all users, without creating barriers In a place that is designed to be inclusive, people

The requirements of all users should be considered, including:

• people with sensory difficulties, e.g sight and hearing loss;

• people with learning difficulties;

• people with mobility difficulties, e.g wheelchair users, those with walking aids;

• older people;

• people with small children or those carrying heavy shopping or luggage;

• people with needs relating to mental health and other types of neurodiversity

The ageing population in European countries is an important factor to consider when

designing a project It is estimated that, by 2020, half of the UK adult population will

be aged 50 and over The correlation between increasing age and disability is well

understood

Inclusive design is simply good design – in its completed form it is invisible when

considered in the early stages of the design process

Figure 1.4: Access group reviewing progress outside Westfield shopping centre, White City, London.

1 6 Inclusive design process

A – Inclusive design objective

The principles of inclusive design go beyond the notion of ‘access for disabled people’

by including a larger number of users such as families with children, people who are

frail and elderly, people with wheeled luggage or trolleys, etc

B – Access statements

Current planning legislation requires developers to provide an access statement

as part of the design statement that accompanies planning applications Access

statements are usually accompanied by plans which are marked up in colour to

show the principal access routes and features, and to explain the design concept,

application of standards and deviations from statutory guidance, e.g Approved

Document M (ADM), or the adoption of best practice where there is no statutory

guidance

C – Sustainable approach

In order to create high-quality urban spaces, a sustainable approach should be applied

across all design stages, at environmental, social and economic levels However, in

terms of access and durability, the external environment, unlike buildings, is exposed

to the elements, climate and vandalism As a result, a balance will need to be struck

between sustainability and accessibility, where a conflict emerges

D – Consultation with access groups

Consultations with representatives of users including disabled older people,

and parents with young children, can prove successful in making buildings and

environments more inclusive, provided they are involved at the early stages of the

design process

Legislation such as the Localism Act, which came into force in November 2011, has

reinforced the obligation for developers, local authorities and designers to engage

with local communities during the planning process

Access groups are able to give independent advice to ensure that access issues are

properly considered and resolved to an appropriate level of detail at each step of

planning, design and construction of the development, and even post-completion

Inclusive design aims to remove the barriers that create undue effort and separation It enables everyone to participate equally, confidently and independently in everyday activities

Fletcher, H, 2006, The principles of inclusive design, CABE.

The Inclusive design toolkit written by the London Development Agency in 2009

suggests that:

Consultation with local disabled people has the benefit of ensuring that the

developer has the maximum possible time to develop inclusive schemes with

the minimum amount of disruption/amendment to the design process and

outcomes

The intention for consultation is to identify the main issues and practical

impact of the proposed development on local people There are clear

differences between:

• information-giving: providing information for this purpose only;

• consultation: providing information and asking for views which may or

may not be incorporated Feedback should be given on why views have

or have not been included;

• participation: asking for help to make joint decisions

Each has its own place; consultation is the main objective of working with an

access group

E – References and precedents

Each inclusive design specification or decision will have a source of reference

This may derive from regulation, e.g Approved Document M or authoritative

guidance such as BS 8300 Where there is no obvious reference, a precedent

might be referred to that has been successfully developed for some other

project The final option is by reference to a consultation group’s opinion The

aim is to have in place a robust appraisal process where all inclusive design

proposals are reviewed in reference to all of the above

Consultation with local people will help to establish a clearer picture of the needs of potential users, what they may expect, require or hope to gain from a development, and ensure that important factors on access are not overlooked or ensure that the project will not have a

negative impact on disabled people

1 7 Methodology

This section describes how the inclusive design review process is applied at the

design stage for mixed-use and urban design projects The appraisal of proposals

progresses in line with either the recently revised Royal Institute of British Architects

(RIBA) or Landscape Institute design stages

Access to the development site and into the buildings is assessed using the

‘sequential journey’ method for analysis (i.e examining the physical, sensory, cognitive

and psychological obstacles faced by disabled people, as well as a wide range of

other users, when arriving at the locations, accessing the proposed facilities and then

leaving)

This can assist architects and designers in making sustainable and socially inclusive

decisions, by interrogating the proposals in a structured and systematic manner

Access statement

A design and access statement is currently required for outline or detailed planning

consent The access statement may be a standalone document or may contribute to a

combined design and access statement Either way, the access statement will clearly:

• set out the standards and policies for inclusive design;

• set out key parameters that have influenced major design decisions;

• set out site and planning constraints that may affect the design;

• describe the project and the key provisions for accessibility, subject to

supporting details

The access statement will identify any deviations from mandatory standards, the

Zonal masterplans (ZMPs)

For larger sites and town planning, a ZMP may be required at feasibility stage as part

of the outline planning consent It will identify the issues to be considered at the next

stage of the design process At masterplan stage, the intent will be to set out the

design standards that apply and the developer’s and/or local authority’s commitment

to inclusive design, including references to:

• transport strategy;

• public infrastructure;

• orientation and wayfinding;

• pedestrian networks;

• public realm; and

• specific building uses and land uses

At masterplan stage the project commits to broad principles of access and inclusive

design standards, but does not include technical details

Figure 1.5: Sample masterplan diagram identifying primary access routes (PARs) and connectivity to the surrounding

streetscape and facilities, adapted from MAKE architect’s Elephant and Castle masterplan plan.

Reserved matters applications (RMAs)

Pursuant to the outline planning consent, a developer may be required to submit

an RMA supported by an access statement Such statements may be required in

specific response to planning conditions with a sufficient level of detail to reassure

planning officers that key access provisions will be met as set out in previous outline

applications

Consultation with a local access group representing diabled people should be

undertaken where possible on RMAs

A review of the initial design stages follows, based on the RIBA Plan of Work (May

2013)

Stage 0–1: Strategic definition and preparation

These early stages provide the opportunity to audit the site and contribute to the

definition of the brief in relation to access

Stage 2: Concept design – initial analysis and/or site audit

Stage 2 reviews, on-site and on-plan, will assess connectivity beyond the site

boundary This must include reference to existing key routes that pass into and

around the site as well as the new proposals In addition, there will be key features

outside the site that are of direct relevance to future occupants; for example, public

transport, local amenities, medical services and schools

With the combined external and internal information provided, the inclusive design

appraisal should identify all relevant features and the existing or proposed routes

to them This will include any obvious constraints on accessibility such as steep

gradients, fixed heights or extended distances This information is gathered together

in a concept report that is presented as an illustrated plan (Figure 1.5) with:

• key routes and features noted;

• basic functions and facilities identified;

• those functions defined in terms of inclusive design;

• standards that apply noted; and

• critical design issues listed

Stage 3: Developed design – updated proposals and consultation

Design development is an expansion of the initial analysis where priorities emerge

that influence design changes This stage is usually engaged in via round-table

discussions or workshops, and effectively sets up the first draft access statement that

will eventually be used for planning submission However, at this stage the report is

for internal use by clients and the design team only, and will identify issues that need

to be resolved

Ideally, as part of the Stage 3 design development, or earlier consultation should

be undertaken with local groups of disabled people and others representing local

interests This process is often conducted with the assistance of the local authority

access officer and should allow adequate time and be held in an accessible venue

Alternative formats for presenting the scheme may need to be considered such as a

loop audio system for deaf or hard of hearing people and tactile maps for blind and

partially sighted people Feedback from such events should be included in the access

statement

Consultation with the consultative access group should ideally continue throughout

the project The developer should agree a consultation programme and scope with

the local planning authority up to the point of approval, and continue its commitment

to the consultative process up to the completion of the development or even

post-completion

The other RIBA Stages are: Stage 4 – Technical; Stage 5 – Construction; Stage 6 –

Handover and Close Out These will be developed in accordance with specific projects,

reflecting their scale and complexity The technical details that follow are intended to

assist throughout the process However, Stage 7 justifies specific reference here

Stage 7: In use – post-completion

The developer should be committed to policies for inclusive management of the

public realm at post-occupancy stages and collaborate with service providers to

meet the needs of individual workers or residents, where this applies At this point

the access statement evolves into an access management plan (AMP; Figure 1.6) for

the ongoing use of the completed public space Such AMPs can cover items such as

monitoring restricted vehicle access, and how this interacts with pedestrian use

Figure 1.6: Design stages.

Strategic

defi nition Preparation and brief Concept design Developed design Technical design Construction

Handover and close out In use

– Attend client,

design team and consultation meetings.

– Carry out desk-top review

of concept plans

– Attend client, design team and consultation meetings.

– Review developing design

– Draft access statement.

– Revise access statement.

– Complete access statement for planning approval submission.

– Attend client, design team and consultation meetings.

– Provide guidance to design team.

– Review detailed proposals for building control submission, if required.

– Attend client, design team and consultation meetings.

– Attend site meetings if required.

– Provide site notes and additional guidance

– Review material samples and provide recommendations.

– Attend client, design team and consultation meetings.

– Audit completed site.

– Compare as-built drawings with access statements.

– Draft reports

or letters of compliance as required.

– Attend client, design team and consultation meetings.

– Carry out joint reviews with facilities managers, etc.

– Set up process

to monitor access of project

in use.

– Attend client, design team and consultation meetings.

site notes

Report 6

Close out report.

Report 7

Access management plan.

Early input into the design process minimizes risk and programme overrun.

Design stages – from RIBA plan of work

1 8 Law and planning context

The overarching legislation regarding disability discrimination resides in the Equality

Act 2010 This legislation prohibits discrimination, but relies on associated legislation

and regulations to describe what is and is not acceptable

With regard to buildings, the requirements for physical access are set out in Part M of

the Building Regulations

Similarly, requirements are set out within planning legislation and its supporting

supplementary planning guidance

It should be noted that the design of the public realm is less supported by national

guidance and its scope can be outside the Highways Act 1980 For this reason, design

decisions can vary from borough to borough This is generally viewed as unhelpful to

disabled people relying on consistent standards across boundaries

The Planning and Compulsory Purchase Act 2004 and the Town and Country Planning

(General Development Procedure) (Amendment) (England) Order 2006 place a

responsibility on developers to provide an access statement as part of a design

statement to accompany planning applications The contents of an access statement

are set out in more detail in Section 1.7

The main publications incorporating legislation, regulations and good practice are

outlined below

Equality Act 2010

The majority of the Equality Act 2010 (hereafter, the Act) came into force on 1 October

2010 The Act replaces various separate anti-discrimination laws, including most of

the Disability Discrimination Act (DDA) 2005 and subsequent amendments, with further

sections replaced over a period of time

Disability is one of nine ‘protected characteristics’ defined by Part 2 of the Act

Definitions of discrimination are also described

Service providers and employers will have ongoing duties, similar to those in the

DDA These duties might include removing physical barriers to disabled people, the

provision of aids and equipment, and ensuring management policies and practices do

not discriminate against disabled people

The Act does not contain any specific requirements for the built environment and

therefore has no relevance to ‘compliance’ in respect of physical building standards

A key question under the Act is whether the space in question forms part of a service

This being the case, all reasonable adjustments should be provided to avoid the

disadvantages that may be caused by a physical feature

‘Planning and access for disabled people: a good practice guide’ (2003)

Local planning policy

Each local planning authority is required to write a plan, setting out planning

policies in a local authority area This plan guides and informs day-to-day decisions

on whether or not planning permission should be granted Although prepared in

accordance with the NPPF, these plans vary across the UK in accordance with local

conditions and aspirations

The London Plan has an overarching requirement to create inclusive environments

This policy requires all future developments to meet the highest standards of

accessibility and inclusion (Policy 7.2) Policy 7.6 states that ‘architecture should make

a positive contribution to a coherent public realm, streetscape and wider cityscape’,

partly by applying the principles of inclusive design

Supplementary planning documents (SPDs)

SPDs provide guidance and additional detail on local planning matters They may

include masterplans and development briefs which deal with specific parcels of land

or provide additional information on a specific local issue, such as a design guide

The SPDs outline an approach for delivering and implementing inclusive access

Clients and designers should check the SPDs for relevant local authority guidance In

2004, the Greater London Authority (GLA) published Accessible london: Achieving an

inclusive environment

The National Planning Policy Framework (NPPF), Department for Communities and

Local Government (2012)

The NPPF sets out the Government’s planning policies for England It provides a

framework within which local authorities produce their own distinctive plans and is a

material consideration in planning decisions

The NPPF states that all developments should be designed to be inclusive and

that this should be addressed by local policies It also advises that local planning

authorities should assess their housing requirements by considering the needs of the

different groups in the community including parents and children, disabled people

and older people

Disabled Persons Transport Advisory Committee (DPTAC) access principles

The DPTAC was an independent body established by the Transport Act 1985 to advise

the government on the transport needs of disabled people All access statements

should recognize DPTAC’s principles in advising government and industry, which are

as follows:

• Accessibility is a condition of any investment

• Accessibility must be a mainstream activity

• Users should be involved in determining accessibility

• Accessibility is the responsibility of the provider

1 9 Application of standards

Public realm

There are no nationally agreed regulatory standards governing inclusive design in

the public realm, and rural areas are usually considered exempt Urban environments

differ in that they usually form part of a route to a building or are part of a street and

transport infrastructure This again contrasts with standards for buildings and their

immediate approaches, where building regulations and ADM and other standards,

such as those for accessible housing, apply

Part M can be taken as a benchmark for determining the accessibility of the public

realm with regard to immediate approaches to buildings However, beyond this,

reference should be made to a range of best practice publications, as listed in the

Bibliography

Building Regulations Approved Document M (2013)

ADM is applicable to primary routes to/from non-domestic buildings, especially within

the site Wider urban settings, and especially landscape such as woodland paths,

wildlife areas and rural settings, have their own ‘best practice’ access standards, such

as the Fieldfare Trust Countryside for all guidance.

Best practice standards

Reference is made in this guide to a range of publications (BS 8300:2009; Inclusive

mobility: A guide to best practice on access to pedestrian and transport infrastructure (DfT,

2002)) and specialist guidance such as ‘Sight line: designing better streets for people

with low vision’ (Atkin, 2010), as well as central and local government access policies

and transport notes A list is included in the Bibliography

Future-proofing standards

An access statement outlines the approach of the developer to inclusive design

The future-proofing of the scheme will be achieved by the monitoring and review of

commitments made in the access statement

The access statement commits the scheme to a set of design standards current at

the time of the planning application If these standards change during the intervening

period prior to construction, it is unlikely that the scheme will have an obligation

to meet subsequent new standards However, this may still have to be agreed with

planning officers, particularly if the scheme is resubmitted for planning approval at a

substantially later date

As with the previous DDA, the Equality Act has a 10-year exemption clause, if the

scheme was designed and constructed to statutory standards at the time of

completion

Interpretation and implementation

One of the key issues in designing the public realm and landscaping is knowing which

areas are subject to legislation and design guidance Design guidance is intended to

allow room for innovation

ADM also acts as guidance and, if an innovative solution can demonstrate an equal

measure of access to that set out in the ADM, this may be satisfactory No two

projects are alike Innovative solutions should be tested and consulted on, and

documented in the access statement

Historic environments and listed building consent

It should normally be possible to plan suitable access to historic buildings and

landscapes without compromising their special interest A considered review that

explores appropriate alternatives may achieve the desired result without any need for

alterations When alterations are deemed necessary or desirable they should emanate

from a thorough understanding of the historic and architectural significance of the

facility in question, combined with an understanding of the needs of all users

Planning permission, listed building or Scheduled Monument (SM) consents

may be required if changes affect a historic building or landscape There is a

general presumption in favour of the preservation of listed buildings, except

where a convincing case is made for their alteration This principle is embodied in

current listed building legislation In most cases access can be improved without

compromising the special interest of such a building

Organizations such as English Heritage provide valuable advice and guidance, e.g

Streets for all and the Easy access series.

2 0 Arrival

Figure 2.1: Place-making creates accessible links to Guy's Hospital at London Bridge station/The Shard,

photograph courtesy of Helen Allen.

Arrival is not just about ease of movement and access It is about ‘a sense of place’

and reinforcing an understanding of ‘where you are’ This aim is achieved by a

combination of factors both physical and sensory

Key elements for arriving at a desired destination in urban areas include:

• accessible transport facilities;

• well-located and adequate parking and drop-off areas;

• direct, accessible pedestrian routes;

• simple entrance controls;

• a sense of safety

2 1 Inclusive road network

Primary roads

Primary roads will have vehicular traffic, including buses, usually in both directions,

and have a speed limit of 30 mph Where primary access routes (PARs) (see Chapter 4)

cross primary roads, there should be crossings controlled by lights The road surface

treatment at junctions should be designed to slow vehicle speeds and ensure safe

crossings for pedestrians

Secondary roads

Secondary roads will have the same features as primary roads, but will not be

bus routes, and have a speed limit of 20 mph They will give greater priority to

pedestrians, with more frequent opportunities for crossing the road safely, usually

without controlled crossings (Figure 2.1)

Tertiary roads

Tertiary roads are intended to set new high standards for the provision of safe,

inclusive access, usually in residential settings, e.g ‘Home Zones’

(see http://www.homezones.org/concept.html for more details) They can be

cul-de-sacs with no through vehicle traffic, and may have a speed limit of 10 mph

Cycle routes

Cycle routes can either be on cycle lanes alongside primary or secondary roads,

or on cycle tracks adjacent to pedestrian routes Cycle routes should always be

differentiated from pedestrian routes by a tactile or other suitable delineator,

supplemented if necessary by additional visual or physical measures People who

are deaf or hard of hearing can be especially vulnerable to the unheard approach of

cycles when out of direct view

Pavements

All roads should have footways separated and distinguishable from the carriageway

(see Chapter 4) This may be by a low or raised kerb or if no kerb, by visual

demarcation, depending on the location and relationship between pedestrian and

vehicular movements

A raised kerb can help ensure that vehicles do not encroach on the pavement, and

enable blind and partially sighted people to identify the kerb line with their cane or

foot A single surface can provide unrestricted access for all pedestrians, but always

subject to some key safety considerations These include the volume and speed

of vehicles, (see Section 4.5); the direction of traffic (one way or both ways); and

frequency of use by pedestrians at differing times of the day

2 2 Public transport

Urban areas may be served by a network of accessible public transport (Figure 2.2)

Accessible means of transportation to key facilities is particularly relevant for disabled

people who cannot walk long distances or who tire easily Where existing transport

options are not accessible, as remains the case with most London Underground

stations, then accessible alternatives should be identified

The emphasis on accessible public transport is even more relevant now that

sustainable urban developments, the mitigation of climate change, and health and

well-being are all high priorities The use of private cars is being discouraged and

walking and cycling promoted It is therefore important to have an integrated network

of public transport systems that are as accessible as possible for everyone, in order to

encourage people to use public transport, including disabled people

Public transport systems should be designed in accordance with the specific guidance

relating to the different systems, together with the relevant sections of this guide

Figure 2.2: Taxi rank at King’s Cross station, London, incorporates flush and raised sections,

photograph courtesy of Helen Allen.

In an urban development, all areas should have convenient access to an accessible

public bus network with buses running in both directions on the majority of primary

roads

Bus stops should conveniently serve key facilities and services by being located

within a reasonable walking distance They should be adjacent to, but not obstructing,

pedestrian routes so that pedestrians have access to and from the bus stop without

crossing cycle routes, including where these run between the pedestrian footway and

the vehicular carriageway

There should be level access on and off buses, either provided by a raised kerb or

ramped platform or by a mechanical ramp within the bus

Bus shelters with seating should be provided where possible, particularly at major

stops They should not cause an obstruction to pedestrian or vehicular routes

Shelters should be designed with reference to their historic and local context and

integrated with the wider designed environment (see Section 7.6)

Real-time information about bus routes and departures should be provided in both

visible and audible formats

Trams

Trams are a convenient and sustainable way to travel within a city, and are being

reintroduced in cities in the UK, for example Edinburgh and Manchester There are

several examples in European countries such as Germany and France

New tram systems should be fully accessible, with platforms at the tram stop that

provide level access Platforms should have tactile paving to warn visually impaired

people of the platform edge

Shelters should be provided where possible, particularly at major stops They should

not cause an obstruction to pedestrian or vehicular routes (see Section 7.6)

Real-time information about tram routes and departures should also be provided in

accessible formats

Railways

The design of stations should follow the guidance in Accessible train and station

design for disabled people: A code of practice (Department for Transport and Transport

Scotland, 2010)

Access from the platform to the train should be level Where the platform is lower

than the train entry level, access can be achieved by a raised ramped access deck

Where this is not possible, either a platform lift should be provided, as it is for the TGV

high-speed train in France, or a portable ramp, with necessary staff assistance

Underground rail systems

The design of Underground stations should follow the guidance in Station planning

standards and guidelines – Good practice guide (London Underground Limited, 2007).

One of the major problems in many Underground stations is that access to the

platforms and the trains is not step-free Most Underground stations in London

have several series of escalators (or steps) that make the system inaccessible

for wheelchair users and many ambulant disabled people, and difficult for other

users whose mobility may be inhibited by having pushchairs or heavy luggage

Where possible, there should be lifts from street-level to provide step-free access

to the ticket hall and platforms This objective has been achieved, in many London

Underground stations, and Crossrail, where twin lifts will be provided to most stations

Community transport

There should be set-down and pick-up points for taxis and other community

transport vehicles close to major public buildings, pedestrian spaces (parks and other

pedestrian areas), railway, Underground and bus stations These points should be

clearly signed as well as easily and safely accessible by everyone, including disabled

people They should preferably be accessed from tertiary roads: if they are on primary

or secondary roads they must not obstruct the traffic lanes (see also Sections 2.3 and

2.3c)

When setting out a masterplan, assess travelling distances from bus stops to key

housing developments, as well as the orientation of entrances and path networks For

larger sites, consider on-site access and set-down points for Dial-A-Ride and smaller

‘Hopper’ bus routes

Shopmobility

Shopmobility services which provide loan mobility scooters should be provided in

accordance with the local authority’s planning policy and guidance, so that disabled

people can extend their travel distances both within the public realm and within retail

centres and other large building complexes

Shopmobility services should be located within 50 m of disabled car parking; and

have an office, store and servicing arrangements adjacent to the provision The

possibility of extending Shopmobility services by using mobile units to provide

mobility scooters at train and bus stations should be considered Circulation within

retail units should be designed with Shopmobility users in mind

2 3 Set-down/pick-up points

a Definition

Set-down/pick-up points (Figure 2.3) are designated places, off the main carriageway,

where taxis and other vehicles can stop for a short time to allow their passengers to

get into or out of the vehicle and unload mobility equipment safely

b Design issues

Provision

Designated set-down/pick-up points, off the main carriageway, should be provided at

key facilities so that passengers can alight or board safely Stationary vehicles should

not obstruct the main carriageway nor obstruct other waiting vehicles

Location

Generally, set-down/pick-up points should be located to optimize accessibility and

minimize onward pedestrian travel distances to entrances Drop-off points should

preferably be within 10–20 m of entrances to key facilities, and no more than 50 m

Dimensions

The parking bay should be long enough to allow access to the rear of the vehicle for

a ramp or tail-lift, and to enable passengers to alight safely on the carriageway side if

transferring laterally

Figure 2.3: Taxi set-down points with raised kerb, King’s Cross station, London.

Level access

Set-down/pick-up points should be on firm, level ground and with suitable level

access from the bay to the footway However, wheelchair-accessible vehicles may

be easier to access from a raised footway with a kerb Level-access drop-off points

should ideally be highlighted with a change of material, texture and colour

c Specific recommendations

Set-down and pick-up points should conform to BS 8300:2009 (amended 2010) and

Inclusive mobility (DFT, 2002).

Table 2.1: Recommendations for set-down/pick-up points

Source if not

BS 8300:2009

Set-down/

pick-up points

Provision Set-down/pick-up points should be provided at transport termini,

health buildings, shopping centres and key public building and attractions.

Location As near as possible, preferably within 10–20 m and no more than

50 m, to the accessible entrance Where the distance is more than

50 m, resting places with seating should be provided.

Level access In the parking space the road gradient and camber should be not

more than 1:50 Dropped kerbs should be provided.

Inclusive mobility

2 4 Parking provision

a Definition

Parking for cars and other vehicles needs to cater for a range of activities and people,

including residents, staff, visitors, people making deliveries, etc In any car parking

provision there must be designated spaces for disabled people, including wheelchair

users (Figure 2.4) This can be on-street parking where vehicles are parked parallel

or at an angle to the carriageway, or part of an off-street designated car park

Designated accessible parking for disabled people is often provided free of charge

Some authorities allow drivers with Blue Badges to park in restricted parking areas,

free of charge

b Design issues

Provision

On-street parking

On-street parking should include designated Blue Badge parking bays distributed to

minimize pedestrian travel distances to destinations This needs to be negotiated with

the local authority highways department

Off-street parking

The proportion of accessible parking provision should be in accordance with

either the local planning policy or Department for Transport guidance BS 8300

recommends provision for different types of buildings

Residential developments

Provision of accessible parking spaces may be based on the number of residential

units within a development, or the proportion of wheelchair-accessible units provided,

Figure 2.4: Accessible parking and assistance points at King’s Cross station, London,

photograph courtesy of Helen Allen.

as set out in the local planning policy It may also be influenced by the close location

or otherwise of accessible public transport

Parking layouts should ideally be designed so that the number of accessible bays can

be increased without making major changes For example, end bays to rows could

be identified to provide future ‘transfer spaces’ where safety is not compromised or

hindered by structural columns or moving vehicles

Location

Accessible car parking should be located as close as possible to the entrance of the

building, facility or open space that it serves, to minimize travel distance and make

access as easy as possible

In car parks or multi-storey car parks, accessible spaces should be distributed in

clusters They should be located close to the entrance or accessible lift cores, and it

should not be necessary to cross service roads to reach these

Within residential developments, car parking spaces suitable for wheelchair users

should be as close as possible to their individual dwelling, or the communal entrance

or lifts serving their apartment

Signage

Car parks and parking should be clearly signed from key access points and adjacent

roads; directional signage should be part of the overall signage strategy for the area

(see Section 3.4)

Designated accessible spaces should be clearly signed and indicated (see section

below on Markings)

Information

Information on the conditions and requirements for parking, including payment terms,

should be clearly displayed at the entrance to a car park, e.g light-emitting diode (LED)

signs indicating bay availability

Figures 2.5a–b show alternative car park materials used in Liverpool,

photographs courtesy of Helen Allen.

Figures 2.5c–d show historic spaces in the Treasury Courtyard, London

different approach may be required, with the mixed use of indigenous materials, e.g

setts/cobbles or gravel for the car areas and a hard surface for the transfer zone and

pedestrian path routes where necessary On privately managed land there may be

more room for innovation

Dimensions

Accessible parking bays should be sufficiently large to allow space for rear and lateral

transfer

In covered car parking, some accessible parking spaces should be suitable for

high-top conversion vehicles (HTCVs) at least one parking level There should be sufficient

headroom both in the accessible parking spaces and the circulation routes to them

Where this is not possible or viable, surface parking adjacent to the entrance may

provide an acceptable alternative, subject to details of the onward route to lifts and

accessible exits etc Other vehicles, driven by severly disabled wheelchair users, need a

clear space 3 metres wide on the rearside to allow access by a platform lift

Markings

Accessible parking spaces, and the access zones around them, should be clearly

marked both on the ground and by a sign that can be seen when the ground is

covered with snow or leaves (Figure 2.5)

Ticket machines

Where a pay-and-display system is in operation and free parking is not provided for

disabled people, a ticket machine conforming to BS EN 12414 that is accessible to

wheelchair users should be provided close to the designated spaces

Electric vehicle charge points

Consideration may need to be given to the future potential increase in electric

vehicles and the provision of on- and off-street charge points These may be used by

both vehicles and scooters

Lighting

Parking spaces, ticket machines and any access routes from them should be well lit

(see Section 7.11)

c Specific recommendations

Parking provision and space requirements should conform to ADM as a statutory

minimum, if associated with a building, or BS 8300:2009 (amended 2010) and

Inclusive mobility (DfT, 2002) elsewhere (Table 2.2).

Table 2.2: Recommendations for parking provision

Source if not

BS 8300:2009

Parking

Provision The proportion of accessible parking should be in accordance with

local planning policy and guidance, and as recommended in BS 8300 for different building types For shopping, recreation and leisure facilities the recommendation for accessible parking is 6% of the total capacity for visitors, with a further 4% enlarged standard spaces For residential developments it is common for 1:1 parking provision for wheelchair-accessible dwellings but check local planning policy.

Location Accessible/Blue Badge parking bays should be distributed to minimize

pedestrian travel to destinations.

As near as possible, preferably within 50 m, of the accessible entrance

to buildings, transport termini, public open spaces and any other public facilities, and not further than 150 m Where the distance is more than 50m, resting places with seating should be considered.

Access There should be step-free access directly to a primary or secondary

accessible route (see Section 4.1) from the parking space, without crossing vehicular access routes.

Dimensions On-street parking: bays 6.6 m long by 3.6 m wide, parallel to the

as eight standard bays.

Enlarged bays: 6 m long by 3.6 m wide.

Height required for HTCVs: 2.6 m.

Inclusive mobility

Category Issues Detailed considerations

Source if not

BS 8300:2009

Parking

Markings The parking space should be marked with the International Symbol for

Access on the ground, with a length of 1.4 m The 1.2 m surrounding access zone should be marked with yellow criss-cross lines Note:

on private land alternative markings, materials and colours may be acceptable.

There should be a sign that has its lower edge 1 m above ground level identifying that the parking space is for disabled people, either using the International Symbol for Access or stating ‘Blue Badge holders only’.

Ticket dispensers Ticket dispensers should be close to the designated parking spaces

and should have level, unobstructed, safe access from them, preferably without crossing a vehicular route.

Height of controls and coin slots:

• Where only one dispenser is provided: 750 mm to 1,200 mm.

• Where more than one dispenser is provided: the second dispenser may be 1,000 mm to 1,400 mm for use by non-wheelchair users.

There should be a level space, free of obstructions, at least 1,850 mm deep and 2,100 mm wide in front of the dispenser Any plinth below the ticket dispenser should not project beyond the face of the dispenser and should not restrict access by a wheelchair user.

Lighting Artificial lighting levels should be a minimum of 20 lux, and up to

100 lux where there are any potential hazards (ramps or steps) At ticket dispensers the illuminance should be 200 lux at the interactive areas with 50 lux background lighting See also Section 7.11.

Artificial lighting should be positioned so that it does not cause glare, reflection or shadows.

2 5 Pedestrian routes to entrances

Primary access routes (PARs) are defined as the most direct and convenient accessible

pedestrian routes There should be direct PARs from set-down/pick-up points to

the entrances of buildings, public pedestrian open spaces and other amenities; see

Chapter 4 for more information

2 6 Vehicular entrances to site

a Definition

The vehicular entrance to a site or specific urban area may or may not be marked

Where an entrance is defined, this may be by signage only or may also include

physical features such as road humps, rumble strips, changes in road surface colour,

or access controls such as tickets, barriers or gates

b Design issues

Identification

Vehicular entrances to sites or specific areas should be easily and clearly identifiable

by drivers

Directional signs to entrances should be provided to assist drivers to find them: these

should be integrated into the overall signage strategy (see Section 3.4) Entrances

should have clear signs, which may be names or may indicate functions such as

‘Parking’ or ‘Market’ They should be clearly visible from the approach

Any physical features used to define an entrance, such as different road surfaces or

access controls, should be clearly visible

Information

Where information is required for access (e.g operating the access controls or on

height restrictions) or on the use of the area (such as restrictions or speed limit), this

should be clearly displayed at the entrance It should be of a size that can be easily

read from a vehicle and be positioned so that if the drivers of vehicles slow down or

stop to read it they will not cause an obstruction (see also Sections 2.3 and 3.4)

Height restrictions

Where a vehicular entrance has a height restriction, for example when entering

underground or multi-storey parking, it should be high enough to accommodate a

HTCV, or alternative arrangements should be available The effect of any humps or

slopes should be taken into account

Height restrictions should be clearly marked before a driver reaches the entrance, and

there should be space to turn or reverse without causing an obstruction

Access controls

Where there are vehicular access controls (ticket machines, barriers or gates), they

Emergency assistance

There should be a communication system to call for assistance if necessary, or in the

event of an emergency This should include texting facilities for people who are deaf

or hard of hearing

Lighting

Entrances, signage and access controls should be well lit so that they can be easily

operated and also give a feeling of security and enhance passive surveillance (see also

Section 7.11)

c Specific recommendations

Vehicular entrances and access controls should conform to BS 8300:2009 (amended

2010), BS 6571-4 and Inclusive mobility (see Table 2.3).

Table 2.3: Recommendations for vehicular entrances to site

Source if not

BS 8300:2009

Vehicular

entrances

Identification See Section 3.4.

Physical features used to define the entrance: different road surfaces

or access controls (gates, barriers) should visually contrast with their background.

Height restriction Vehicular entrances should provide a vertical clearance of 2.6 m from

the carriageway, or there should be alternative arrangements for access for high vehicles.

Inclusive mobility

Vehicle access control systems

Height of controls: 1,000–1,300 mm above the carriageway

Information/instructions should be at the lower edge: 1,000–

1,100 mm.

Distance from carriageway: no plinth should extend into the carriageway by more than 50 mm from the front face of the control panel.

Inclusive mobility

Pay machines Allow for approach space of 1,850 × 2,100 mm for wheelchairs with

level access; coin slots at 750 mm., uppermost keypad buttons no higher than 1,200 mm.

Inclusive mobility

Controls Controls, e.g intercoms, for wheelchair users should be 750–

1,000 mm above floor level and should be angled so that they are easy to reach from a seated position in the vehicle.

The cord of the receiver should be at least 735 mm.

Inclusive mobility

BS 6571-4

Emergency assistance

A call button or other means of calling for assistance should be located on the control panel An emergency telephone number, which

is permanently staffed, should be displayed at the barrier and should connect to a text phone as well as an ordinary telephone.

Inclusive mobility

Lighting Information, instructions and control panels should be well lit, with an

illuminance level of 200 lux, with a background illuminance of 50 lux

Refer to BS guidance for road routes.

*SLL Code and Lighting Application Standards

* Society of Light and Lighting