Highways Agency DDA Compliance Programme · Highways Agency DDA Compliance Programme Design Compliance Assessment Guide DDA Training Spring 2010 March 2010 Highways Agency Mott MacDonald,

Highways Agency DDACompliance Programme

Design Compliance Assessment GuideDDA Training Spring 2010

March 2010Highways Agency

Important Note: This document is produced for training purposes and guidance only, and does not modify any Highways Agency policies, procedures or standards. Area Teams and Service Providers are to only refer to current Netserve approved standards for all design, approval and construction purposes.

P:\Birmingham\MEC\FBA\PROJECTS\All Live Projects\240000 numbers\243335 Highways Agency Report\C - POST CONTRACT

08 March 2010

Highways Agency DDA Compliance Programme

Design Compliance Assessment Guide DDA Training Spring 2010

March 2010

Highways Agency

Mott MacDonald, Canterbury House, 85 Newhall Street, Birmingham B3 1LZ, United Kingdom T +44(0) 121 237 4000 F +44(0) 121 237 4001 W www.mottmac.com

Important Note: This document is produced for training purposes and guidance only,and does not modify any Highways Agency policies, procedures or standards. Area Teams and Service Providers are to only refer tocurrent Netserve approved standards for all design, approval andconstruction purposes.


Mott MacDonald, Canterbury House, 85 Newhall Street, Birmingham B3 1LZ, United Kingdom T +44(0) 121 237 4000 F +44(0) 121 237 4001 W www.mottmac.com

Revision Date Originator Checker Approver Description A 25.1.2010 BG Draft issue only

B 8.3.2010 BG GB AB For Approval

Issue and revision record

This document is issued for the party which commissioned it and for specific purposes connected with the above-captioned project only. It should not be relied upon by any other party or used for any other purpose.

We accept no responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties

This document contains confidential information and proprietary intellectual property. It should not be shown to other parties without consent from us and from the party which commissioned it.

08 March 2010 Design compliance assessment guide final version.doc


Chapter Title Page

1. Introduction 10

2. Background to the DDA and implications for the Highways Agency. 11 2.1 Background ________________________________________________________________________112.2 Definition of disability_________________________________________________________________112.3 Implications ________________________________________________________________________112.4 Reasonable adjustments______________________________________________________________122.5 Guidance to enhancing compliance _____________________________________________________122.6 Scoping of Works ___________________________________________________________________122.7 Prioritisation of Works ________________________________________________________________132.8 Process Model______________________________________________________________________13

3. Individual Asset Details 15 3.1 Footways and Footpaths ______________________________________________________________153.1.1 General ___________________________________________________________________________163.1.2 Widths ____________________________________________________________________________163.1.3 Gradients __________________________________________________________________________193.1.4 Surfaces __________________________________________________________________________213.1.5 Fences and guardrails________________________________________________________________233.1.6 Seating ___________________________________________________________________________253.1.7 Tactile paving ______________________________________________________________________263.1.8 Lighting ___________________________________________________________________________323.1.9 Standard modifications for consideration to enhance DDA compliance of footways and footpaths: ____323.2 Crossings__________________________________________________________________________343.2.1 General ___________________________________________________________________________353.2.2 Zebra crossings_____________________________________________________________________363.2.3 Pelican crossings____________________________________________________________________383.2.4 Puffin crossings _____________________________________________________________________393.2.5 Toucan crossings ___________________________________________________________________413.2.6 Pegasus crossings __________________________________________________________________433.2.7 Crossing controls and Signals__________________________________________________________433.2.8 Dropped kerbs and raised pedestrian crossings____________________________________________443.2.9 Tactile paving ______________________________________________________________________483.2.10 Pedestrian refuges __________________________________________________________________543.2.11 Pedestrian restraint systems ___________________________________________________________553.2.12 Standard modifications for consideration to enhance DDA compliance of crossings ________________573.3 Bus stops__________________________________________________________________________593.3.1 General ___________________________________________________________________________593.3.2 Bus boarders _______________________________________________________________________603.3.3 Bus stop shelter_____________________________________________________________________623.3.4 Bus stop flags ______________________________________________________________________643.3.5 Road Markings _____________________________________________________________________653.3.6 Footway and footpath surfaces to bus stops_______________________________________________653.3.7 Options for consideration to enhance compliance of bus stops with DDA regulations _______________663.4 Lay-bys ___________________________________________________________________________673.4.1 Siting of lay-bys _____________________________________________________________________67

Content



3.4.2 Parking lay-bys _____________________________________________________________________683.4.3 Bus lay-bys ________________________________________________________________________733.4.4 Emergency lay-bys __________________________________________________________________743.4.5 Standard modifications for consideration to enhance DDA compliance of lay-bys__________________753.5 Emergency Telephones ______________________________________________________________763.5.1 General ___________________________________________________________________________763.5.2 Siting of telephones on conventional roads and motorways ___________________________________773.5.3 ERT Type 354 ______________________________________________________________________793.5.4 Kerb re-profiling_____________________________________________________________________803.5.5 Installation to areas without a safety fence ________________________________________________823.5.6 Installation to areas with a safety fence __________________________________________________833.5.7 Standard modification for consideration to enhance DDA compliance of Emergency Telephones _____863.6 Subways and Underpasses____________________________________________________________873.6.1 General ___________________________________________________________________________883.6.2 Access ____________________________________________________________________________883.6.3 Ramps ____________________________________________________________________________883.6.4 Stairs _____________________________________________________________________________893.6.5 Surface finishes_____________________________________________________________________913.6.6 Lighting ___________________________________________________________________________913.6.7 Standard modification for consideration to enhance DDA compliance of subways and underpasses ___923.7 Footbridges ________________________________________________________________________933.7.1 General ___________________________________________________________________________933.7.2 Access ____________________________________________________________________________943.7.3 Steps and stairs_____________________________________________________________________943.7.4 Ramps ____________________________________________________________________________963.7.5 Handrails __________________________________________________________________________973.7.6 Landings __________________________________________________________________________983.7.7 Parapets __________________________________________________________________________993.7.8 Footbridge designed for combined use by pedestrians and cyclists_____________________________993.7.9 Ramp and stair surface materials ______________________________________________________1003.7.10 Walkway surfaces __________________________________________________________________1003.7.11 Lighting __________________________________________________________________________1013.7.12 Standard modifications for consideration to enhance DDA compliance of footbridges _____________101

4. Introduction to Consultation 103 4.1 The national consultation programme ___________________________________________________1034.2 The importance of further local consultation ______________________________________________1044.3 Purpose of this guidance document ____________________________________________________104

5. Consultation with disabled people and equality groups 105 5.1 The benefits of consultation __________________________________________________________1055.2 Consultation good practice ___________________________________________________________1055.3 When should consultation take place? __________________________________________________1065.4 What type of consultation should be undertaken? _________________________________________1075.4.1 Single issue consultation techniques ___________________________________________________1075.5 Continuous consultation _____________________________________________________________1085.5.1 Local authority access officers ________________________________________________________1095.5.2 Websites and web pages ____________________________________________________________1095.5.3 Existing organisations or panels _______________________________________________________110



5.5.4 Establishing a specific consultation panel________________________________________________1115.6 Summary of options_________________________________________________________________111

6. Deciding on whether and how to consult 112 6.1 When is consultation necessary? ______________________________________________________1126.2 Which consultation method offers the most benefits?_______________________________________114

This guide is intended to assist Area Teams and Service Providers in assessing a range of Highways Agency assets to determine the need for any modifications to meet the requirements of Disability Discrimination Acts 1995 and 2005 (DDA) and the related codes of practice.

The assets covered in this guide include:

• Footways and footpaths • Crossings • Bus stops • Emergency telephones • Subways and underpasses • Footbridges

Details of individual assets are contained in Section 3.

Important Note:

This document is produced for training purposes and guidance only, and does not modify any Highways Agency policies, procedures or standards.

Area Teams and Service Providers are to only refer to current Netserve approved standards for all design, approval and construction purposes.

1. Introduction


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2.1 Background

The Disability Discrimination Act 1995 (DDA) was introduced in 1996 and Part III gave disabled people a right of access to goods, facilities, services and premises. The original 1995 Act was modified and extended by the introduction of the Disability Discrimination Act 2005 in 2006.

The Acts are also supported by Codes of Practice issued by the former Disability Rights Commission (DRC). The DRC was closed in 2007 and replaced by the Equality and Human Rights Commission. The documents are still available from the EHRC website on www.equalityhumanrights.com/advice-and-guidance/information-for-advisers/codes-of-practice/

The Acts, Codes of Practice and Guidance should be consulted for detailed definitions and information, but the comments below give a general indication for the purpose of this guide.

2.2 Definition of disability

Under the Acts, a disabled person is defined as someone who has a physical or mental impairment that has a substantial and long-term adverse effect on his or her ability to carry out normal day-to-day activities. Persons diagnosed with HIV, cancer or multiple sclerosis are also deemed to be disabled under the terms of the DDA.

2.3 Implications

As a result of this legislation it is unlawful for service providers to discriminate against a disabled person by;

treating them less favourably – for a reason relating to their disability – than it treats

others, or

failing in a duty to make reasonable adjustments in relation to a service by; − changing practices, policies and procedures − providing auxiliary aids and services − overcoming a physical feature by:

− removing the feature − altering it

2. Background to the DDA and implications for the Highways Agency.


12

− avoiding it; or − providing the service by an alternative method

2.4 Reasonable adjustments

The duty to make ‘reasonable adjustments’ is one of the fundamental principles of the Acts and requires Service Providers to take positive steps to make sure that disabled persons are able to access their services.

If a service provider is challenged as to whether such adjustments have been made, or whether the extent of such adjustments is sufficient, the legal test is that of ‘reasonableness’ which is subjective. Only the courts can rule as to what might or might not be reasonable on a case by case basis.

With regard to the extent of any adjustments required, it is worth noting the following extract from the Code of Practice;

‘6.4 The policy of the Act is not a minimalist policy of simply ensuring that some access is available to disabled people; it is, so far as is reasonably practicable, to approximate the access enjoyed by disabled people to that enjoyed by the rest of the public. Accordingly, the purpose of the duty to make reasonable adjustments is to provide access to a service as close as it is reasonably possible to get to the standard normally offered to the public at large.’

2.5 Guidance to enhancing compliance

In addition to the Code of Practice detailed above, the Department for Transport (DfT) has produced non-statutory guidance outlining best practice on access to pedestrian and transport infrastructure. Their document, Inclusive Mobility, is designed to help service providers meet their obligations under Part III of the DDA Act and ensure that a barrier-free pedestrian environment becomes a reality.

Whilst the ‘Inclusive Mobility’ guide provides important guidance to ways of enhancing the compliance of some Highways Agency assets, this guide includes information from further sources for other assets.

2.6 Scoping of Works

With regard to the scoping of works required to be undertaken at any asset, the general principle to be followed is that assets should be made as compliant as possible in accordance with the scopes highlighted in Section 3. Generally elements of the scopes should only be omitted where it would not be feasible or practical for these to be carried out at a certain site. Where such elements are omitted then justification for such omissions will be required.


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2.7 Prioritisation of Works

In 2008, the Highways Agency undertook a detailed DDA Network Compliance Audit to identify physical barriers which were preventing disabled users from accessing and moving across their network.

In tandem with this audit, detailed consultation has been undertaken with a variety of national and strategic organisations representing a diverse range of disabilities. From this work a ranked list of priorities for action has been established as detailed below:

1. Footways/footpaths/crossings 2. Bus stops/lay-bys 3. Emergency telephones 4. Interchanges 5. Subways/underpasses 6. Footbridges

Area MAC Teams should take due consideration of the above list of priorities when compiling a DDA Programme. Further prioritisation will come from running proposed projects through the usual value for money procedures set out for Roads, Structures and LNMS.

2.8 Process Model

Following the determination of a prioritised list of works for each Area based upon the Assets identified during the 2008 Audit, works progress through the standardised process model as included below:


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Area selection of assets from ranked list

for DDA works

Initial Study Phase per asset

Work starts

LMNS Improvement

Works

Funds Approved

Y

N

Environmental studies

DMRB 11

Funds Approved?

Year 1

N

Detailed Design Stage

Year 0

Year 2

Post implementation

analysis

Year 3

Y

Assets Ranked in Priority Order for Area

Category 2 Maintenance

Works

Opportune DDA Works

Start of Year 1 VM Process

VM Workshop

Application for initial funding

VM Process

VM Workshop

Submit NMU context report to project sponsors

NMU audit stages agreed

Stage 1 NMU audit if required

NMU Audit

Full Designed Scheme

Stakeholder Consultation

Final VM Process

Application for funds for

construction phase

Stage 2 NMU audit if required

Y

Stage 3 NMU

Initial Design Proposal

Stage 1 Road Safety Audit



N

Road Safety Audit

Project Sponsor Accepted

Funds Approved?

N

Y


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3.1 Footways and Footpaths Footways and footpaths have been identified by external stakeholders as the main reason that access across the network is difficult for disabled users at times. It is therefore important that footways/footpaths are constructed and maintained /modified correctly. The distinction between a footway and a footpath is that a footway (usually called the pavement) is the part of a highway adjacent to, or contiguous with, the carriageway on which there is a public right of way on foot. A footpath has no contiguous carriageway. Where reference is made to one, it can generally be regarded as applying to the other for design purposes.

Figure 3.1.1: A sample of footway

3. Individual Asset Details


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3.1.1 General

3.1.1.1 Footways and footpaths should have a firm, slip-resistant and reasonably smooth surface. Cobbles, bare earth, sand and loose gravel should not be used (except where the area may be subject to listed building status or in a conservation area).

3.1.1.2 Wherever a footway is provided it is important that it forms part of an identified route, eg to the local school, shops or a bus stop, so that a good network of footways is built to serve the community.

3.1.1.3 When footways are being designed, all pedestrians should be considered, regardless of their level of mobility and where space and gradient is permitting.

3.1.1.4 Footways should be well lit and have a well drained surface.

3.1.1.5 The footway is considered to be physically separated from the carriageway if there is a verge of width 3m or more, closely spaced trees or other physical obstructions such that vehicular traffic cannot mount the footway.

3.1.2 Widths

3.1.2.1 The recommended minimum width of footway/footpath is shown in Figure 3.1.2.

• A clear width of 2000mm allows two wheelchairs to pass one another comfortably. This should be regarded as the minimum under normal circumstances.

• Where this is not possible because of physical constraints 1500mm could be regarded as the minimum acceptable under most circumstances, giving sufficient space for a wheelchair user and a walker to pass one another.

• The absolute minimum, where there is an obstacle, should be 1000mm clear space. The maximum length of restricted width should be 6 metres.

• If there are local restrictions or obstacles causing this sort of reduction in width they should be grouped in a logical and regular pattern to assist visually impaired people.


17

Figure 3.1.2: Width of footway/footpath

3.1.2.2 It is also recommended that there should be minimum widths of 3000mm at bus stops and 3500mm to 4500mm by shops though it is recognized that available space will not always be sufficient to achieve these dimensions.

3.1.2.3 Where a cycle track runs alongside a footway or a footpath best practice is to physically segregate the two as shown in Figure 3.1.3 and Figure 3.1.4. Detailed guidance shall refer to Local Transport Note (LTN) 2/94: Adjacent and Shared Use Facilities for Pedestrians and Cyclists.

Figure 3.1.3: Illustrative cross-section based on minimum widths Source: Local Transport Note (LTN) 2/94


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Figure 3.1.4: Typical segregated shared use alongside a carriageway Source: Local Transport Note (LTN) 2/94

3.1.2.4 If this is not possible, appropriate tactile surfaces should be used to identify the cycle and pedestrian paths (see Figure 3.1.5). The cycle track should be at least 1400mm wide with the cycle symbol on the ground every 50 yards. The pedestrian part should meet the standards given earlier in this section and should be separated from the cycle track by a raised dividing line 150mm wide and 12 to 20mm high, with a 50mm wide top face.

Figure 3.1.5: Typical segregated shared use alongside a carriageway Source: Guidance on the Use of Tactile Paving Surfaces, 2005


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3.1.3 Gradients

3.1.3.1 There is general agreement among guidelines that an 8 per cent (1 in 12) slope is the maximum that may be used; anything greater than this will cause difficulties for manual wheelchair users. Most guidelines also agree that 5 per cent (1 in 20) is preferred. Steeper than 2.5% is impossible for many manual wheelchair users. The effects of different gradients are as shown in Table 2.1.1.

Table 3.1.1: Effects of gradients

Gradients Effects

1% (1 in 100) Never an obstacle.

2% (1 in 50) Can be managed by most people and also provides good drainage.

2.5% (1 in 40) Can be managed by many people.

> 2.5% Impossible for many manual wheelchair users.

8% (1 in 12) Absolute maximum. Not only is the physical effort of getting up a steeper gradient beyond many wheelchair users, but there is also a risk of the wheelchair toppling over.

3.1.3.2 Crossfall on footways and footpaths may be necessary to provide good drainage, but if too great, can make it difficult for wheelchair users. Recommendations contained in guidelines vary somewhat but, under normal circumstances, a figure of 2.5 per cent (1 in 40) should be regarded as the maximum acceptable. Where possible, it is preferable to have a crossfall between 1 and 2 per cent (see Figure 3.1.6).

concrete kerb

ST4 concrete

1 - 2 % crossfall

Figure 3.1.6: Crossfall

3.1.3.3 Variable crossfall, such as may be found when travelling along a street with vehicle cross-overs, can be irritating as it affects the steering of wheelchair users and can also cause problems for people with walking difficulties. Local authorities should take these problems into account when considering their policies on front garden


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parking in residential areas, which may result in the installation of crossovers (see Figure 3.1.7).

3.1.3.4 In accordance with Guidance on the use of tactile paving surfaces, busy crossovers are described as uncontrolled crossings, therefore, the installation of tactile surfacing and dropped kerbs should be considered (see Figures 3.1.7 – 3.1.10).

Figure 3.1.7: Plan of a typical concrete crossover

Figure 3.1.8: Plan of dropped kerbs


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Figure 3.1.9: Section A-A (Section of dropped kerbs)

Figure 3.1.10: Elevation of dropped kerbs

3.1.4 Surfaces

3.1.4.1 Uneven surfaces, gaps between paving slabs etc whether within or outside buildings can cause problems for people using sticks and crutches, visually impaired cane users and wheelchair users. Joints between flags and pavers should not be less than 2mm and not more than 5mm wide (see Figure 3.1.11). For pedestrian-only footways, flags can be laid with wider joints (6-10mm) filled with compacted mortar.

Joints width to be 2 - 5 mmFlags or pavers

concrete kerb

ST4 concrete

Figure 3.1.11: Joints between flags and pavers


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3.1.4.2 Maximum deviation of the footway surface under a 1 metre straight edge should not exceed 3mm. New cobbled surfaces are unlikely to be appropriate and, even in historic environments, alternatives should be sought.

3.1.4.3 Covers and gratings can also cause problems and may be mistaken by blind people as a tactile surface. It is recommended that the maximum size of openings should be 13mm (see Figure 3.1.12) and if openings are elongated they should be placed at right angles to the predominant direction of travel. It is also recommended that the spaces should not be more than 150mm long (see Figure 3.1.12). Wherever possible gully covers and drainage slots should be positioned as far as possible from main pedestrian flows. Inspection chamber covers and service inspection chambers should be flush with the surface.

Figure 3.1.12: Gully grating


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3.1.4.4 Surfaces should be firm, slip-resistant in wet and dry conditions and should not be made of reflective material. Dished channels (for drainage) should not be incorporated within pedestrian routes.

3.1.4.5 Surfaces should be pedestrian friendly, providing a layout that complements the surrounding environment which does not disadvantage any user groups.

3.1.4.6 When small paving bricks (paviours) are used, care should be taken to ensure that they are evenly laid; any unevenness can cause problems for some wheelchair users and some visually impaired cane users. Crossfalls should not exceed 2.5 per cent (1 in 40).

3.1.5 Fences and guardrails

3.1.5.1 Guard railing serves to segregate pedestrians from vehicles and can help channel pedestrians to where they are supposed to be walking, especially those with visual impairment.

3.1.5.2 If there is a steep slope or drop at the rear of the footway, precautions must be made to prevent wheelchair users running over the edge or blind or partially sighted people walking over it. Guardrails and barriers at the side of or across footways should be at least 1100mm high; preferably 1200mm measured from ground level (see Figure 3.1.13).

Figure 3.1.13: Standard guardrail design


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3.1.5.3 In common with other street furniture on or close by footways, guardrails should be clearly colour contrasted from their surroundings: simple galvanized railings are not acceptable. If, for reasons of economy, this type of railing has to be used it should at minimum have colour contrasted markings on it. These requirements also apply to rails around street works.

3.1.5.4 Guardrails should also be designed to prevent guide dogs from walking under the rails, but there should be sufficient openings between vertical members to ensure that children and wheelchair users can see, and be seen, through the railings. The top rail should have a smooth profile and, if intended to provide support, should be circular with a diameter of between 40 and 50mm.

3.1.5.5 There should also be an upstand a minimum of 150mm in height at the rear of the paved area, which can then act as a tapping rail for long cane users as well as a safeguard for wheelchair users.

3.1.5.6 Footway widths are invariably reduced when installing guard railing. Consideration should be given to whether the remaining effective footway width is below minimum.

3.1.5.7 Where it is necessary to provide staggered barriers across footways and footpaths in order to prevent conflict with other forms of traffic (for example at junctions with main roads) the barriers should be constructed of vertical bar sections 1200mm high and colour contrasted with their surroundings (see Figure 3.1.14).

Figure 3.1.14: A sample of staggered barriers


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3.1.5.8 An offset between the two barriers of 1200mm allows wheelchair users convenient passage but discourages the riding of bicycles.

3.1.6 Seating

3.1.6.1 Mobility impaired people need seating at reasonably frequent intervals. In commonly used pedestrian areas, and transport interchanges and stations, seats should be provided at intervals of no more 50 metres. Wherever possible seats should also be provided at bus stops and shelters. Seating should be placed adjacent to, but not obstructing, the pedestrian route and should be picked out in contrasting colours to help people with visual impairment.

3.1.6.2 Guidance on conventional seat heights varies over the range of 380- 580mm, whilst a height of 480mm is suitable for wheelchair users (see Figure 3.1.15).

Figure 3.1.15: Guidance on conventional seat heights


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3.1.6.3 Armrests are helpful for some people and should be placed about 200mm above seat level. Seats placed in a row either should all have armrests or no armrests; a mixture within a single row can cause difficulties for visually impaired people. Seat widths are recommended to be a minimum of 500mm.

3.1.6.4 For outdoor seating it is vital that rain water is not allowed to collect on any part of the seat; wire top or wire-mesh seats are an obvious way of preventing this. Seats should be made of vandal resistant easy clean material. They should colour contrast with its surrounding area and should not obstruct pedestrian flows.

3.1.6.5 Where audible announcements are made in seating/ waiting or refreshment areas, they should also be provided visually for the benefit of deaf and hard of hearing people.

3.1.6.6 A supportive back-rest should be incorporated for at least 50% of the length of the seat.

3.1.7 Tactile paving

General

3.1.7.1 Tactile paving should be used on access routes to provide warning and guidance to blind and partially sighted people. It should be used sparingly.

3.1.7.2 Layouts of all pedestrian areas should be simple, logical and consistent. This will enable people to memorise environments that they use regularly and predict and interpret environments that they are encountering for the first time.

3.1.7.3 Contrasts in colour and tone should be used to accentuate the presence of certain key features. This will enable many people to use their residual vision to obtain information.

3.1.7.4 The standard patterns and layouts are listed in Guidance on the Use of Tactile Paving Surfaces (Department for Transport, 2005). Below is a summary of the main types of tactile paving used on footway.


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Blister surfaces

3.1.7.5 Blister paving slabs are used to indicate a pedestrian crossing facility (see Figure 3.1.16).

50 (minimum)

133

16mm radius

5+0.5

10

Approx. 25mm diametre200

7 domes

Approx. 450 sq. (See table below)

A

B

B

AB


B

2 x 3 domes

Module type B (49 domes)

Alternative module type C

Module type A (36 domes)

6 domes

Section of blister surface

Notes: Not to scale,All dimensions in millimetres.

Figure 3.1.16: Profile and plan of blister surface

3.1.7.6 Red blister paving should be used at controlled crossings (see Figure 3.1.17) and buff tactile paving should be used at uncontrolled crossings (see Figure 3.1.18).


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Figure 3.1.17: Red blister paving at controlled crossings

Figure 3.1.18: Buff tactile paving at uncontrolled crossings


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Corduroy surfaces

3.1.7.7 Corduroy surfaces shall be used to warn users of the presence of steps, level crossings or on the approach to an on-street light rapid transport system. It is also used where a footway joins a shared route. This type of surface consists of rounded bars. The bars are 6mm (± 0.5mm) high, 20mm wide and spaced, centre to centre at 50mm (see Figure 3.1.19). The colour of the surface should contrast with the surrounding area but should not be red.

400

200

400

15

6 +

0.52050

133

Section of corduroy hazard warning surface

Plan of corduroy hazard warning surface Plan of alternativemodule size

Key

Raised ribs


Figure 3.1.19: Profile and plan of corduroy hazard warning surface

3.1.7.8 Corduroy surfaces should be laid so that the bars run transversely across the direction of pedestrian travel and extend across the full width plus 400mm each side of stairs at top and bottom, across the full width of the ramp (at the foot of the ramp only), across the full width of the footway at level crossings and the full width of pedestrian entry to unprotected railway station platforms.

3.1.7.9 The recommended layout of corduroy surface for stairs is shown in Figure 3.1.20:


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Figure 3.1.20: Use of a corduroy hazard warning surface on an external stepped access Source: BS 8300, 2009

(Dimensions in millimetres) Keys

1 Corduroy hazard warning surface at top of stairs to extend at least 400 mm at each side of stairs and to stop 400 mm from nosing

2 Handrail fixed to side wall and terminated with a closed end at top and bottom

3 Surface width of stair, at least 1 200 mm wide

4 Side wall to staircase

5 800 mm when the approach is straight on and 400 mm when a conscious turn is needed to reach the step

6 Handrail to be terminated in a way that reduces the risk of clothing being caught

7 Corduroy hazard warning surface at bottom of stairs


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Segregated shared cycle track/footway surfaces

3.1.7.10 Segregated shared cycle track/footway surface and central delineator strip (see Figure 3.1.21): This type of surface is used to warn of the presence of a shared cycleway/footway. The purpose of this surface is to warn visually-impaired users of the correct side of the surface to travel along. A central delineator strip is installed to help keep users to the correct side. A ladder style corduroy surface should be employed on the footway side and a tramline style on the cycleway side. The central delineator strip should be 12 to 20 mm high, 150 mm wide with sloping sides to a flat top of 50 mm (see Figure 3.1.21).

Plan of segregated shared cycle track/footway surfaceand central delineator strip

400

32.5 30 70

400

133

195

7030

5 +

0.5

150

50

12-2

0

20 (Drainage gap)

2400

Notes:Not to scale,All dimensions in millimetres.

Alternative module size

Section of raised line Section of tramline

"Ladder" pattern onthe footway or footpath

"Tramline" patternon the cycle track

Raised line

Figure 3.1.21: Profile and plan of segregated shared cycle track/footway

surface and central delineator strip

3.1.7.11 Colour: no specific recommendations are made for the colours of the surfaces other than the requirement that the centre delineator be white. However, the use of different coloured surfaces and different materials, eg bitumen and concrete, on the different sides of the route can provide a helpful cue to partially sighted people.

3.1.7.12 Layout: the tactile surfaces should be laid at the beginning and end of the shared segregated route, at regular intervals along the route and at any junctions with other pedestrian or cyclist routes. The surfaces should be 2400mm long, across the full width of the footway and cycle track. The delineator strip should run the entire length


32

of the route except at crossing points and places where another cycle track crosses the pedestrian footway to join the route.

3.1.7.13 A cycle symbol marking (in accordance with diagram 1057 of TSRGD) should be provided on the appropriate side at all entry/exit points, and at any junctions with footways or other shared routes. This should be repeated at every 50 metres along the cycle way.

3.1.8 Lighting

3.1.8.1 Good lighting is crucial in ensuring that partially sighted people are able to use footways and footpaths conveniently and safely. The level of illuminance on surfaces, the quality of the lighting, good colour rendering and the avoidance of glare are key factors to be considered.

3.1.8.2 Artificial lighting systems should be designed to maintain a level of illumination that is suitable for partially sighted people and is compatible with electronic and radio frequency installations. Where artificial lighting is provided, it should use high frequency electronic ballasts to avoid any perception of flicker.

3.1.8.3 Both natural and artificial sources of lighting should be designed to avoid creating glare, pools of bright light and strong shadows.

3.1.8.4 BS 5489: Code of Practice for the Design of Road Lighting recommends maintained average illuminance figures varying from 3.5 to 10 Lux, depending on the road lighting category. This includes for public use, crime risk and traffic use. For other areas, the following recommendations represent minimum acceptable illuminance levels:

Passages and walkways 150 lux

Steps and stairs, at tread level 200 lux

Ramps, at top and bottom level 200 lux

Landing area 200 lux

3.1.9 Standard modifications for consideration to enhance DDA compliance of footways and footpaths:

• Installation of blister paving;

• Installation of guard railing to enhance safety;

• Improvement of lighting;

• Removal or relocation of obstacles , such as seating and litter bins, in footway;

• Modification to gradient;

• Modification to surfacing;

• Increase width of footpath;

• Enhancing visibility of obstacles;

• Installation of seating;


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• Provision of new crossing;

• Installation of drop kerbs;

• Repair tree root damage to paved surfaces;

• Clear vegetation;

• Modification of crossover; and

• Painting/ enhancing step nosing.

References:

BS 5489-1: Code of Practice for the Design of Road Lighting — Part 1: Lighting of Roads and Public Amenity Areas, 2008. BS 8300: Design of Buildings and Their Approaches to Meet the Needs of Disabled People - Code of practice, 2009. Designing for Cyclists: A Guide to Good Practice. Essex County Council. BRE Press, 2006. Designing for Pedestrians - A Guide to Good Practice, Essex County Council, 2006. Guidance on the Use of Tactile Paving Surfaces, Department for Transport, 2005. HD 37/99: Bituminous Surfacing Materials and Techniques (DMRB 7.5.2). HD 39/01 Footway Design (DMRB 7.2.5). Local Transport Note (LTN) 2/94: Adjacent and Shared Use Facilities for Pedestrians and Cyclists. Inclusive Mobility – A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure, Department for Transport, 2003.


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3.2 Crossings Pedestrian crossings are separated into two types: at-grade and grade separated. At-grade crossings which are those where a pedestrian crosses at the same level as the road, can be divided into uncontrolled and controlled crossings:

• Uncontrolled crossings include dropped kerbs, side road crossings and pedestrian refuges.

• Controlled crossings types include zebra, pelican, toucan, puffin, pegasus and facilities at signal controlled junctions.

Grade separated crossings include footbridges and subways (refer to separate sections 3.6 & 3.7 for details).

Figure 3.2.1: A sample of road crossing

All crossings, wherever possible, should conform to pedestrian desire lines to ensure maximum use. Crossings should be located away from conflict points at uncontrolled junctions. This will give drivers an adequate opportunity to appreciate the existence of a crossing and to brake safely. The ‘safe’ distance will depend on the geometry of the junction and type of side road. However, a minimum distance of approximately 20m for a signal controlled crossing, and an absolute minimum of 5m for a zebra crossing is recommended.


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3.2.1 General

3.2.1.1 The minimum width (between the two rows of studs) for a Zebra, Pelican or Puffin pedestrian crossing is 2.4 m (see Figure 3.2.2). If the crossing is of the Toucan type, or is used by a substantial number of cyclists on foot, the minimum width should ideally be 4m.

3.2.1.2 Guard railing can be provided to control the crossing pattern within the controlled zone should the pedestrian facility be located away from the desire line (due to engineering reasons). Guard railing may also provide useful guidance for blind and partially sighted pedestrians. Guard railing at signal controlled crossings should start at the signal post but not encroach past the push button position.

3.2.1.3 High visibility railings should be used and located at least 450 mm from the carriageway (see Figure 3.2.2) and be terminated within 100 mm of the signal pole. The traffic signal head including the backing board should be at least 450 mm from the carriageway.

Figure 3.2.2: General dimensions of crossing

3.2.1.4 Wherever possible, facilities should be wide enough to accommodate peak pedestrian demand and should be timed to respond quickly to pedestrian requests. All facilities should feel safe, with adequate lighting, and should be designed to take account of the speed of approaching vehicles.

3.2.1.5 Poles should be provided on both sides of the road and ideally on the right hand side when facing the crossing. This is to enable visually-impaired pedestrians with guide dogs to use the pushbutton with their right hand. It also allows pedestrians to watch oncoming traffic whilst watching nearside signals.

3.2.1.6 Cranked poles should be used in locations where the existing footway width is substandard (see Figure 3.2.3). An absolute minimum of 1.5 m should be maintained.


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Figure 3.2.3: A sample of cranked pole

Source: Puffin Good Practice Guide, 2006

3.2.2 Zebra crossings

3.2.2.1 Zebra crossings are relatively low-cost crossing facilities and offer an immediate response to pedestrian needs. They are, however, unsuitable in some locations including:

• Where the 85th percentile speed is more than 30 mph and there is congestion owing to high flows of either cars or pedestrians.

• Where there are areas of poor visibility for the motorist (eg, within 5 m of a roundabout or junction).

3.2.2.2 Zebra crossings have yellow globes, mounted on an alternate black and white pole (see Figure 3.2.4). Lighting for the crossing should either be an independent lighting column or an extended pole shaft over the beacon with a flat glass lantern. Internally illuminated poles can be used to give greater visibility. The use of class 0 diamond grade reflective material can be used as a cheaper measure to achieve the same effect.


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Figure 3.2.4: A Zebra crossing light

3.2.2.3 Care should be taken in the design of a zebra crossing (see Figure 3.2.5) and should follow the Zebra, Pelican and Puffin Pedestrian Crossings Regulations and General Directions 1997 precisely, as mistakes are often made with the white zig-zag markings.

Figure 3.2.5: A Zebra crossing


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3.2.3 Pelican crossings

3.2.3.1 A pelican crossing uses far-side pedestrian signal heads and a flashing amber/flashing green man crossing period, of a fixed duration, which is demanded solely by a pushbutton. The length of time a pedestrian has to wait before a green man signal is shown should be set at 30 seconds in peak times and 20 seconds in off-peak times. Timings may have to be altered for high speed roads or on roads susceptible to congestion.

3.2.3.2 The typical layouts of pelican crossings are shown in Figure 3.2.6 & Figure 3.2.7.

3.2.3.3 The timings given for the green man signal are, from four seconds (for crossings up to 7.5 metres in length) up to seven seconds for crossings over 12.5 metres. The period can be extended by two seconds if there is considerable use by disabled pedestrians. There is a further time allowance to advise pedestrians not to start crossing but allows time for those already on the crossing to get to the other side.

3.2.3.4 New pelican crossings will only be installed in exceptional cases, where puffin technology is not appropriate due to the local topography of the crossing.

Figure 3.2.6: Pelican crossing at single carriageway

Figure 3.2.7: Pelican crossing at dual carriageway


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3.2.4 Puffin crossings

3.2.4.1 Puffin (Pedestrian User-Friendly Intelligent) crossings work slightly differently to pelican and toucan crossings. The technology within the unit allows cancellation of the pedestrian demand (via microwave detection), if a pedestrian crosses after pushing the button but before the green man signal is lit. In addition to this, a puffin crossing can detect the speed at which a pedestrian is moving and will automatically adjust the time allowed to cross the road.

3.2.4.2 The red and green man signals are located on the nearside of the road above the primary pushbutton in such a way that they can be seen at the same time as traffic is approaching.

3.2.4.3 Puffin crossings have no flashing green man, but whilst a red man shows to stop new pedestrians crossing, sensors detect the presence of a person already on the crossing and hold the traffic until the crossing is clear.

3.2.4.4 At some sites, it may not be possible to install an audible signal. This is usually because of the close proximity of another crossing point that operates at a different time. Here, an audible signal could give misleading information if overheard from an adjacent crossing. At locations near houses, the audible signal may be switched off between the 10:00pm and 7:00am. In the absence of an audible tone, pedestrians with a visual impairment are able to verify the operation of the crossing using tactile cones which project from the base of the push button unit.

3.2.4.5 Since April 2002, tactile cones have been a requirement for all new crossings regardless of whether or not they have an audible signal.

3.2.4.6 Puffin crossings are becoming the most popular form of assisted pedestrian crossing facility, replacing the pelican crossing and the traditional pedestrian facility at traffic signals.

3.2.4.7 The typical layouts of puffin crossing are shown in Figure 3.2.8 - Figure 3.2.10.


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Figure 3.2.8: Installation puffin crossing at single carriageway

Figure 3.2.9: Installation of puffin crossing at dual carriageway


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Figure 3.2.10: Installation of a puffin crossing with a central refuge

3.2.4.8 As with pelican crossings, the maximum time for the signal to remain green for traffic should be 30 seconds at peak times and 20 seconds at off-peak times. Timings may have to be altered at high speed sites and those close to signal junctions.

3.2.4.9 A second green man signal for pedestrians is sometimes needed in locations where there is a high pedestrian flow, and pedestrians are unable to see the signal owing to the high numbers of waiting people.

3.2.5 Toucan crossings

3.2.5.1 A toucan crossing permits pedestrians and cyclists to use the same crossing and is normally linked to an adjacent cycle route. Tactile paving at toucan crossings should be provided across the whole length of the dropped kerb. A preferred layout of toucan crossing is introduced in Traffic Advisory Leaflet 10/93 August 1993 as shown in Figure 3.2.11.


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Figure 3.2.11: Preferred layout of a Toucan site


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3.2.5.2 New toucan crossings will incorporate similar facilities to puffin crossings with nearside pedestrian/cycle signals, oncrossing detection to extend crossing times and kerbside detection to cancel the pedestrian/cycle demand when no longer required.

3.2.6 Pegasus crossings

3.2.6.1 These facilities permit horse riders, cyclists and pedestrians to use the same facility, but on segregated crossing areas.

3.2.6.2 Modifications to a standard installation include the provision of pushbutton units at 2m mounting height, so as to be within reach of a rider on horseback and additional units for dismounted riders at normal height. Waiting areas for pedestrians and cyclists are segregated from the horse waiting area, and tactile paving is provided.

3.2.7 Crossing controls and Signals

3.2.7.1 The timings given for the Green Walking Figure are, for Pelican crossings, from four seconds (for crossings up to 7.5 metres in length) up to seven seconds for crossings over 12.5 metres. The period can be extended by two seconds if there is considerable use by disabled pedestrians. Similar figures apply to Toucan crossings. There is a further time allowance on each type of crossing which advises pedestrians not to start crossing but allows time for those already on the crossing to get to the other side.

3.2.7.2 The allowance of six seconds for a 7.5 metre crossing compares with a need for about 12 seconds. However, the extendable periods on Toucan crossings and the Flashing Green Man on Pelican crossings are long enough to give disabled people sufficient time to complete their crossing.

3.2.7.3 Puffin crossing does not have flashing green walking figure. However, new Puffin crossings with detectors enable people to cross in their own time, which is of benefit to people with mobility impairments.

3.2.7.4 At controlled crossings the control unit should be located close to the tactile surface, with the centre of the button between 1000mm and 1100mm above the footway level (see Figure 3.2.12). Where a tactile indicator (a rotating knurled cone) for the steady green man phase is used, it should be placed on the right hand side of the bottom of the push button unit, extending 20mm down (±1mm) and with a diameter of 15mm (±1mm). Their provision helps those with an auditory as well as a visual impairment.


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WAIT

PEDESTRIANSpush button and wait

for signal opposite

waitcross

with caredo not start

to cross

1000

- 11

00

15 +

1

Contrasting band of colour

Figure 3.2.12: Dimensions of control unit at controlled crossings

3.2.7.5 Tactile indicators should not be considered as a substitute for audible signals as they are required by different people, although some will benefit from both. A large diameter raised push button which can be activated by a closed fist will be most easily used by pedestrians who have mobility impairments. It should have an illuminated LED surround or be colour contrasted for increased conspicuousness.

3.2.8 Dropped kerbs and raised pedestrian crossings

3.2.8.1 Level or flush access is essential for the majority of wheelchair users. Such access, either by dropped kerb or raised road crossing must be provided at all Zebra and controlled crossings and at other places such as side roads, on an access points to parking areas etc used by pedestrians. The standard details of dropped kerbs are shown in Figure 3.2.13 and Figure 3.2.14. Sections of the relevant standard kerbs and the transition kerbs are shown in Figure 3.2.15 and Figure 3.2.16.


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10

00 m

in.

Bullnosed kerbType BN 125x150mm

Half Batteredkerb Type HB2125x225mm

Dropper kerbType DL1

Dropper kerbType DR1

Half Battered

Tactile paving to be installed where kerb upstandis below 25mm.

Various

Plan

RampFootwayKerb

Carriageway

Variable width - mayfollowing consultation withdisable people, be extendedto rear of footway but mustnot be less than a gradientof 8% (1 in 12)

Kerb

FootwayPreferred carriageway

surface level

Minimum carriagewaysurcface level

Not greaterthan 6mm

Section A – A

Figure 3.2.13: Plan and section of dropped kerbs

Upstand to be 6mm maximum atpedestrian or cyclist crossing points.

Back of footway

Carriagewaylevel

Figure 3.2.14: Elevation of dropped kerbs


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Figure 3.2.15: Standard kerb sections (Types BN and HB2)

255

125

155

15° 150

150

255

125

155

15°

Dropper kerb type 1 : half battered to bullnosedNOTE : For use with kerb types BN and HB

Left hand : Type DL1 Right hand : Type DR1

Figure 3.2.16: Transition and taper kerb sections (Types DL1 and DR1)

3.2.8.2 On longer side roads and residential roads dropped kerbs should, where possible, be provided every 100 metres to avoid the need for wheelchair users to make lengthy detours to cross the road having given due consideration to desire lines for pedestrians and intervisability.

3.2.8.3 Wherever possible the dropped kerb should be flush with the carriageway (maximum 6mm rounded bullnosed if really essential) and have a maximum gradient of 8 per cent (1 in 12) on the direct approach (see Figure 2.2.8); 9 per cent (1 in 11) on the flared sides. The minimum width of the flush area should be 1200mm though 1000mm is acceptable adjacent to car parking reserved for disabled users.

3.2.8.4 Where a dropped kerb is provided at a controlled road crossing it should be the same width as the crossing itself (minimum 2400mm). At the foot of the dropped kerb, the camber of the road should be no more than 5 per cent (1 in 20) for a wheelbase distance (approximately 600mm) away from the kerb line. This avoids the wheelchair front wheels or footrest being caught by an opposing upslope.

3.2.8.5 If the width of the footway is sufficient there should be a level area, 900mm minimum width, along the rear side to allow easy passage for wheelchair users who are not crossing the road. It is essential that the dropped kerb be indicated by the


47

appropriate tactile surface and, again with the interests of visually-impaired people in mind, the kerb should not be on the radius of a road junction at an uncontrolled junction. If the radius is large, it may be necessary for the dropped kerb to be within it, but it should be located so as to give as close as possible to a right-angled crossing of the side road.

3.2.8.6 If level access is provided by a raised road crossing, the raised area should be at least 2400mm in width and should be level with the footway.

3.2.8.7 An “H” marking should be applied to dropped crossings (at uncontrolled crossings) to indicate to motorists that there is a crossing present and not to park there (see Figure 3.2.17).

Figure 3.2.17: Part of the carriageway outside an entrance to off-street premises or a private drive, or where the kerb is dropped to provide a convenient crossing place for pedestrians,

which should be kept clear of waiting vehicles


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3.2.9 Tactile paving

3.2.9.1 When any new crossings are provided or modifications to existing junctions take place, tactile paving should be provided for visually-impaired pedestrians to highlight the presence of dropped kerbs (see Figure 3.2.18). A typical tactile paving setting out arrangement is shown in Figure 3.2.19. All surfaces should be non-slip and weather resistant.

Figure 3.2.18: Tactile paving at a controlled crossing point

Figure 3.2.19: A typical tactile paving setting out arrangement


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3.2.9.2 The standard patterns and layouts are listed in Guidance on the use of tactile paving surfaces. The guidance lists the seven forms of approved paving, and the situations in which they can be used. Below is a summary of the main types of tactile paving.

Blister surfaces

3.2.9.3 Blisters are used to indicate a pedestrian crossing facility. This type of surface consists of parallel rows of flat-topped blisters 5mm (±0.5mm) high, 25mm in diameter, pitch 64-67mm (see Figure 3.2.20). Red blister paving should be used at controlled crossings and buff tactile paving at uncontrolled crossings.

50 (minimum)

133

16mm radius

5+0.5

10

Approx. 25mm diametre200

7 domes


A

B

B

AB


B

2 x 3 domes

Module type B (49 domes)

Alternative module type C

Module type A (36 domes)

6 domes

Section of blister surface


Figure 3.2.20: Profile and plan of blister surface

3.2.9.4 Blister surface layout - controlled crossings:

• Where the dropped kerb at the controlled crossing is in the direct line of travel, the tactile surface should be laid to a depth of 1200mm (see Figure 3.2.21). At all other controlled crossings a depth of 800mm should be provided (see Figure 3.2.22 & Figure 3.2.23). The surface should be laid to the full width of the dropped kerb.


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• The back edge of the section of tactile surface which extends across the dropped kerb should be at right angles to the direction of the crossing. Where the back edge is not parallel to the kerb (ie the crossing itself is not at right angles to the kerb) the tactile surface should not be less than 800mm in depth at any point.

• A stem of the surface 1200mm wide should extend back from the tactile surface adjacent to the push button control box or the zebra pole and should be in line with the direction of travel across the road.

Tactile paving

Control unit

Tactile surface should belaid to a depth of 1200mm atin-line controlled crossing

Building

1200

Figure 3.2.21: Layout of blister surface at inset controlled crossing

Building Tactile surface should be laid toa depth of 800mm across kerbat inset controlled crossing

800

Tactile paving

Control unit

Figure 3.2.22: Layout of blister surface at in-line controlled crossing


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Dropped kerb

Guardrailing

Control unit

Tactile paving

Tactile surface should be laid toa depth of 800mm

800

Figure 3.2.23: Layout of blister surface at controlled crossing where the back edge of the tactile is not parallel to the kerb

3.2.9.5 Blister surface layout – uncontrolled crossings:

• For crossings at or close to road junctions, the blister surface should extend across the full width of the dropped kerb, with a depth of 400mm where the crossing is inset (i.e. not in the direct line of pedestrian travel, see Figure 3.2.24 & Figure 3.2.26) or 1200mm where it is in the direct line (see Figure 3.2.25). As with the surface at controlled crossings, the back edge should be at right angles to the direction of crossing.

• When the dropped kerb is inset (into the side road) it should not be located on the radius but set about 1000mm in from the end of the radius.

• Where there is an uncontrolled crossing away from a junction, the blister surface should be laid to a depth of 800mm (see Figure 3.2.27).


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Dropped kerbroad marking

Taperkerbs

Droppedkerbs

Taperkerbs

1000

400

Figure 3.2.24: Layout of blister surface at inset uncontrolled crossing point

Taperkerbs

Droppedkerbs

Taperkerbs

1200

Figure 3.2.25: Layout of blister surface at in-line uncontrolled crossing point


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400

400

Crossing places mustbe directly opposite

Diversi

on

Figure 3.2.26: Layout of blister surface at inset uncontrolled crossing at acute angled junction

Droppedkerb

Transitionkerb

Standardkerb

Guardrailing orkerb upstand

Flush section

Tactile surface should belaid to a depth of 800mm

800

Figure 3.2.27: Layout of blister surface at uncontrolled crossing away from junction


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3.2.10 Pedestrian refuges

3.2.10.1 Refuge islands are a relatively inexpensive method of improving crossing facilities for pedestrians.

3.2.10.2 The width of the centre refuge island should be at least 1500mm and preferably 2000mm.

3.2.10.3 If the island is at the centre of a staggered crossing there should be a minimum clear width (between guard rails) of 2000mm: sufficient to allow two wheelchair users to pass one another (see Figure 3.2.28 and Figure 3.2.29).

(Abs

olut

e m

imin

um 1

500m

m)

3.1 - 3.9m for roads with speed limits up to 30mph3.9m or more for roads with limits of 40mph or above

150mmor kerb width

Less

than

200

0mm

Figure 3.2.28: Layout of blister surface on standard refuge less than 2m wide

Gre

ater

than

200

0mm 80

0mm

800m

m

3.1 - 3.9m for roads with speed limits up to 30mph3.9m or more for roads with limits of 40mph or above

150mmor kerb width

Figure 3.2.29: Layout of blister surface on standard refuge more than 2m wide


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3.2.10.4 The width of the carriageway either side of the refuge alters depending on the speed limit of the road. For speed limits up to 30 mph the carriageway width should be between 3.1m and 3.9 m, and for roads with limits of 40 mph or above, the carriageway width should be 3.9 m or more wide.

3.2.10.5 The width of the crossing area should be maintained across the full carriageway, from the footway through the island, to the opposite footway. Dropped kerb width on the footway should match that of the available pedestrian area width on the island.

3.2.10.6 Dropped kerbs and full tactile paving should be provided in accordance with Department for Transport guidance at every site.

3.2.10.7 In a street lit area, the crossing refuge should be lit by two illuminated bollards with a Keep Left sign facing each stream of oncoming traffic. However, these signs do not have to be lit in a non-street lit area. Consideration should be given to the use of passive safety products such as flexible bollards.

3.2.11 Pedestrian restraint systems

3.2.11.1 Pedestrian restraint systems are designed to safeguard pedestrians and other users by keeping them away from hazardous areas and by guiding them to safe crossing places.

3.2.11.2 There are two types of Pedestrian Restraint Systems: pedestrian guardrails and pedestrian parapets.

3.2.11.3 Guidance on the factors that need to be considered in the design of pedestrian guardrails is contained in Annexes A and B of BS 7818: Specification for Pedestrian Restraint Systems in Metal, 1995. These include:

• Installation length of the pedestrian restraint systems,

• Installation set-back from kerb,

• Design class,

• Loading gaps and gates, and

• Intervisibility for both pedestrians and drivers.

3.2.11.4 The minimum height of a guard rail or pedestrian parapet must be in accordance with Table 3.2.1 and the relevant class of user (i.e. pedestrian, cyclist or equestrian), where the height is measured from the datum as shown in Figure 3.2.30.

Table 3.2.1: Minimum heights in millimetres of pedestrian restraint systems

Parapets Use Guard rail Not over railway Over railway

Pedestrian 1000 1150 1500 Cyclist 1000 1400 1500 Equestrian 1000 1800 1800 Note: Substantial increase or decrease in the height of the pedestrian guard rail may be necessary in some situations, for example:

• Guardrails and barriers at the side of or across footways should be at least 1100mm high; preferably 1200mm measured from ground level for disabled


56

users. • If a pedestrian restraint system blocks a direct path for pedestrians, and

necessitates a considerable detour. • If the height above ground level is greater on one side than the other. • If a pedestrian restraint system is on top of a wall or bottom of an

embankment.

Figure 3.2.30: Datum for height consideration

3.2.11.5 Guardrails should also be designed to prevent guide dogs from walking under the rails, but there should be sufficient openings between vertical members to ensure that children and wheelchair users can see, and be seen, through the railings. The top rail should have a smooth profile and, if intended to provide support, should be circular with a diameter of between 40 and 50mm. The typical details of pedestrian guardrails are shown in Figure 3.2.31.


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Figure 3.2.31: Typical details of restraint systems - pedestrian guardrails

3.2.12 Standard modifications for consideration to enhance DDA compliance of crossings

• Installation of blister paving;

• Installation of drop kerbs;

• Provide tactile cones to push button units;

• Enhancement of lighting;

• Relocate crossing;

• Upgrade of crossing type;

• Install guardrails;

• Install pedestrian refuge;

• Enhancement visibility of traffic signal poles;

• Enhance visibility of guardrail.

References: BS 8300: Design of Buildings and Their Approaches to Meet the Needs of Disabled People - Code of practice, 2009. Designing for Pedestrians - A Guide to Good Practice. Essex County Council. 2006. Guidance on the Use of Tactile Paving Surfaces. Department for Transport. , 2005.


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Inclusive Mobility – A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure.Department for Transport , 2003. Local Transport Note 2/95: The Design of Pedestrian Crossings. Department for Transport. Puffin Good Practice Guide, Department for Transport, 2006. TA12/81: Traffic Signals on High Speed Roads. (DMRB 8.1.1) Traffic Advisory Leaflet 1/02: The Installation of Puffin Pedestrian Crossings. The Department for Transport, Local Government and the Regions. Traffic Advisory Leaflet 10/93: "TOUCAN" - An unsegregated crossing for pedestrians and cyclists. Department for Transport. Traffic Signs Regulations and General Directions 2002. Zebra, Pelican and Puffin Pedestrian Crossings Regulations and General Directions 1997.


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3.3 Bus stops

Bus stops have been identified by external stakeholders as being essential in movement around the network often enabling persons with disability to use the links for public transport they require.

Figure 3.3.1: A sample of bus stop

3.3.1 General

3.3.1.1 Bus stops must be located to allow all passengers to board and alight safely and conveniently. Ideally, they should also be situated near places of particular need such as local shops, libraries, clubs, health facilities and sheltered housing. Consideration should also be given to the routes taken by passengers to and from the bus stop. Locating stops near pedestrian crossing facilities, and in particular at junctions, is convenient and helps passengers complete the rest of their journey safely. There is little point in making a bus stop accessible to wheelchairs (and pushchairs) without also considering the accessibility of routes to and from the bus stop. It may also be necessary to provide additional dropped kerb crossings and/or crossing facilities in the vicinity of the stop as part of any bus stop improvements. Accessibility should be considered in terms of the whole journey.

3.3.1.2 An ideal spacing for bus stops is approximately 400m, although a closer spacing in town centres and residential areas may be necessary to meet passenger requirements. Consideration should be given to improving spacing, and reviewing locations, particularly where interchange is an issue. Bus journey times are affected by the number of stops on a route and therefore a careful balance must be achieved. If it is proposed to relocate or remove a stop, an assessment of resulting benefits/impacts should be undertaken alongside consultation with stakeholders.


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3.3.2 Bus boarders

3.3.2.1 Bus boarders are generally built out from the existing kerb line and provide a convenient platform for boarding and alighting passengers. A raised bus boarding area assists passengers boarding/leaving the vehicle and may enable some wheelchair users to board directly without using a ramp.

3.3.2.2 The length of the boarder will depend on the type of bus using the stop and whether or not a shelter is provided. For a conventional single entry/exit bus where there is no shelter a length of 3000mm is recommended. For buses with two doors, the recommended minimum length of the boarder is 9000mm.

3.3.2.3 It is also suggested that a 100mm yellow line be provided on the footway, offset 450mm from the kerb (to the outer edge of the line) at bus stops, replicating that used on railway platforms. This will provide guidance to bus drivers and indicate to passengers that they should keep away from the kerb edge.

3.3.2.4 There are two conventional types of bus boarder: full width and half width. A full width boarder juts out into the carriageway far enough for the bus to avoid parked vehicles, approximately 1800mm (see Figure 3.3.2).

3.3.2.5 A half width boarder, which juts out by between 500mm and 1500mm, is a compromise design that can be used where a full width boarder would unduly delay other traffic or place the bus in or too close to the opposing traffic stream (see Figure 3.3.3). A further alternative is an angled boarder: wedge shaped from up to 2000mm into the carriageway and tapering back to the original kerb line over the length of the bus stop cage (see Figure 3.3.4). This design is similar to the shallow saw tooth layout used in some bus stations.

Figure 3.3.2: Full width bus boarder


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Figure 3.3.3: Half width bus boarder

Figure 3.3.4: Angled bus boarder


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3.3.3 Bus stop shelter

3.3.3.1 Shelters should be provided where there is space to do so. From the point of view of disabled passengers, particularly wheelchair users, the best location for a shelter is opposite the boarding point. If space constraints mean that this is not possible, an alternative is to place the shelter downstream, leaving 2000mm length of clear boarding / alighting area. In locations not exposed to severe weather, a cantilever bus shelter with one end panel offers good accessibility and some weather protection. Where the end panel is used for advertising, it should be at the downstream end of the shelter so that people can see the bus approaching. In more exposed locations enclosed shelters should be provided, if there is space to do so.

3.3.3.2 For reasons of personal security the bus shelter should be made mainly of transparent material and well lit at night, though use of other materials may be more appropriate in rural areas. Where glass or transparent walls are used they should have a tonally contrasting band at least 150mm wide at a height of 1400mm to 1600mm from the ground. A second, lower band may be put at 900mm to 1000mm above ground level.

3.3.3.3 There should be sufficient space either to the rear of the shelter, or in front of it if the shelter has to be placed at the back of the pavement, to allow easy pedestrian movement. Where shelters are provided in newly built areas, there should be a clear obstacle free footway with of at least 2000mm, preferable 3000mm. Where there are physical constraints, a clear footway width of 1500mm is acceptable, with an absolute minimum of 1000mm over a maximum distance of 6m (see Figure 3.3.5).


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Figure 3.3.5: Standard bus shelter design

3.3.3.4 A fully enclosed shelter should be 2000mm in depth and with a minimum of 1500mm clear footway space between the rear of the shelter and the rear of the footway to allow the wheelchair user space to turn into the shelter entrance.

3.3.3.5 To allow adequate manoeuvring space for a wheelchair user the unobstructed boarding area at the stop onto which the ramp is lowered should be 2000mm by 2000mm. Where an open-fronted passenger shelter is used, part of this boarding area may extend into the sheltered area. This layout, with the canopy of the shelter 1400mm in depth requires a total footway width of, ideally 4700mm, absolute minimum 3700mm.

3.3.3.6 If the shelter is placed down stream of the bus boarding area, with its closed side to the carriageway, the total footway width required can be reduced to 4000mm, absolute minimum 3000mm.


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3.3.4 Bus stop flags

3.3.4.1 Bus stop flags should be fixed as low as possible while remaining visible above road traffic, pedestrians and any other nearby obstacles.

3.3.4.2 The bottom of the flag should not be less than 2500mm above ground (see Figure 3.3.6). The minimum size for the flag is 300mm wide by 250mm high, but it is recommended that a larger size, 450mm wide by 400mm high should be used if possible. Bus route numbers on the flag should be at least 50mm high.

3.3.4.3 Bus stop signs should be positioned so as to be visible to passengers inside the vehicle so that they can verify where they are. A raised capital letter B about 20mm high at a height of 1000mm from the ground fitted to the bus stop pole or other structure at the bus stop will assist blind people. The clearance between a bus stop pole and the kerb edge should be 600mm (500mm minimum) (see Figure 3.3.6).

3.3.4.4 Coloured bands should be applied to the bus stop pole to enhance visibility. The dimensions for colour contrasted bands on poles and similar obstructions are a minimum depth of 150mm placed with the lower edge of the band between 1400mm and 1600mm above ground level. A single band, minimum 150mm, is considered satisfactory by the Royal National Institute for the Blind (RNIB).

3.3.4.5 As with bus shelters, bus stops should be well lit with sufficient illumination to enable reading. A good level of lighting will also improve personal security.

Figure 3.3.6: Bus stop flag


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3.3.5 Road Markings

3.3.5.1 The bus stop marking on the carriageway, often referred to as the bus 'cage', is used to define the limits of the bus stop as shown in Figure 3.3.7. It is a key requirement that a bus stop cage marking is provided and the area defined by the cage is unobstructed to allow easy entry and exit for the bus and thus, improved ride quality for passengers.

3.3.5.2 Highlighting the bus stop cage to indicate to other road users that it is an area for use by buses is recommended. This can be achieved by providing a red coloured surface treatment within the cage, either through a coloured surface dressing or a coloured bituminous surface course (Figure 3.3.7). This has proved effective in deterring illegal parking and reducing enforcement problems.

3.3.5.3 Specific details of bus lay-bys are contained in the Lay-by section of this guide.

Figure 3.3.7: Bus stop cage with a red coloured surface treatment

Source: Bus Stop Design Guide, 2005

3.3.6 Footway and footpath surfaces to bus stops

3.3.6.1 An access route should have a firm, slip-resistant and reasonably smooth surface. Cobbles, bare earth, sand and loose gravel should not be used. The detailed footway/footpath design specification is contained in a separate section.

3.3.6.2 Tactile paving should be used on access routes to a bus stop to provide warning and guidance to blind and partially sighted people. However, tactile warning surfaces should not be used on raised bus boarders.


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3.3.7 Options for consideration to enhance compliance of bus stops with DDA regulations

• Install raised boarding area

• Install half/width boarder

• Install full width boarder

• Add painted yellow line to kerb edge

• Modifications to road cage

• Install seating

• Improve existing seating

• Install cantilever shelter

• Install enclosed shelter

• Enhance visibility of existing shelter with tonal contrast band

• Enhance visibility through shelter

• Relocate existing shelter

• Contrast tonal banding to stop flag post

• Improvement to lettering size on stop flag

• Improve lighting

• Repair footway surfacing

• Increase width of footway to rear of stop

• Relocate position of stop

• Relocate adjacent crossings closer to bus stop

References:

Accessible Bus Stop Design Guidance, Bus Priority Team Technical Advice Note BP1/06, Transport for London, 2006. BS 8300: Design of Buildings and Their Approaches to Meet the Needs of Disabled People - Code of practice. 2009. Bus Stop Design Guide, Roads Service and Translink, Belfast, 2005. Guidance on the Use of Tactile Paving Surfaces, Department for Transport, 2005. Inclusive Mobility – A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure, Department for Transport, 2003.


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3.4 Lay-bys

Lay-bys are important for drivers needing to stop for a short time (Figure 3.4.1). They are typically used on rural roads with speed limits greater than 40mph. Service or rest areas may be more appropriate than lay-bys for longer stops.

Figure 3.4.1: A sample of lay-by

In addition to acting as short-term stopping places, lay-bys may be provided for more specialised functions such as emergency lay-bys for broken down vehicles, bus lay-bys and hardstandings where vehicles may pull off the road.

This guide covers the following types of lay-bys:

• Parking lay-bys for use by the general public,

• Bus lay-bys for the exclusive use of buses,

• Emergency lay-bys for use by the general public in an emergency, for example a break down.

3.4.1 Siting of lay-bys

3.4.1.1 Several factors need to be taken into account when considering where to site a lay-by. Siting affects the safety and operation of the lay-by as well as the land-take requirements and consequently it should be considered at an early stage in the design process in order to reach a balanced solution.

3.4.1.2 Drivers approaching a lay-by along the major road must be able to see vehicles entering or exiting the lay-by for a described distance dependent upon the road speed. This visibility allows drivers on the major road to be aware of traffic entering or exiting the lay-by in time for them to be able to slow down and stop safely if necessary. It applies in both directions on a single carriageway road.


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3.4.1.3 On single carriageway roads, where there is a need for lay-bys on both sides of the road in close proximity, lay-bys should be at least 150m apart (measured between the two merge end points, as shown in Figure 3.4.2). They should be staggered in a left-right configuration (nearside lay-by first) in order to reduce the likelihood of vehicles making a right turn into a lay-by from the opposite direction or using the lay-by to make a U-turn.

Figure 3.4.2: Left-Right Stagger Configuration for a Pair of Lay-bys on a Single Carriageway

3.4.2 Parking lay-bys

3.4.2.1 Classifications.

• Parking lay-bys fall into 2 types of classifications: Type A which incorporates a segregation island between the lay-by and the carriageway, and Type B which does not. The choice of lay-by type is decided by below:

• Dual Carriageway

Speed limit > 40mph Speed limit ≤ 40mph

Type A with Merge Taper Type A

• Single Carriageway

Speed limit ≤ 40mph Speed limit > 40mph Two-way AADT > 8,000 Two-way AADT ≤ 8,000

Type A Type A Type A or B

Note:

• AADT - Annual Average Daily Recommended Spacing Traffic.

• A Type A with Merge Taper lay-by must not be used on single carriageway roads.

• Type B layouts must not be used on dual carriageway roads, or single carriageway roads with a speed limit greater than 40mph.

3.4.2.2 Design

• Design arrangement for the 3 main types of parking lay-bys are shown at Figure 3.4.3 – Figure 3.4.5.


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• Specific design points to note include:

Segregation Island

o 1.8m wide;

o Kerbed and raised surface of contrasts colour; and

o Collapsible black and white marker parts with red reflection.

Rear Footway

o Minimum 2m wide;

o Kerb and drop kerb.

Drop Kerbs

o Following a review of current design information available there is no formal advice as to the positioning of a drop kerb within a parking only layby. Netserve recommendation is therefore that drop kerbs be provided to allow access to litter bins to a similar design as the guidance for drop kerb access to Emergency telephones as detailed under section 3.4.4.


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Kerbing torear of lay-by

3.5m min

3.5m

3.5m

3.5m

1.8m

2.0m min

1.0m

Footway

40m or 70m

40m

15m

10m

45-100m

10m

30m

Divergingtaper lengthdepending ondesign speed

Dependenton usage

MarkerPost

Kerbedsegregationisland

Figure 3.4.3: Geometric Layout of Type A Lay-by


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3.5m min 3.5m

Footway

40m or 70m

40m

15m

10m

45-100m

Divergingtaper lengthdepending ondesign speed

Dependenton usage

10m

110 or 130mMerginglengthdepending ondesign speed

MarkerPost

Kerbedsegregationisland

3.5m

3.5m

Kerbingto rearof lay-by

Kerbingto rearof lay-by

1.8m

40m

1.0m

Figure 3.4.4: Geometric Layout of Type A with Merge Taper Lay-by


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Kerbingto rear of

lay-by

2.0m min

Footway

45m

30-100m

25m

Dependenton usage

3.5m min

Figure 3.4.5: Geometric Layout of Type B Lay-by

(To be used only on single carriageway roads with speed limits not exceeding 40 mph)


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3.4.3 Bus lay-bys

3.4.3.1 A bus lay-by has a similar layout to the Type B lay-by (see Figure 3.4.6). The length of the full width stopping area should exceed the length of any bus expected to use the lay-by.

3.4.3.2 The layout should be designed to accommodate the needs of people with a disability. A raised boarding area, extending to the back of the footway and between 3m and 9m long, depending on the type of bus expected to use it and the expected peak numbers of passengers, should be provided. The kerb height of the boarding area will typically be about 160mm and should be agreed with the Local Highway Authority and the relevant bus operating authority. Local disability groups should also be consulted.

FOOTWAY

Bus

She

lter

2.0m min

3.5m min

Figure 3.4.6: Geometric Layout of Bus Lay-by

Bus

She

lter


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Edge of carriageway

Figure 3.4.7: Stopping place for buses in a lay-by where other vehicles are prohibited from stopping at all times

3.4.3.3 Bus lay-bys must include signs and markings to indicate that their use is for buses only. Road markings to Figure 3.4.7 must be provided.

3.4.3.4 The footway should be at least 2m wide, including the area around the shelter, if provided.

3.4.3.5 Specific design details for bus boarders, shelters and seating etc, are included under Section 3.3.

3.4.4 Emergency lay-bys

3.4.4.1 Emergency lay-bys may only be used where stopping for non-emergency purposes is undesirable for safety or operational reasons or where it is not reasonably practicable to construct a Type A lay-by. It is designed to the same geometric standards as the Type B lay-by but has additional signs and markings (see Figure 3.4.8).

3.4.4.2 Emergency lay-bys should incorporate an emergency telephone marked with emergency telephone box sign.

3.4.4.3 A dropped kerb to standard details is to be incorporated in an emergency layby to allow disabled access to the telephone.


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Figure 3.4.8: Geometric Layout of Emergency Lay-by

3.4.5 Standard modifications for consideration to enhance DDA compliance of lay-bys

• Widening of footpaths to rear either locally or for the full length of lay-by;

• Provision of drop kerbing adjacent to litter bins/emergency telephones;

• Relocation of litter bins;

• Improvement of crossings to bus lay-bys

References:

TD 69/07: The Location and Layout of Lay-bys and Rest Areas (DMRB 6.3.3). Traffic Signs Regulations and General Directions 2002, Department for Transport. Inclusive Mobility – A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure, Department for Transport, 2003.


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3.5 Emergency Telephones

Emergency telephones (ERT) are telephones provided by the Highways Agency in the verge of motorways and all-purpose roads for use in the event of an incident or vehicle breakdown. Emergency telephones are linked, via the National Motorway Communications System (NMCS), to police Control Offices.

There are two types of NMCS currently used on the Network in England - first generation (NMCS1) and second generation (NMCS2). Current Highways Agency policy is to implement NMCS2 nationally and therefore to phase out NMCS1 systems.

Figure 3.5.1: A sample of emergency telephone

3.5.1 General

3.5.1.1 The ERT Type 354 has been designed as a replacement for the ERT Type 352 variant currently in operation on the motorway and all-purpose trunk road network. Detailed guidance on the use of ERT Type 354 is contained in MCH 1983: Emergency Roadside Telephone Type 354 Implementation Guide (2005).

3.5.1.2 ERT must be positioned such that they can be safely installed, maintained and used.


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3.5.2 Siting of telephones on conventional roads and motorways

3.5.2.1 On dual carriageways, telephones must be provided in pairs, with a telephone on each carriageway opposite to each other. This minimises the risk of a stranded motorist seeing only the emergency telephone on the other carriageway and attempting to cross the carriageways.

3.5.2.2 To discourage motorists who have broken down near the start or finish of a motorway from leaving it to obtain assistance, ERT must be provided at both the Exit Approach and Entry of the junction.

3.5.2.3 On Managed Motorways with hardshoulder running, ERT must be provided at each Emergency Area (ERA) and must be placed only in the ERA, at the upstream (entry) end of the ERA.

3.5.2.4 It should be recognised that ERAs will not always be opposite each other and as such telephone will not always be opposite each other. The risk of a stranded motorist not having access to an ERT on the same side of the verge and crossing the carriageway to the opposite side should be mitigated by the increased frequency of ERTs. The use of information signs and the correct orientation of arrows on the marker posts will further assist.

3.5.2.5 Where hard shoulders have discontinuities, telephones should be provided on every continuous stretch of hard shoulder unless otherwise agreed with the Highways Agency.

3.5.2.6 If there is no hard shoulder, lay-bys should be provided at telephone sites (see Lay-bys section for details).

3.5.2.7 Where emergency lay-bys are provided (see Figure 3.5.2), an ERT maybe appropriate in certain locations and advice must be obtained from the Overseeing Organisation.


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25m

30m

45m

3.5m min

2.0m

min

30mRadius

12mRadius

30mRadius

Emergency phonewith signs anddropped kerbingadjacent

30mRadius

1.0m

Figure 3.5.2: Geometric Layout of Emergency Lay-by (see Lay-bys section for details)


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3.5.2.8 To achieve maximum visibility, care should be taken to avoid siting telephones near structures, for example: bridge piers, particularly where these are close to the hard shoulder on left hand bends.

3.5.3 ERT Type 354

General

3.5.3.1 The ERT Type 354 is a versatile, high visibility emergency telephone that provides dedicated communication to a central operator (see Figure 2.5.4). It has advanced features, which are of benefit to the installer, the roadside user, the operator in the Control Office and to the ERT maintainer. It provides improved access facilities with access for the disabled, including wheelchair users.

Figure 3.5.3: ERT Type 354 Column Variant

3.5.3.2 Installation features of ERT Type 354 include.

a) A modular design permitting a choice of physical variants for installation at different types of site;

b) A purpose-designed plinth for ease of installation with reduced risk of disruption to existing services, and non-slip hardstanding area shaped to promote water run-off;

c) A cable pit moulding, installed underneath the plinth, for retaining spare cable.


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3.5.3.3 The ERT 354 has a modular construction, which can easily be configured to meet different installation requirements. It is available in five main physical variants depending on the characteristics of the installation site. These variants are:

a) Column ERT – the standard unit used for the vast majority of roadside installations;

b) Post-mounted ERT – used at very restricted sites where it is not possible to install a new base. The ERT is, instead, mounted on the existing Post Type 71 belonging to the ERT being replaced;

c) Recess-mounted ERT – for example on the walls of underpasses where there is a recess available;

d) Wall-mounted ERT – as above but where there is no recess;

e) Tunnel ERT.

3.5.3.4 The Column Variant shown in Figure 3.5.3 comprises:

a) The Column Module.

b) The Instrument Module (including the telephone instrument unit).

c) The Header Module.

In addition to the above there are a number of variations of these modules to cater for specific installations.

3.5.4 Kerb re-profiling

3.5.4.1 Kerb reprofiling is required at kerbed sites, to allow access for wheelchair users to the ERT (see Figure 3.5.4). Dropper kerbs and a ramp should be used for the transition from the full height kerb down to bull-nosed kerbs or centre stones crossing the bottom of the ramp to the ERT.


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100

0 m

in.

Bullnosed kerbType BN 125x150mm

Half Batteredkerb Type HB2125x225mm

Dropper kerbType DL1

Dropper kerbType DR1

Half Battered

Tactile paving to be installed where kerb upstandis below 25mm.

Various

Plan

RampFootwayKerb

Carriageway

Variable width - mayfollowing consultation withdisable people, be extendedto rear of footway but mustnot be less than a gradientof 8% (1 in 12)

Kerb

FootwayPreferred carriageway

surface level

Minimum carriagewaysurcface level

Not greaterthan 6mm

Section A - A

Figure 3.5.4: Plan and section of dropped kerbs


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3.5.5 Installation to areas without a safety fence

HEADER MODULE

INSTRUMENT MODULE (REAR)

COLUMN MODULE

CUTTING(GROUND LEVEL)NOMINALGROUND LEVEL

EMBANKMENT

(GROUND LEVEL)

ROADCONSTRUCTION

Figure 3.5.5: ERT Type 354 – Installation Type A (Verge, no safety fence, no kerb)

Figure 3.5.6: ERT Type 354 – Installation Type B (Verge, no safety fence, kerb)


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3.5.6 Installation to areas with a safety fence

3.5.6.1 According to TD 19/06: Requirement for Road Restraint Systems, a staggered overlapped gap for non-motorised users (NMUs) must be provided where possible in any verge safety barrier at emergency telephones as shown in Figure 3.5.7. Any such gap must have a full height overlap, of at least 9.5 m between the two adjacent safety barriers, such that an errant vehicle cannot impact the leading terminal of the downstream safety barrier.

Figure 3.5.7: Accommodating Emergency Telephone at Verge Safety Barrier

3.5.6.2 It should be noted that this is contradictory to the guidance in the 354 Implementation Guide which details examples of ERTs behind safety fences. Netserve have confirmed that the TD 19/06 supercedes these details except in very exceptional circumstances where the installation of such an overlap gap may not be feasible, types C or D installations may be considered as Figures 3.5.8 and 3.5.9 below.


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Figure 3.5.8: ERT Type 354 – Installation Type C (Verge, safety fence, no kerb)

Figure 3.5.9: ERT Type 354 – Installation Type D (Verge, safety fence, kerb)


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3.5.6.3 Another possible alternative to the staggered overlap gap where the site is close to the downstream end of the safety fence is the Type J as Fig 3.5.10. This enables the ERT to be positioned behind the safety fence with a paved access route from the hard shoulder. The Type J, however, has limited applications as it depends on very specific site conditions. Note that Type Js cannot be installed behind the start of a safety fence (i.e. the upstream end), as this site would not offer a sufficient degree of protection.

3.5.6.4 Installers should be wary when considering Type J installations at embankment sites. Encouraging users behind the safety fence, where the ERT is installed on an embankment, may expose them to danger of falling. The Type J installation should only go ahead if such hazards can be mitigated by the use of appropriate safeguards.

3.5.6.5 The existing ERT may be behind a safety fence but, but only a few meters from the end of the fence. It may be then acceptable to provide a paved path to it from the end of the safety fence, rather than move the ERT. The comparative costs of each option, and any health and safety implications, should be taken into account in deciding upon the best solution.

Figure 3.5.10: ERT Type 354 – Installation Type J (End of Safety Fence)


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3.5.7 Standard modification for consideration to enhance DDA compliance of Emergency Telephones

• Modification of safety barriers to enhance accessibility

• Relocation of ERT

• Provision of drop kerbing

References: BS 8300: Design of Buildings and Their Approaches to Meet the Needs of Disabled People - Code of practice, 2009. Inclusive Mobility – A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure, Department for Transport, 2003. MCH 1983: Emergency Roadside Telephone Type 354 Implementation Guide (Issue A), Highways Agency, August 2005. TA 72/97 National Motorway Communications Systems (NMCS) (DMRB 9.4.1). TA 73/97 Motorway Emergency Telephones (DMRB 9.4.2). TD 19/06: Requirement for Road Restraint Systems (DMRB 2.2.8). Installation Drawing: Telephone 354, Drawing No MCX 0983, Highways Agency, 2005.


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3.6 Subways and Underpasses

Whilst it is always preferable to have at grade crossings wherever it is safe and feasible, there are places where a subway or underpass has to be provided.

The design of subways or underpasses is largely governed by the good practice standards on stairs, ramps, handrails and lighting.

Figure 3.6.1: A sample of subway


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3.6.1 General

3.6.1.1 Subways may be designed for use by pedestrians only or by both pedestrians and cyclists. Subways for joint usage should normally be segregated, and preferably by level difference. However, an unsegregated shared surface for both pedestrians and cyclists may be suitable in certain situations.

3.6.1.2 The line of the subway and its accesses should preferably be close to the main line of travel for the majority of subway users in order to maximise the use of the facility. The subway should be kept as short as possible. Where the number of pedestrians is very large an option might be to raise the level of the road to reduce the height and length of pedestrian access stairs and ramps.

3.6.1.3 The approach and alignment through a subway/underpass should be open to give as much visibility and natural light as possible, thereby enhancing the feeling of safety to the user.

3.6.1.4 Where space is available, visibility should be improved in ways such as realigning approaches to give a straight through route, or to remove zig-zag ramps. Wherever possible, mirrors should be used so that people using the subway can view ahead and around corners.

3.6.1.5 CCTV cameras placed in subways/underpasses will enhance security and should be located so as to provide full coverage. Notices to the effect that CCTV is in operation should deter vandals and provide a measure of comfort to pedestrians.

3.6.2 Access

3.6.2.1 Underpasses are most acceptable for disabled people if the road is elevated so that users do not climb or descend to use the underpasses.

3.6.2.2 Where this is not feasible, access to the subway or underpass may be via ramps or stairs which may be straight or helical. Consideration should be given to providing both ramps and stairs to suit able-bodied, cyclists, people with prams and pushchairs, those with heavy shopping or luggage, visually impaired people and disabled people including wheelchair users.

3.6.3 Ramps

3.6.3.1 Standard details for ramps into subways or underpasses should be as shown in Figure 3.6.2.


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Figure 3.6.2: General design of a ramp

In addition, the following points should be noted:

1. All landings should be approximately horizontal, and adequately drained.

2. Gradients of 1:20 or shallower are preferred for access ramps where significant numbers of disabled persons or heavily laden shoppers are expected to use the subway. In other situations gradients shallower than 1:12 are preferred, but gradients up to 1:10 are permitted for short lengths in exceptionally difficult sites. Stepped ramps may also be considered at exceptionally difficult sites although wheelchair users find stepped ramps difficult to negotiate.

3.6.4 Stairs

3.6.4.1 The standard layout for stairs access to and from subways or underpasses should be as shown in Figure 3.6.3.


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Figure 3.6.3: General design of a stair


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3.6.5 Surface finishes

3.6.5.1 The walls are the most conspicuous and vulnerable areas and their finishes will affect the whole character of the subway. Some finishes are difficult to keep clean and have poor quality of light reflection. Important considerations in the selection and specification of finishes are their resistance to vandalism and the ease with which any graffiti can be removed.

3.6.5.2 For these reasons, porous open surfaced materials such as facing bricks and exposed aggregate finishes are best avoided. Mosaics and other hard impervious surfaced materials have performed well in the past. They are reasonably graffiti-proof and easy to clean.

3.6.5.3 In situ structural concrete and precast concrete are more prone to graffiti; but this can be discouraged by the application of suitable plastic paints to make walls impervious and easier to clean.

3.6.5.4 Finishes may be subjected to all weather conditions and to salting and gritting in winter. They should have an adequate and durable slip resistance both when wet and when dry. The same advice should be followed for footpaths, cycle tracks, access stairs and access ramps.

3.6.6 Lighting

3.6.6.1 Subways, stairways and ramps should be lit to the appropriate levels given in Table 3.6.1.

Table 3.6.1: Lighting levels for subways

Day Night Type Lighting Level

(Lux) Min. Light

Level (Lux) Lighting Level

(Lux) Min. Light

Level (Lux)

Open Subways - - 50 25

Enclosed Subways 350 150 100 50

Open stairways/ramps - - 30 15

Enclosed stairways/ramps 350 150 100 50

Notes: “Open” equates to major daylight penetration. For “enclosed” areas, emergency lighting should be considered.


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3.6.6.2 In subways, vertical surfaces should be well illuminated.

3.6.6.3 Subways are particularly susceptible to vandalism and luminaires should be fit for purpose in terms of strength and rigidity of glazing and body.

3.6.6.4 The design of the lighting and type of luminaires and cable conduits should be such as to minimise the scope for damage from vandalism.

3.6.6.5 In long or complex subways, the lighting should be operational over a 24hour period.

3.6.6.6 During day time, the brighter surroundings of a subway entrance area, relative to a low level of subway interior lighting, can create a “black hole” effect if the subway is very long and poor daylight penetration. To overcome this undesirable situation, the entry area of such subways should be provided with extra threshold lighting so that the threshold zone has illuminance values of twice the general daytime illuminance level in the subway.

3.6.6.7 At night, a reversal of this effect can be experience when emerging from the subway into lower levels of exterior lighting. At night, the threshold zone values should be reduced, with exterior approaches to the subway provided with good levels of light.

3.6.7 Standard modification for consideration to enhance DDA compliance of subways and underpasses

• Enhancement of lighting

• Introduction of corduroy tactile paving to steps

• Improvement of surfacing

• Modifications of gradients

• Inclusion of landings

References:

BS 5489-1: Code of Practice for the Design of Road Lighting — Part 1: Lighting of Roads and Public Amenity Areas, 2008. BS 8300: Design of Buildings and Their Approaches to Meet the Needs of Disabled People - Code of practice, 2009. Designing for Pedestrians - A Guide to Good Practice, Essex County Council, 2006. TD 36/93 Subways for Pedestrians and Pedal Cyclists -Layout and Dimensions (DMRB 6.3.1). Inclusive Mobility – A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure, Department for Transport, 2003.


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3.7 Footbridges

A footbridge is an alternative type of grade separated crossing.

When designing a footbridge, criteria to be considered in relation to use by visually or mobility-impaired persons are incorporated into the following sections. These criteria are of benefit to many types of users with impaired mobility e.g. older people, people with prams, those with walking difficulties, heavily-laden shoppers etc.

Figure 3.7.1: A sample of footbridge

3.7.1 General

3.7.1.1 One of the purposes of footbridges is to facilitate and encourage walking and cycling whilst ensuring safety for all road users. The type of crossing provided should therefore be such as to encourage people to use it, taking account of likely pedestrian flows and movements, and to encourage people to regard walking or cycling as an acceptable mode of transport.

3.7.1.2 The designer should balance the full range of considerations such as modes of users, safety, aesthetics, environmental impact, cost, robustness, sustainability, buildability, operation and maintenance. Where there are options for alignment, layout and structural form, the selection process should include due consideration of these factors and any other relevant design constraint.

3.7.1.3 The clear width of the bridge, ramps and stairs, which should be not less than 2m, should be derived on the following basis to meet the peak pedestrian flows:

• On the level or up to 1 in 20 gradient: 300mm of width per 20 persons per minute.

• On steps or ramps steeper than 1 in 20 gradient: 300mm of width per 14 persons per minute.


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• For shared use with cyclists and equestrians the additional requirements contained in BD 29/04: Design criteria for footbridges should be complied with.

3.7.2 Access

3.7.2.1 Access to the deck of a footbridge should be provided by both ramps and stairs wherever practicable, unless ramps alone would provide the most direct route to the deck, in which case the stairs may be omitted. Access by stairs alone should only be considered in exceptional circumstances in consultation with the Overseeing Organisation and local access and disability groups. Access should be as short and direct as practicable and follow the desire line of the main pedestrian flow wherever possible, avoiding long detours and unnecessary climbing.

3.7.2.2 Ramp geometry should be as simple as is practical, ideally following directly the desire line. Straight ramps with 180-degree turns or multiple levels should be avoided where possible. Spiral ramps can be very effective, with larger radii generally being more visually pleasing. However, the absence of landings in spiral ramps may lead to them being more difficult or even impossible to negotiate for mobility-impaired users, particularly wheelchair users. This should be taken into account in any decision on ramp layout.

3.7.2.3 Where the bridge structure incorporates an inclined deck, the slope requirements regarding plain ramps should apply. However, the requirements regarding spacing of landings on ramps may not be practical across a deck structure and for this reason the deck slope should normally be no steeper than 1 in 20.

3.7.2.4 Where a deck is steeper than 1 in 20 the requirements regarding landings may be waived across the deck in agreement with the Overseeing Organisation, having given due regard to the likely mobility levels of the bridge users in consultation with the local access and disability groups.

3.7.3 Steps and stairs

3.7.3.1 The preferred layout for stairs where required should be as shown in Figure 3.7.2.


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400

800

1200

800mm when theapproach is straight onand 400mm when aconscious turn is neededto reach the step

Corduroy hazard warningsurface at top of the stairsto extend at least 400mm ateach side of stairs and tostop 400mm from nosing

The rise and going of each step withina flight, and preferably between aseries of flights, should be uniform.

Corduroy hazardwarning surface atbottom of stairs

300-400

150-180

1000

Flight should not containmore than 20 risers and, asfar as possible, the numbersof risers in successiveflights should be uniform.

Riser should not be open andits profile should ensure thatpeople who drag their feet donot trip when ascending.

Where the width between handrails exceeds2m, the stair should be divided into two ormore channels with a distance betweenhandrails between 1m and 2m, to ensurethat all users have access to a handrail.

Figure 3.7.2: Recommended layout of stairs and steps

The following points should also be noted:

1. Preferably, a step should not overlap the one below. If there is an overlap, the nosing should not project over the tread below by more than 25mm.

2. Single steps should be avoided as they present a significant trip hazard. Thus, where there is a change in level of two steps or more, it should be treated as a stair and should include handrails each side and all other features of a stair.

3. To give advance warning of steps, tactile paving with a corduroy hazard warning surface should be provided at the top and bottom of each flight. Where the approach to the stair is wider than the flight, the tactile surface should extend beyond the line of each edge of the flight.

4. A stair should always be provided in addition to a ramp, unless the change in level is less than 300mm, where it would otherwise be necessary to have a single step.

5. The surface width of a stair between upstands, should be more than 1200mm and the width between handrails should be more than 1000mm.

6. Each flight and landing of a stepped access route should be well illuminated, providing a clear distinction between each step and riser. The illuminance at tread level should be at least 100 lux.


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7. Lighting that will cause glare (such as poorly located lights, spotlights, floodlights or low level light sources) should be avoid.

3.7.4 Ramps

3.7.4.1 Where the change in level is such that a portion of the access route needs to have a gradient between 1 in 20 and 1 in 12, the access should be ramped. Where the change in level is less than 300mm, a ramp is the only viable means of access, as it avoids the need for single step.

3.7.4.2 The preferred gradient is 5 per cent (1 in 20) with 8 per cent (1 in 12) as the absolute maximum acceptable.

3.7.4.3 There is a relationship between the length of a ramp and the gradient that people can manage; the longer the ramp the less severe the gradient that is feasible. One possible approach to this is, where a lengthy ramp is necessary, to design more frequent landings and lesser slopes for each successive segment.

3.7.4.4 The preferred layout for a ramp should be as shown in Figure 2.7.3.

Continuous upstand ofat least 100mm high,or an equivalentbarrier, should beprovided at any openedge of a ramp.

Upstand should contrast visuallywith the surface of the ramp.

Cross-fall gradient shouldbe less than 1 in 50.

1500

Surface with of a ramp betweenhandrails, upstands or kerbs, shouldnot be less than 1500mm.Where width is greater than 2.5m,ramp should be divided into two ormore channels, with distance betweenhandrails between 1m and 2m.At least one channel should have asurface width not less than 1500mm.

Gradient of a ramp shouldbe between 1:20 and 1:12.

No individual flight of aramp should have a goingof more than 10m or a riseof more than 500mm.

Figure 3.7.3: Recommended layout of a ramp


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1. A slightly steeper gradient of 1 in 10 is acceptable over very short distances, for example a ramp covering a distance of 600mm. Gradients steeper than 1 in 10 are not only physically difficult to manage but may cause the wheelchair to overbalance.

2. An upstand is required to prevent a wheelchair user failing over the edge of the ramp and provide for cane detection.

3. Care should be exercised in the location and orientation of a ramp to avoid, where possible, glare and cross-shadows which can prevent blind and partially sighted people distinguishing changes in gradient.

4. Artificial lighting to a ramp should be evenly distributed, with an illuminance at ramp and landing level of at least 100 lux.

3.7.5 Handrails

3.7.5.1 Handrails should be provided on each side of a ramp or stair flight, throughout its length (including the intermediate landings where it does not obstruct the use of adjoining access routes).

3.7.5.2 The preferred layout of handrails should be as shown in Figure 3.7.4.

The finishing of the handrails shouldprovide visual contrast with thesurroundings against which it is seen.

Handrail should be terminated horizontally at least300mm beyond the start and finish of the ramp orlast nosing of a stair, at both top and bottom.

In locations subject to extremely cold or hottemperatures, handrails should not becomeexcessively cold or hot to touch, whichbeing of a material that, is sufficientlyrobust to resist vandalism or misuse.

Handrails should be provided oneach side of a ramp or stair flightcontinuously graspable along itsentire length without obstruction(including intermediate landingswhere it does not obstruct the useof adjoining access routes).

Top surface of thehandrail should bebetween 900mm and1000mm from the surfaceof a ramp or pitch line ofa stair, and between900mm and 1100mmfrom the landing.

300

Care should be taken to ensure that thestrength of fixings, attachments or anchoragesthat secure the handrail to the substrate areadequate for the required loading.

Handrails should be easy andcomfortable to grip with no sharpedges, but able to provide adequateresistance to hand slippage.

50

The inside edge of the and rail (edgenearest to the walking line) should be nomore than 50mm outside the surface widthof the stair.

An external perimeter ofbetween 100mm and140mm is the optimumsize to provide a powergrip around a handrail.Suitable profiles includecircular or oval. A flatterprofile gives betterforearm support.

Oval profile handrail should be 50mmwide and 38mm deep, with roundededges with a radius of at least 15mm.Any circular handrail should have adiameter of between 32mm and 45mm.

Figure 3.7.4: Recommended layout of handrail



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1. Balustrades should conform to the requirements of BS 6180: Barriers in and about Buildings and should be strong enough to withstand inadvertent impact from an electrically powered wheelchair or scooter where that means of access is possible.

2. There should be a clearance of between 60mm and 75mm between a handrail and any adjacent wall surface, and any handrail support should meet the handrail, centrally, on its underside. Where a 40mm diameter circular handrail is used, a 60mm spacing from a wall allows the handrail to project no more than 100mm into the width of the stair.

3. The clearance between the bottom of the rail and any cranked support, or continuous balustrade, should be at least 50mm to minimise the risk of the handrail supports interrupting the smooth running of a person’s hand along the rail.

4. Handrails should be continuously graspable along its entire length without obstruction. Well spaced handrail supports are not considered an obstruction.

3.7.6 Landings

3.7.6.1 The preferred layout of landings should be as shown in Figure 3.7.5.

Any intermediate landingsalong a series of ramps in astraight line should be at least1500mm long (preferred1800mm), clear of anyobstruction.

Cross-fall gradientshould be lessthan 1 in 50.

If an intermediate landingis a quarter-turn orhalf-turn landing, thewidth of the ramp shouldbe maintained throughoutthe turn or turns.

A level landing should beprovided at the top andbottom of each flight ofsteps and at the foot andhead of each ramp, clearof any obstruction.

Width and length, clearof any obstruction,should be at least thesurface width of the flight.

Figure 3.7.5: Recommended layout of landings


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3.7.6.2 It is preferred to increase the surface width of the intermediate landing to 1800mm so that it can serve as a passing place.

3.7.6.3 Unless it is under cover, a landing should have a slight cross-fall gradient, not exceeding 1:50, to help drain surface water.

3.7.7 Parapets

3.7.7.1 All bridge spans, ramps and stairs should be provided with parapets. The preferred layout of parapets should be as shown in Figure 3.7.6.

Shards created during theshattering of the outer piles shouldbe large enough to be retained bythe laminating materials.

For plain or spiral ramps, theheight of the upstand should bebetween 25mm and 50mm.

In areas, of high prevailing winds or theheadroom under the bridge is greaterthan 10m, height of parapet should beat least 1.3m with the agreement of theOverseeing Organisation Alternatively.

Height of the parapet should bemeasured vertically above thewalkway surface.

If glass is used, it should belaminated. If damaged in service, itshould be retain sufficient postfracture strength to remain in placewithin its fixings on the structure.

No upstand is requiredunder the parapet on stairs.

Where Structural members of a footbridge serve as a parapet,the height of the parapet, infilling of open areas, the upstand atthe edge of the walkway surface and the climb-ability of anypart should be in accordance with related requirements.

Parapets should conform to the current requirements of theOverseeing Organisation given in the Interim Requirements forRoad Restraint Systems (IRRRS) or, when implemented, byEN1317 Part 6: Road Restraint Systems.

Figure 3.7.6: Recommended parapets

3.7.8 Footbridge designed for combined use by pedestrians and cyclists

3.7.8.1 Shared facilities may be segregated or unsegregated. The form of segregation on the structure as determined locally should be compatible with the segregation on the approaches. Where practical, and where agreed with the Overseeing Organisation, differing surface textures on segregated footways to aid visually impaired users may be continued across the structure.

3.7.8.2 Whether ramps are segregated or not, for long ramps, consideration should be given by the Designer to providing chicane barriers to slow down mounted cyclists. This should be done in such a way that the passage of perambulators and wheelchairs or mobility and visually impaired users would not be hindered, and should preferably be located on level landings especially where ramp slopes are steeper than 1 in 20.


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3.7.9 Ramp and stair surface materials

3.7.9.1 The surface materials should be chosen to be durable and easy to maintain, and should be slip-resistant when wet, to allow for rain and other environmental factors.

3.7.9.2 For stairs, each step nosing should incorporate a permanently contrasting continuous material for the full width of the stair on both the tread and the riser to help blind and partially sighted people appreciate the extent of the stair and identify individual treads. The material should be between 50mm and 65mm wide on the tread and between 30mm and 55m on the riser, and should contrast visually with the reminder of the tread and riser.

3.7.9.3 The whole tread or the nosing should incorporate a slip-resistant material, starting as close as practicable to the front edge of the nosing and extending the full width of the tread.

3.7.9.4 Where different materials are used for flights and landings, care should be taken to ensure that their frictional characteristics are similar in order to minimise the risk of stumbling.

3.7.9.5 The surface of a ramp should contrast visually with that of a landing and of the edge protection so that its presence is distinguishable by blind and partially sighted people.

3.7.9.6 To maintain traction, a sloping surface should have a higher slip resistance than an equivalent level surface. The steeper the slope, the greater the friction needed to maintain contact with the ground without slipping.

3.7.10 Walkway surfaces

3.7.10.1 On the traversed areas of decks, stairs and ramps, the upper substrate surfaces should be waterproofed or otherwise protected against deterioration from surface contaminants, and the surfacing should be fit for purpose with respect to the user type.

3.7.10.2 Exposed gaps in walkway surfaces should not be in excess of 12mm in width. Cover plates to gaps and joints should be set flush with the top of the surfacing to prevent tripping, and the upper surfaces should be suitably profiled or treated to reduce the likelihood of slippage.


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3.7.11 Lighting

3.7.11.1 Footbridges, stairways and ramps should be lit to the appropriate level given in the following table.

Day Night

Type Lighting Level (Lux)

Min. Light Level (Lux)

Lighting Level (Lux)

Min. Light Level (Lux)

Open Footbridge - - 30 15

Enclosed Footbridge 350 150 100 50

Open stairways/ramps - - 30 15

Enclosed stairways/ramps 350 150 100 50

Notes: “Open” equates to major daylight penetration. For “enclosed” areas, emergency lighting should be considered.

3.7.11.2 Footbridges shall normally be illuminated by means of existing road or footway lighting augmented, if necessary, by additional ground level mounted lighting columns and lanterns. Where this is impracticable, for instance in the case of a covered walkway, the footbridge shall be illuminated by parapet lighting fittings or lighting columns mounted on the bridge structure, using fixings incorporated in the bridge design.

3.7.12 Standard modifications for consideration to enhance DDA compliance of footbridges

• Enhance lighting

• Introduction of corduroy tactile paving to steps

• Improvement of surfacing

• Modifications of gradients

• Inclusion of landings

References:

BD 29/04: Design Criteria for Footbridges (DMRB 2.2.8). BS 5489-1: Code of Practice for the Design of Road Lighting — Part 1: Lighting of Roads and Public Amenity Areas, 2008.


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BS 8300: Design of Buildings and Their Approaches to Meet the Needs of Disabled People - Code of practice, 2009. Inclusive Mobility – A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure, Department for Transport, 2003.


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Consultation, in all its forms, can improve and inform the development of policy and practice by drawing on a wide range of experiences and views. Most organisations find that consultation with current and potential service users has many positive benefits including1:

Gaining a better understanding of the variety of views within communities. Identifying and resolving potential problems more quickly. Developing a wider range of solutions. Increased accountability and transparency in decision-making. Decisions made are more likely to reflect the needs of communities and be supported

by them.

4.1 The national consultation programme

As part of the DDA compliance programme being undertaken centrally by Network Operations, consultation with national disability stakeholders was undertaken. The rationale behind this was to ensure that our accessibility works reflects the needs of disabled people. It was important, therefore, that they were involved in helping to prioritise investment rather than having priorities decided for them.

As such, at the end of 2008, Network Operations contacted and consulted local and national strategic organisations representing a diverse range of disabilities. These stakeholder groups had detailed knowledge about the barriers faced by their respective members and were able to provide feedback on a wide range of user requirements.

Comments received from strategic stakeholders revealed that there are several network issues that are common across the country. The consultation also revealed that improvements made to the transport network could significantly enhance the quality of life for disabled people.

Three clear priorities emerged out of the consultation: Footways and footpaths – including pedestrian crossings Bus stops Emergency roadside telephones

It was evident that making the above assets more accessible could considerably improve the confidence and ability of disabled people to travel safely and independently.

The results of this consultation have now been fed into the HA’s value management model to ensure that disabled people’s priorities are taken into consideration when deciding allocation of funding. Engineers will be responsible for ensuring that maintenance of existing assets meet with DDA guidance and are fully accessible to disabled people. _________________________ 1 See: Scottish Executive (2002) ‘Good practice guidance with equalities groups’ and Central Office of Information

(2008) ‘Consultation and policy appraisal: Compact code of good practice’

4. Introduction to Consultation


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4.2 The importance of further local consultation

The general message from those that participated in the strategic consultation was that consultation should not cease now that the national programme of works has been prioritised. There was an importance placed on methods to engage local people as the DDA programme is implemented. Transport needs are not the same across the country and, therefore, whilst solutions should be based on national standards and overarching priorities, plans need to be validated with user requirements at a local level. Local people well understand needs and sensitivities that are peculiar to their geographical area. In the words of one stakeholder, strategic consultation ‘should not and cannot replace consultation with disabled people on specific works undertaken in a local area’.

Acting on this, in its publication ‘Disability – access of the strategic road network’, the Agency pledged to continue to consult disabled people, to ensure that they are involved in any major schemes affecting their community.

4.3 Purpose of this guidance document

This document is intended to assist Area Teams with local consultation with disabled people and highlight the considerations that need to be taken when making choices about consultation requirements and approaches.


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5.1 The benefits of consultation

Effective and accessible consultation with disabled people can have the potential for life changing outcomes. It can also help to break down barriers and increase disability awareness in the community.2

5.2 Consultation good practice

Many equalities groups report quite negative experiences of consultation. They often suggest that their views have not been taken into account, or that the issues they face have not been addressed. It has also been suggested that some consultations have sought the views of equalities groups as an “afterthought”, making the consultation tokenistic.4

Various bodies have published guidance on consulting with equality groups including disabled people.5 A review of this guidance shows that there are a series of good practice points that organisations should aim to follow. A summary of these is provided below:

Consulting equality groups should take place before key decisions are made so that

they have the opportunity to influence the process, strategy or scheme. Consultation should be a part of ongoing planning cycles.

The subject matter of the consultation should be clear, as should the areas where disabled people can have an impact. The possible outcomes should be realistic, making clear what can and cannot be changed as a result of consultation.

Consultation methods should be fully inclusive and tailored to specific equality needs. Employing a variety of consultation methods will lead to a more comprehensive outline or disability groups’ views.

_________________________ 2 Resource (2004) Op.cit. 3 Annie Delin (2001) Drawbridge A Model for Consultation with Disabled People: Report for Resource, 2001.

www.resource.gov.uk/information/research/draw00.asp 4 Ibid. 5 For example: Scottish Executive (2002) ‘Good practice guidance with equalities groups’; Resource (2004) ‘

Consulting with disabled people: Disability portfolio 11’; Mayor of London (2004) ‘Working with disabled people for inclusive access’ ;

5. Consultation with disabled people and equality groups

“Disabled people are the experts in their own requirements and their advice is essential”

Annie Delin, Drawbridge group3


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Consultation should be undertaken at both national and local level. Locally, forums may already exist that can be approached for comments and views.

Consultation should not only be reserved for instances when large numbers of individuals are involved. Sometimes a minority group may stand to be particularly affected by proposals and, therefore, their views need to be sought.

Consultation staff should be properly briefed and trained in consulting with equality groups.

Information provided prior, during or after the consultation should be easy to understand, using jargon-free plain English, and be in consumable formats which respond to specific equality needs.

Venues for consultation need to be safe, accessible and appropriate to participants. Assistance with transport to the meeting should be provided where needed and parking and public transport should be available and well publicised.

Communication support, such as interpreters, image description, or induction loops, may be required by some participants. Additional time may also need to be allowed when consulting with people who have learning or sensory impairments.

Some participants may require materials in large print, Braille or in audio format. Preparation of such materials may require additional planning, time and resources.

Language needs to be appropriate and respectful and questions should be phrased ‘correctly’ i.e. about barriers faced rather than about impairments.

Publicity for consultations may require more face to face contact. It may require visiting groups and centres attended by disabled people. Advertising must be focussed on media used by disabled people.

Many people fall into more than one equality group. Disabled people, for example, are as diverse as the general community in terms of ethnicity, gender, religion and social circumstance etc. Steps should be taken to ensure that this is reflected in consultation.

Some disabled people – for example, those who fall into more than one equality group – may not want to attend a consultation group. Outreach should be considered to ensure a broad range of participants.

Organisations conducting consultation with equality groups should not necessarily rule out providing an incentive or payment to disabled people or other equality groups for taking part. This will help to ensure charitable bodies with limited resources are not excluded from voicing their opinions and it can also demonstrate the value placed on their contribution.

Outcomes of consultation should be communicated to participants and positive outcomes publicised.

Means of sustaining the consultation process after the initial consultation – for example, through the establishment of a working group – should be considered.

Area Teams are advised to adhere to the above good practice points when undertaking consultation with any disabled people on schemes within the DDA programme.

5.3 When should consultation take place?

Consultation at a sufficiently early stage of project development will help to ensure that the resulting schemes are in line with people’s views and their current experience. Importantly it can help avoid incorrect assumptions, misunderstandings and potentially expensive remedial action at later stages.6

_________________________ 6 Central Office of Information (2008) Op.cit.


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Government guidance clearly suggests that consultations should take place at a stage when there is scope to influence decision-making outcomes.7 Consultation with the national stakeholders as part of the HA’s DDA programme also sent a clear message that consultation must be undertaken prior to scheme implementation. It was considered that there is no better way to test the effectiveness of designs than talking to people that they are supposedly meant to benefit. Consultation can act as a check and balance at the outset to ensure that the facilities will actually enhance accessibility. It is a way of developing a ‘snag list’ and ensuring that these snags can be avoided. Essentially, involvement before the detailed process will help the HA to avoid expensive retro-fits. The suggested timing for local consultation is clearly marked on the process map included in the previous section of this guidance manual.

5.4 What type of consultation should be undertaken?

In general, consultation can take two forms. First, it can be specific to a certain scheme, making it a discrete, stand-alone and in-depth process. Second, consultation can be viewed as a continuous exercise whereby consultees are engaged in a long-term capacity, contributing on a regular basis on a variety of different issues. Both forms of consultation could be appropriate for Area Teams to consider and are outlined below.

5.4.1 Single issue consultation techniques

Access audits

Professional access audits, undertaken by disabled people, can serve the dual purpose of pre-construction consultation and monitoring/evaluation of already implemented schemes. Pedestrian audits, through a questionnaire for example, can also be a helpful way in which to gather feedback on whether improvements are regarded as effective and functional and could also ensure that the HA remains aware of current priorities.

Face-to-face interviews

A series of face-to-face interviews or focus groups can provide in-depth information on a specific subject or scheme, whilst also providing local knowledge on wider issues or barriers faced by disabled people.

Letters and leaflets

Letters or leaflets can provide stakeholders with introductory information regarding schemes and programmes. It must be ensured that this sort of communication is (or can be) provided in a useable format for all of the target audience, i.e. in Braille or audio.

Questionnaires

Postal or online questionnaires can be used to gain both qualitative and quantitative information from selected stakeholders. Responses to questionnaires provide additional intelligence in themselves but can also be a useful way in which to develop databases of interested parties for any future consultation events. In the same way as above, however, questionnaires will need to be provided in accessible formats so that no-one is excluded from participation.

_________________________ 7 Ibid.


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5.5 Continuous consultation

Equalities groups receive many invitations to participate in consultation on a range of issues but can often be hampered by a lack of time and resources. Collecting their views regularly through long-term partnership involvement can be a way of reducing the number of individual consultations but without losing the breadth of coverage. Such ongoing dialogue with local disabled people and organisations is also a useful way of keeping parties informed of developments, engaging them in any changes being proposed and mitigating against potential problems.


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There are four ways this ongoing dialogue could be achieved:

1. Engagement with local authority access officers; 2. Creation of a specialist website or web pages; 3. Making use of existing public sector/voluntary organisations or panels representing

disabled people; or 4. Establishing a dedicated consultation panel for the purpose of the DDA programme.

5.5.1 Local authority access officers

During the HA’s consultation with strategic stakeholders, making contact with access officers was identified as an appropriate channel through which to start area based consultation. The primary role of access officers is to support local authorities in ensuring that the public realm is convenient to and accessible by the whole community. Within this remit particular regard is paid to people with disabilities.8

Typical responsibilities of an access officer

Providing specialist advice, including consultations and interpretations of applications Providing suitable design guidance Promoting and encouraging the virtues and values of access within the community Working with local access groups Reviewing and updating the design criteria Liaising with other local authorities, national and local organisations Identifying and managing local impediments to access Assisting in the implementation of the DDA

Due to their roles and responsibilities, access officers are regarded as a good source of knowledge and contacts. They can act as a useful sounding board for proposed changes and the first port of call for identifying appropriate local organisations to consult.

5.5.2 Websites and web pages

Web pages dedicated to Areas’ DDA programmes could act as a continual reference point for anyone interested in learning more about accessibility works in their area. They could also permit use of online surveys and/or an “email registration” system for readers to receive updates when new information is published on the site. This would create a permissive database of stakeholder contacts, allowing for future communications and consultation to be targeted more efficiently.

_________________________ 8 http://www.basildon.gov.uk/index.aspx?articleid=2134


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5.5.3 Existing organisations or panels

The use of forums or panels was a suggestion raised during the HA’s strategic stakeholder consultation. The rationale behind them is to involve a variety of disability groups, ensuring representation of a full range of concerns and the generation of balanced and informed contributions. The panel approach can encourage regular9 two-way communication, creating a working partnership leading to schemes that better reflect the communities’ needs.

In many local areas, forums that represent disabled people already exist – either as independent bodies or convened by the local council. These pre-existing bodies could be used by the Areas to consult on their programmes of work. There was confidence amongst the strategic stakeholders that such groups would be happy to assist and input into programme development.

A few examples follow below:

Northampton Borough Council Disabled People’s Forum

Northampton Borough Council established a Disabled People’s Forum to cultivate dialogue between disabled people and the Council. The Forum provides feedback on issues of concern and enables people with disabilities to be involved in making and informing decisions about things that matter to them. It also helps the Council monitor effectiveness of its policy and practice in different service areas and its obligations under the DDA

Cheshire County Council’s Disabled Access Panel

Cheshire County Council’s Disabled Access Panel was set up specifically to facilitate engagement between highways officers and disabled people. The Council has found it to be useful in identifying routes or specific locations that provide particular problems or barriers to disabled people. The Panel has helped the Council to prioritise its programme.

Lichfield and District Disability Partnership Panel10

The Lichfield and District Disability Partnership Panel was set up to consult with disabled people about council proposals, services and activities. The Panel meets three times per year to discuss such issues. In addition, the panel acts as a community leader in raising issues for people with disabilities with other agencies and partners, in seeking means to resolve these issues.

Transport for All, Oxfordshire11

Transport for All is an independent service-user representative group which is supported in its work by Oxfordshire County Council. The forum represents anyone who has difficulty in using _________________________ 9 Frequency of meetings can be decided on an case-by-case basis. Quarterly meetings may be appropriate to ensure

regular input in programme progress. Fewer or more meetings could be convened depending on the time constraints of members. Alternatively, Areas may need to schedule panel meetings to coincide with Highways Agency value management processes as it will be essential to ensure that input is received at the correct time.

10 http://www.lichfielddc.gov.uk/site/scripts/documents_info.php?documentID=406 11

http://www.oxfordshire.gov.uk/wps/portal/publicsite/councilservices?WCM_GLOBAL_CONTEXT=http://apps.oxfordshire.gov.uk/wps/wcm/connect/Internet%2FCouncil+services%2FRoads+and+transport%2FPublic+transport%2FAccessible+transport%2FRT+-+PT+-+Transport+for+all


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the highways, the pavements, public transport and the related built environment. It looks into and advises on difficulties faced specifically by people using public transport and highways.

Dundee access group12

The Dundee access group is a collection of individuals working towards improving accessibility for people with disabilities. The group is formed from individuals with mobility problems, people with other physical disabilities, carers, and representatives from Dundee City Council and Dundee Blind and Partially Sighted Society. The group meets once a month, representing disabled people in Dundee on various committees.

5.5.4 Establishing a specific consultation panel

In some areas, local disability forums or interest groups may not exist or may be unwilling to liaise with Highways Agency due to limited resources and/or competing priorities. It could be useful, therefore, for the Area communications teams to establish their own panel with the specific purpose of providing advice on DDA compliance works. Areas might choose this route even where other forums already exist so that they can specifically target an audience with a knowledge of transport issues as well as disability interests. Working with the local authority access officer could be a useful way in which to convene such a group.

5.6 Summary of options

The menu of consultation options provided above highlight the different approaches that Area Teams could choose when embarking on consultation with disabled people or representative groups. It is likely that more than one method may be required. There is not necessarily a “one-size-fits-all” solution; the scale and nature of consultation will be largely dependent on the complexity and nature of the specific scheme.

The following Chapter provides guidance when deciding on the most appropriate form of consultation, setting out the pros and cons of each approach.

_________________________ 12 http://www.dundeeaccessgroup.co.uk/


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6.1 When is consultation necessary?

It is recognised that Area Teams will have limited time and resources available to consult on all schemes within the DDA programme, but ,it is critical that consultation efforts are proportionate to the scale and nature of works being planned.

As such, when making a decision about whether consultation on a specific scheme is necessary, Area Teams are advised to consider the questions highlighted in the matrix below. The advice provided is designed to assist Area Teams with deciding on whether to consult or not.

Consultation decision guide

Theme Question Answer Advice Notes

Yes Consultation strongly advised

1. V

alue

Is the scheme considered a major scheme in terms of the cost that will be incurred?

No

Consultation only advised if the answer to any of the other questions is yes.

If the scheme is likely to cost a significant sum of money, it is important to ensure that maximum public value is derived from the scheme and that improvements deliver benefits to disabled people. Consultation can help to ensure that programme objectives are met first-time and that public money is spent responsibly.


2. S

ensi

tivity

Is the scheme located in a place where disabled people are highly likely to use it? No


The precise location of the scheme is important. Regardless of the population density, if the scheme is close to any centres or residential units that cater for disabled people, or is in close proximity to a care or older people’s home or any other similar such influencing factor , consultation will be highly important.


3. H

isto

ry

Has the asset been the subject of complaints by members of the community due to its limited accessibility?

No


Any assets which have received regular complaints due to their limited accessibility would be worth consulting on so that the Area does not expose itself to further risk of not meeting community needs.

Yes Consultation advised

4. S

cale

Are improvements / alterations considered major in terms of scale? No


If the scheme involves a considerable amount of re-design, with wholesale change proposed it may be worth inviting views of local disabled people to ensure that the new design fully meets their requirements.

6. Deciding on whether and how to consult


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Yes Consultation

advised 5.

Loc

atio

n Is the scheme in a highly populated area? No


If the asset is located in a residential area, which is densely populated or where footfall is high, consultation with local disabled people will be important to ensure that needs are met.

Yes


6. P

rece

dent

s

Does this scheme involve alterations that have not been introduced / attempted elsewhere as part of the Area’s DDA programme? No


If a recent consultation has been undertaken on a very similar scheme, it may not be necessary to re-run consultations efforts as many of the issues are likely to be the same. However, it may still be warranted if the new scheme geography makes it difficult to draw lesson across from one scheme to another.

Yes

Consultation advised on packages of work rather than individually (i.e. all footway proposals; all bus stops proposals; and all emergency telephone proposals) UNLESS the answer to question 1, 2 or 3 above is yes.

7. P

riorit

ies

Is the scheme one of the top priorities identified by stakeholders during the strategic consultation?

No


The top three priorities identified during the national consultation exercise were footways/footpaths; bus stops; and emergency telephones. Within their work programmes it is likely that each Area will have several schemes that fall into these categories. Unless there a special circumstances relating to an individual scheme, the general principles behind improvements to each asset group could be considered during one exercise. Consultation is important given the high priority awarded to these types of assets but they will often be of too low a value to warrant independent consultation exercises.


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6.2 Which consultation method offers the most benefits?

As outlined in the previous chapter there are numerous options open to Areas in terms of consulting with local disabled people and representative groups. These options are summarised in the comparison matrix overleaf.

The suitability of each method will vary from scheme to scheme. However, it is considered that Areas would be able to draw long-term value through continuous engagement with disabled persons through an existing local forum or through the creation of a DDA-specific panel. These options have the considerable advantage of being able to generate informed responses from consultees due to their ongoing involvement and engagement. Panel consultation also avoids the need to run expensive and discrete consultation exercises for each new scheme.

Where possible it is advised that Area teams look to work with or convene a local panel to guide their work and ensure that it is delivering the access improvements that disabled persons need. Collaboration with local authority access officers could be a useful form of support.

It is also advised that, in instances where consultation is ‘strongly advised’ (see consultation decision guide in section 6.1 above), that at least one additional form of consultation is also employed to complement the panel feedback. The methods are not mutually exclusive and can be used in combination for maximum effect where necessary.

PROS CONS

Long

-term

invo

lvem

ent ,

re

sulti

ng in

con

sulte

es w

ho

are

mor

e in

form

ed a

nd

know

ledg

eabl

e ab

out t

he

prog

ram

me

Cou

ld b

e us

ed b

oth

for p

re-

wor

ks c

onsu

ltatio

n an

d po

st-

wor

ks m

onito

ring

Per

mits

face

-to-fa

ce

inte

ract

ive

with

con

sulte

es

Build

s on

an

esta

blis

hed

loca

l ne

twor

ks a

nd k

now

ledg

e

Con

sulte

es c

an b

e ‘h

and-

pick

ed’ t

o en

sure

that

they

ha

ve b

oth

tran

spor

t and

di

sabi

lity

know

ledg

e

Eas

ily a

llow

s th

e op

portu

nity

fo

r fee

dbac

k to

con

sulte

es

Res

ourc

es (c

osts

and

tim

e)

requ

ired

for i

nitia

l set

-up

Res

ourc

es (t

ime

and

cost

s)

requ

ired

ever

y tim

e co

nsul

tatio

n on

a n

ew

sche

me

is u

nder

take

n

Som

e on

goin

g tim

e co

mm

itmen

ts fo

r HA

sta

ff

Can

be

view

ed a

s in

form

atio

n sh

arin

g ra

ther

than

full

enga

gem

ent

Consultation method

Access Audits

Face-to-face interviews / focus groups

Letters & leaflets

Sing

le is

sue

Questionnaires

Local authority access officers

Websites / web pages

Using an existing local panel

Con

tinuo

us

Establishing a local consultation panel

Documents

Highways Agency DDA Compliance Programme · Highways Agency DDA Compliance Programme Design Compliance Assessment Guide DDA Training Spring 2010 March 2010 Highways Agency Mott MacDonald,