i302 WP6 - Access Revie · people with temporary accident injuries and older people can all benefit...

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working paper no. 6

Westminster Waya public realm manual for the City

Access Review

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Westminster Street Furniture Manual Review

bennett urban planning/ Buro Happold/ iCubeWorking Paper 6: Access Review

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Foreword

This paper was prepared as part of Westminster Street Furniture ManualReview and provides background information on access issues, which haveinformed the production of The Westminster Way: A Public Realm Manual forWestminster.

It is Working Paper 6 and is part of a suite of working papers as outlinedbelow:

Working Paper 1: Review of 1991 Street Furniture ManualWorking Paper 2: Good PracticeWorking Paper 3: PolicyWorking Paper 4: Urban Design AnalysisWorking Paper 5: Maintenance & SpecificationWorking Paper 6: Access Review

Issue Paper 4a: Clutter Reduction Assessment for WP 4 Urban Design ReviewIssue Paper 4b: Listed Street Furniture WP 4 Urban Design Review

Contents

1 Introduction2 General Principles3 Footways and Cycleways4 Street Furniture5 Vehicular Parking6 Conclusions and Recommendations

References



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1 Introduction

ObjectiveFor a number of years the public realm has been designed and maintained witha low priority for people with mobility difficulties. Although not deliberate,and despite significant improvements, this past practice has left a legacy of apublic realm that can be anything from well designed, to difficult, toimpassable. In many cases the assault course represented by the builtenvironment poses the most serious threat to independence and socialintegration.

The objective of this paper is to understand how good principles inaccessibility and mobility inclusion can be applied to the public realm inWestminster. A well designed public realm with good accessibility helps thosewith a disability and is socially inclusive for everyone and, as such, mustunderpin any public realm improvements.

This paper considers government legislation and guidance, published since the1991 Westminster Street Furniture Manual (1991 SFM), which aims to providerights and public realm design advice for the inclusion of people withdisabilities. In particular it considers:

� 1995 Disability Discrimination Act� Inclusive Mobility – A Guide to Best Practice on Access to Pedestrian

and Transport Infrastructure (for DfT, 2002) and� Guidance on the Use of Tactile Paving Surfaces (for DETR, 1998)

Understanding DisabilityThe nature and scale of disability in the UK population is not easy to gaugebecause of the many different statistics and definitions of impairment, butmany organisations apply broad assumptions and for this background paperthe statistics and definitions of disability used are taken from the most recentDfT guidance, Inclusive Mobility:

The term ‘disability’ is a broad one. It includes people with physical,sensory or mental impairment; at a conservative estimate between 12and 13 per cent of the population have some degree of impairment.Many, though not all, face barriers to movement in the environment.This guide is intended to show how these barriers can be removed or atleast reduced, but it does have a wider relevance because there are manyother people not conventionally considered to have a disability who alsoencounter barriers to movement.

People with small children, people carrying heavy shopping or luggage,people with temporary accident injuries and older people can all benefitfrom good design of the pedestrian and transport environment. Withouta barrier free environment, many of these people will be mobilityimpaired.

The DDA defines a person as having, “a disability … if he has aphysical or mental impairment which has a substantial and long termadverse effect on his ability to carry out normal day-today activities”.



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There are various ways – or “models” – used to define disability, but infunctional terms this guide is mainly concerned with the following:

Locomotion, which includes people who use wheelchairs and thosewho can walk but only with difficulty – often using some form of aidsuch as a stick or walking frame. Approaching 70% of disabled peoplehave locomotion difficulties: those with walking difficulties outnumberwheelchair users by about 10:1.

Seeing, which can also be sub-divided into blind and partially sightedpeople. It is estimated by the Department for Work and Pensions thatthere are almost two million people in Great Britain with a significantsight loss.

Hearing, which can also be sub-divided into those who are profoundlydeaf and those with impaired hearing, ranging from severe to milddeafness. The Royal National Institute for Deaf People estimates thatthere are over eight million deaf or hard of hearing people in the UK ofwhom approaching 700,000 are severely or profoundly deaf.

Reaching, stretching and dexterity, frequently the result of arthritis,which can make movements painful and difficult, or of musculardystrophy causing a loss of muscular strength, or of complaints of thenervous system.

Learning disability, making it hard to understand complicatedinformation or to use complex machines (like some ticket machines).

It should be remembered that these categories are not mutuallyexclusive. Many disabled people, particularly older people, have morethan one impairment.

Inclusive Mobility stresses at an early stage of the guidance that everyonebenefits from good design of the pedestrian and transport environment.

Disability in WestminsterThe Department of Health (DoH) statistics for the City of Westminsterrecords the number of registered blind people in the City as 800 with anadditional 500 registered partially blind in 2000, compared with 158,000 and149,000 respectively in the UK. Considering the RNIB state that “almost 2million people have a significant sight loss” nationally, this indicates that up to8,000 Westminster residents (out of disputed population of 180,000 to 245,000– between 3% and 5%) may experience significant sight loss.

The DoH statistics for deafness shows there were 256 registered deaf and 218registered hard of hearing in 2001, compared with 50,000 and 145,000respectively in the UK. Using the RNID national figures that “almost 700,000people are severely or profoundly deaf”, this indicates that up to 1,700residents representing 1% of the population in Westminster are severely orprofoundly deaf.

In addition to residents, Westminster attracts over 1 million visitors andtourists to the City every day. It is not known how many are people withdisabilities, but it will swell the resident disabled population.



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People with different disabilities require different types of intervention in thepublic realm and these are not always compatible. For example, blind andpartially sighted people benefit from audible and tactile information; deaf andhard of hearing people benefit from visible information; wheelchair usersbenefit from step free access and smooth surfaces. Applying mobility designguidance recommends a kerb upstand and blister tactile paving for blind andpartially sighted people, which are both inconvenient and uncomfortable forwheelchair users.

Government Guidance and LegislationThe government’s Inclusive Mobility and Tactile Paving Guidance provide awealth of information on how the public realm can and should be designed tomake it more accessible. The publication sets out a number of designprinciples that must underpin any documents proposing good design.

The Disability Discrimination Act 1995 came into force in December 1996 andsets a timetable for the start of implementation of the legislation in 2004. Itbuilds on previous legislation and makes it unlawful to treat people withdisabilities less favourably for a reason related to that person's disability.

The legislation states that:

Where a physical feature (for example, one arising from the design orconstruction of a building or the approach or access to premises) makesit impossible or unreasonably difficult for disabled persons to make useof such a service, it is the duty of the provider of that service to takesuch steps as it is reasonable, in all the circumstances of the case, forhim to have to take in order to:

(a) remove the feature;(b) alter it so that it no longer has that effect;(c) provide a reasonable means of avoiding the feature; or(d) provide a reasonable alternative method of making the service in

question available to disabled persons.

In addition, under part III of the Act, which came into force in October 1999,service providers must have taken reasonable steps to:

� change any policies, procedures or practices which make it impossible orunreasonably difficult for disabled people to make use of a service;

� provide auxiliary aids or services which will enable disabled people tomake use of a service;

� provide services by alternative methods where physical features make itimpossible or unreasonably difficult for disabled people to use them.

Whilst local authorities are ‘service providers’ with respect to their buildingsand property, there are different interpretations as to whether the legislation isapplicable to their provision on street. Local authorities, however, do have aduty to provide a public realm which is both socially inclusive and welldesigned, which does not discriminate against people with disabilities. Byadopting the good principles set out in this working paper the public realm canbe both well designed and socially inclusive.



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Balanced ApproachThe design of any scheme must relate to its context with schemes appropriatefor the location in which they are sited, applying standards and principlesmeans reacting to context. When considering Westminster, the issues ofhistory and conservation are never too far removed and must play animportant part in deciding what is an acceptable design; over three-quarters ofWestminster is within designated Conservation Areas.

Accessibility, especially for partially sighted people, can be improved throughthe use of strong contrasting colours; however, a “rainbow approach” todesign would detract from, and cause serious visual damage to, an area ofoutstanding historic quality. This point is recognised in Inclusive Mobility:

”…it is recognised that where the area concerned is an historicenvironment, changes needed to improve accessibility should be madewith sensitivity for site context…”

Exactly how each design responds to context can only be judged on its merits,and although principles may be understood, their application will always beopen to interpretation. Westminster already has the Street ImprovementReview Group (SIRG) to monitor and guide the process of context and it isthrough this review group that the most appropriate designs will continue tobe developed. The appointment of an Access Officer to this group willstrengthen its cross disciplinary expertise and improve its delivery of safe,accessible and well designed streets.

Report StructureThis report is split into five further sections that follow this introduction.

Section 2 covers the general principles of design for mobility impairedpeople

Section 3 discusses the design of footways and cyclewaysSection 4 discusses street furniture designSection 5 covers vehicular parking policy and designSection 6 provides conclusions and recommendations for The Westminster

Way



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2 General Principles

This section describes the general principles which will apply when consideringaccess issues in the public realm. There are four major principles:

� clutter reduction;� clear zones;� lighting;� street furniture design;

Clutter ReductionReducing clutter is one the most effective ways of improving accessibility inthe public realm. Visual and physical clutter presents a confusing streetscape tomost pedestrians but to people with disabilities who cannot rely on all senses,the streetscape is even more confusing.

Clutter reduction is the principle of simplifying the public realm and can beachieved through:� removing redundant or unnecessary street furniture;� replacing poorly designed or large street furniture items with better or

more discrete alternatives;� grouping street furniture items;� co-locating street furniture items within single units;� sinking power bollards and other utility units;� thinking creatively about temporary street furniture such as advertising

boards.

A rolling clutter reduction programme should be followed, which assessesstreet furniture against the above criteria to create a simpler environment.

Clear ZonesToo often obstacles, whether permanent or temporary, are placed in footwayspreventing free and easy movement of people with disabilities. It is imperativetherefore to keep a ‘clear zone’ or path into which obstacles must notencroach. Clear zones do not need to be marked out on the pavement butmust be respected at all times and the more consistency applied, the morecredible it becomes.

It is important that clear zones are straight wherever possible because it createsconsistency for people with disabilities to understand where a clear paths leadsand where street furniture is placed. A consistent application of a clear zonepolicy requires a consistent street furniture approach, for example, streetlighting columns should always be placed to the front of the footway and notto the front in some areas and the back in others.

The clear zone width will depend on the existing footway and its context. It isimpossible to maintain a wide clear zone on narrow streets. On streets that arenarrower than the recommended clear zone width, the street furniture shouldbe designed to minimise clutter and obstruction. Clear zones should be aminimum width of 1.8 metres but a preferred width of 2 metres, which allowsa wheelchair user and an ambulant person to pass each other. Many footwaysin Westminster are less than 2 metres wide and where there is little or no scope



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to widen the footway context should be considered – it is important tounderstand whether pedestrian flows justify the footways widened or clearedof obstructions.

Where footways cannot be widened an absolute minimum width of 1.35metres with pinch points at 0.9 metres would allow a wheelchair user to passwithout obstruction. Where widths are commonly less than 1.35 metres, trafficmanagement and environmental improvement measures should be investigatedto determine if a an area-wide approach can be found to provide a moreaccessible environment. The absolute minimum footway width should only beused in exceptional circumstances and under no circumstances should it beused as a minimum standard.

As well as minimum widths, minimum height clearances should be adopted,which the guidance states should 2.3 metres clearance. This dimension shouldapply to all permanent and temporary overhangs or bridging structures, such astraffic signs, trees, hanging baskets, cantilever signs and vegetation fromadjoining gardens and landscaping.

LightingThe lighting needs of people with visual impairments can vary enormously butit is clear that high quality, well maintained street lighting benefits partiallysighted as well as other users. The main principles of good lighting forimproved accessibility are:

� The use of ceramic metal halide lamps which give off a ‘white’ light. Thecolour is closer to daylight and as such helps partially sighted peopledistinguish changes in contrast between surfaces. Traditional lowpressure sodium lamps tend to give off light with a yellow hue whichmasks contrasts.

� Changes in lighting levels to be gradual. Large variations in lighting levelsrequire swift reactions from the eye and are to be avoided.

� Lighting placed to avoid creating shadows.� Lighting used consistently to provide directional guidance along a

footpath at night.� Lighting used to highlight potential hazards such as steps.

Street Furniture DesignThe design of street furniture should be consistent with principles of goodaccessibility. Therefore street furniture should:

� be monolithic in design at the base, i.e. not have protruding oroverhanging parts or be mounted on a pedestal such as telephones andlitter bins;

� be at least 0.9m tall from the ground to avoid becoming a trip hazard;� contrast in colour and tone with the background;� be positioned in a ‘street furniture zone’ adjacent to the typical line of

pedestrian travel;� avoid fine connections, such as narrow chains or rails.



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3 Footways and Cycleways

GeneralFootway surfaces should be firm, even, level and slip-resistant when dry orwet. Well-maintained large element paving is preferable to small elementpaving because it provides fewer joints where trip hazards occur. Themaintenance regime must address all vertical deviations exceeding 5mm.

Granite setts and block paving should be avoided on pedestrian routes, exceptwhere there is historic precedent, however in locations where they are used,large element paving should still be provided as an alternative.

Slip-resistance should not be compromised by using metal as a footway surface(including plaques set in paving slabs), unless coated with a slip resistant finish.However, Westminster has numerous metal coal hole covers andcommemorative footway plaques, which should be respected and remain insitu.

Drainage grills and gulleys, tree grates and other potential trip hazards shouldbe avoided on clear zones where possible. In places where the footway hasbeen widened and gulleys are in the clear zone, they must be set flush with thesurrounding surface and must not constitute a trip hazard.

Longitudinal gradients should be limited to 5% (1 in 20) with an absolutemaximum gradient of 8% (1 in 12). Steeper gradients cause severe difficultiesfor wheelchair users. Where footpaths lie on gradients, level resting placesshould be provided at frequent intervals with benches and should form part ofthe Walking Strategy for Westminster.

Streets which have either a shared surface or flush carriageway/ footwaytreatments present difficulties for partially sighted people who may notdetermine where the demarcation is, but provide benefits for wheelchair usersand mobility impaired people who can cross at any location.

In such locations, three design factors can be used to aid partially sightedpeople understand the location of the highway and footway boundary:� A contrasting tactile material such as granite setts;� An alignment of street furniture, such as lighting columns, bollards,

benches, etc; and� A strong colour contrast such as from grey and natural stone to black.

Crossing Points & Tactile SurfacesPeople with disabilities need clearer opportunities when crossing traffic routesthan others and the greater the traffic flows the clearer the opportunities needto be. The type of crossing used is based on vehicle and pedestrian flows andlocal site conditions. The types of crossings regularly used in Westminster are:

� puffin and pelican crossings;� toucan crossings;� pedestrian phases at signalled junctions;� zebra crossings;� pedestrian refuge islands;



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� non-pedestrian phases at signalled junctions; and� simple road crossings.

Puffins, pelicans and toucans can provide an audible indicator and rotatingcone to signal when the green man is showing to aid partially sighted, blindand deaf-blind pedestrians. It is one of the reasons why they are favoured bymany local authorities and are replacing zebras throughout the country.

The Government has produced explicit guidance for the design of pedestriancrossings in the two documents referred to in the introduction, in particularrelating to the use of tactile surfaces.

Broadly it recommends that tactile blister paving should be used to warn of anupcoming crossing facility where the footway and carriageway are level. Theguidance states that tactile paving should be laid in bands parallel to thefootway edge at the crossing point with a spur running perpendicular from thecrossing to the back of footway to inform blind and partially sighted people ofa crossing point. When crossing a side road the layout should be in bandsparallel with the crossing edge but without a spur.

The guidance also states that tactile surfaces should be red at puffin, pelican,toucan and zebra crossings or at a red pedestrian phase at a signal controlledjunctions and buff coloured at pedestrian refuge islands, non-pedestrian phasesat signalled junctions and simple road crossings. Within conservation areas, theguidance recognises that natural stone or other appropriate finishes can beused to replace the buff coloured tactile surface but not the red.

The government guidance on the use of tactile paving contains somecontradictions and impracticalities that can be confusing to both the designerand user, relating to three factors.

Firstly the issue of whether the tactile surface should be continued from thecrossing point to the back of the footway. There are several reasons why thisphysically is not always possible or desirable, namely where:� inspection covers are in the footway and cannot be fitted as recessed

covers;� the back of footway meets a building which has a basement and a tarmac

finish is required to prevent leaking;� the back of the highway boundary meets a property line with the

building set back, the tactile surface appears to stop in the middle of thefootway; and

� the back of the footway is far from the crossing point resulting in longlengths of tactile paving (up to 20 metres);

Secondly, when a pedestrian meets a tactile surface they receive two signals;that a crossing facility is to one side or that they have reached a crossing pointstraight ahead. At such times pedestrians must rely on other indicators such astraffic noise and ancillary traffic posts.

Thirdly, the guidance to a red or buff colour to indicate the type of crossing isunnecessary as there are other indicators which perform the same role. Acontrolled crossing has red tactile paving indicating to the pedestrian they havean opportunity to cross in a safe and controlled manner. At what point does



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the pedestrian cross the road? If it is when they see a green man opposite, thenis the red tactile surface necessary? And if it is when an audible signal starts,then the same question can be asked.

In addition to problems of applying the principles, many inconsistencies arenoticeable on-street because of poor application of the guidance:� Red tactile paving instead of buff and vice versa;� Not extended paving to the back of the footway;� Laid en-mass at perpendicular crossing points with no definition;

Although these inconsistencies can be corrected over time, financialconstraints could mean that many are in-situ for tens of years.

Overall both the correct and mis-application of the guidance has left aninconsistent and confusing ‘language’ for people with disabilities and a crudeand unattractive environment in some sensitive Conservation Areas.

It is for these reasons that the guidance does not represent best practice andthat a consistent Westminster approach would benefit residents withdisabilities more than a continued ad-hoc approach. Westminster is committedto serving its residents with disabilities and as such should continue to followthat part of the government guidance that states consultation with people withdisabilities in the local communities should inform the design process for anyscheme. The Access Officer for Westminster can act as the focus for thisconsultation.

It is recommended that a Westminster approach is adopted for the use oftactile paving in the City. Natural stone tactile surfaces should be used inConservation Areas, although not with metal studs, and buff coloured pavingelsewhere in the City. The argument to use red tactile paving in the City isweak and inconsistent compared with the opportunity to simplify the palette tobuff resulting in a greater long term understanding. The layout of the tactilesurface should be restricted to two parallel courses adjacent to the crossingfacility which again simplifies the level of understanding required (when apedestrian approaches the tactile surface they understand that the road isdirectly ahead).

Footways and other pedestrian routes at vehicle crossovers and side roadsshould be given priority and continuous step free access by providing droppedkerbs or raised tables set flush with the pavement. This principle should applyto all roads in the City along pedestrian desire lines and where pedestrians areencouraged to cross. Dropped kerb or raised tables should be used on sideroads where the main route is heavily used by pedestrians and the emphasis ison the priority of pedestrians over vehicular traffic – a good example is OxfordStreet.

LicensingPavement cafes contribute to an attractive street environment but can causeobstructions to safe and independent passage of visually impaired pedestrians.Westminster Licensing and Enforcement must regulate and control theencroachment of tables and chairs into clear zones, in particular in narrowstreets, to prevent proliferation and the creation of hazards. Café proprietorsshould be made aware of the needs of visually impaired pedestrians in



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correspondence accompanying a licence and should be asked to be particularlyvigilant when setting up or putting away the street café.

It would be helpful to request that street cafes are surrounded on all sides by acontinuous physical barrier such a railing although this is not always possible.

CyclewaysFast moving cyclists are a real threat to people with visual and hearingdisabilities. Therefore, cycleways should be included as part of the highwaynetwork and not the footway. Where cycle routes pass through pedestrianareas, cyclists should be required to dismount and walk their bicycles.

The Government guidance includes design standards in locations wherefootways and cycleways meet and where footways, cycleways and highwaysmeet. A different tactile surface, corduroy pattern, is used to indicate topartially sighted people the proximity of cycleways, shared footway/cyclewaysand the direction of the corduroy pattern also denotes the direction of cycleand pedestrian travel.

As cycleways tend to cross pedestrian paths at the same time as highways,there often results in a mass of confusing multi-directional, multi-colouredtactile paving which can be avoided by keeping cycleways in the highway.

Cycle parking should be positioned adjacent to, but away from, pedestrianroutes so that it does not create an obstruction and its location should notencourage cyclists to cycle on pedestrian areas in order to reach it.



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4 Street Furniture

Location

Street furniture should be kept to a minimum and used only where genuinelynecessary. It should be grouped wherever possible and located between theclear zone and the highway boundary. Where definitive clear zones do notexist such as large public spaces or where the boundary between the clear zoneand street furniture zone becomes blurred through heavy pedestrian flows,street furniture should be visible and be grouped.

GeneralOne of the key principles established in Working Paper 4 – Urban Analysis isthat street furniture should be neutral. This does not mean it should‘disappear’, from an access viewpoint it should be highly visible and contrastwith its surroundings.

The Westminster Way is to paint street furniture black with detail picked out ingold. Although not the greatest contrast tonally, the principle of a badge orcrest on street furniture is one that complies with good access visibilityprinciples and is welcomed.

Street furniture in Westminster is routinely painted with stippled paint toprevent fly-sticking. Whilst this finish has disbenefits it is better than, forexample, stainless steel and shiny metallic finishes, which can cause glare,visual confusion and in some cases, discomfort for visually impaired people.

SeatingMany people with physical disabilities find it difficult to walk even shortdistances without a break and require seating at frequent intervals. Although itwould be impractical to provide seating every 50 or so metres because of spaceand cost constraints, seating areas should be defined as part of the walkingstrategy developed by Westminster.

Seating can attract anti-social behaviour but there are ways to discourage theuse of benches for sleeping (such as providing intermediate arm rests) that alsobenefit elderly people. Seats should be sited on a level area, at a height fromwhich most people find easy to rise (450-475mm) and should include a backsupport. A wheelchair space should be kept clear of clutter adjacent to fixedseating to allow a companion and wheelchair user to sit together.

Telephone & Information KiosksThe impact of mobile phones has led to a re-invention of phone kiosks astelecommunications and information stations with internet access. Kiosksshould be located where they do not cause an obstruction and their designshould follow the monolith principle to prevent long cane or guide dog userswalking into the overhang. There should be an unobstructed space formanoeuvring a wheelchair user in front of the telephone.

The telephone number or key pad should be positioned so that the top buttonis no higher than 1400mm above floor level and the card or coin slot is nohigher than 1200mm above floor level.



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Other Street FurnitureLighting columns should not obstruct pedestrian routes and in areas where thefootways are narrow an investigation into wall mounted lights should beundertaken. Lighting columns should be used where possible to combine otherstreet furniture, such as traffic signs, traffic lights, and CCTV to minimisestreet clutter.

Litter bins should be located to the front of footway in the street furniturezone.

Bollards should only be used to prevent vehicular access along non-vehicularroutes, not to prevent footway parking. This will help prevent theirproliferation.

Planting should be positioned so that it does not constitute a hazard byoverhanging footpaths from hanging baskets, and overhead vegetation shouldalways be cut back far enough to prevent new leaf growth projecting into thepedestrian flow.

Glazed bus shelters should have elements that contrast in colour and tone withthe background against which it is seen, and have a mid-height cross-bar andany large areas of glazing should have a logo or feature.

Bus ticketing machines are being introduced across Central London includingparts of Westminster, by London Buses. They have been designed as a standalone unit similar in appearance to pay and display machines. The siting ofthese machines should be within the envelope of the bus shelter and stop inline with and as close to the bus stop as possible.

Shop boards, ‘A’ frames and other displays placed outside shops are likely toobstruct and endanger visually impaired pedestrians and Westminster shouldcontinue to use their Street Enforcement Managers to strictly enforce thepolicy to keep footways unobstructed.

SignageClear signage is important to everyone who uses the street environment.Making a sign clear and easy to read for a visually impaired person will makethe sign clear and easy to read to everybody.

A good pedestrian signing system should follow these principles of legibility:� signs should contrast in luminance with their background� characters should be bold and contrast with the sign background� signs should be non-reflective for both the sign background and

characters� content should be simple, short and easily understood� text and lettering should be of a clear uncomplicated font in upper and

lower case� wording and use of pictograms should be consistent� signs should be suitably illuminated� information should indicate step free access routes or warn of stepped

route well in advance, where possible



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Westminster’s present signing system encompasses many but not all of thesepoints. For example, there is no supplementary information in Braille at ausable height. Braille is a useful communication system used by blind peoplewith little or no remaining sight – over a fifth of blind and partially sightedpeople of working age use Braille.

The location of signs should follow the clear zone and clutter reductionprinciples. Signs should also be located away from glare from light fittings asthis can reduce legibility.



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5 Vehicular Parking

A large number of disabled people rely on private motor vehicles and this islikely to remain the case for the foreseeable future. A large proportion of thisgroup of people can only walk short distances and rely on being able to parkclose to their destination. Therefore, dedicated accessible parking bays locatedclose to key facilities are of paramount importance.

However, motor vehicles parked on footways and other pedestrian areas are asignificant barrier and potential hazard to all pedestrians, especially those whoare visually impaired. This frequently causes cracking and other damage tofootway surfaces, resulting in trip hazards.

Department for Transport Traffic Advisory Leaflet 4/93 illustrates how localauthorities can use physical measures, such as high kerbs and bollards, toenforce a pavement parking prohibition. Such measures have the advantagethat they are very largely self-enforcing, but great care must be taken to ensurethat they do not obstruct or endanger pedestrians. Bollards in particular shouldonly be used where absolutely necessary and should be carefully positioned anddesigned.



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6 Conclusions and Recommendations

Designing or adapting the street for people with disabilities is about designingthe public realm for all people, recognising that some people need moreassistance and protection in the public realm than others.

The majority of access design issues will benefit all users and as such should beadopted within the toolkit for good design – everyone benefits from bettermaintenance of footways, fewer large height differences on main routes, easierand safer crossing opportunities and fewer obstructions in the footway.

Some guidance designed to aid people with disabilities in the public realm hasbeen developed to benefit people with a particular disability, but disadvantagespeople with a other disabilities. For example, tactile surfaces help visuallyimpaired people but can hinder wheelchair users, walking frame users, parentswith child buggies, and people with sensitive feet such as those with arthritis,diabetes, plantar fasciitis and metatarsalgia.

Furthermore, when the design guidance and in particular the guidance relatingto tactile paving is applied carelessly and indiscriminately, it becomes aneyesore and detracts from historically sensitive areas.

The principles set out in this working paper attempt to strike a balancebetween the different and sometimes opposing needs of users. If appliedthroughout the City the principles would:

� guide the design of a public realm that is accessible for all;� provide a consistent and coherent ‘language’ that people with disabilities

can understand;� respect the historical context of Westminster

Although the principles are clear, their application will always be open tointerpretation. The best method to ensure that principles are appliedconsistently and the needs of disabled people are met is to have an AccessOfficer party to public realm scheme design. Westminster Council hasappointed an officer who should be part of the Street Improvement ReviewGroup to fulfil such a task as part of their duties.

It is therefore recommended that the following principles be adopted whendesigning the public realm for all:

� Adopt a clear zone policy to provide unobstructed pedestrianroutes and rigorously enforce policy

� Reduce street furniture clutter to simplify the public realm creatinga more legible environment

� Improve street lighting to a higher quality by using white light andreplacing or supplementing areas with inadequate light levels

� Provide step free access along all pedestrian routes throughdropped kerbs, raised tables or flush surfaces



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� Use large element paving on pedestrian routes except for historiccontext (which should still include smooth paving as analternative)

� Consult with local people and in particular local people withdisabilities at the design stage

� Avoid the use of red tactile paving and limit the use of buff/ greytactile paving to simplify the existing system and provide aconsistent Westminster language

� Improve street furniture design to prevent overhanging orprotruding parts and avoid trip hazards

� Adopt a rigorous maintenance programme to remove trip hazards

� Include cycleways only in the highway if possible;



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The Clear Pedestrian Zone

Furniture, andobstruction free,clear zone

Furniturechannels



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References

BS 8300 “Design of buildings and their approaches to meet the needs ofdisabled people “

DfT (1999) “Guidance on the Use of Tactile Paving Surfaces”

IHT (1991), “Reducing Mobility Handicaps: Towards a Barrier-FreeEnvironment”

JCMBPS (1999) Policy Statement on Shared Pedestrian Routes

Joint Mobility Unit (1999) External Environment Technical Bulletin

Barker, P. “Sign Design Guide”

Office of the Deputy Prime Minister, Building Regulations Division.“Proposals for Amending Part M Access and Use of Buildings: A ConsultationPackage”. August 2002

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