Bip 0071-2014

Inclusive Urban Design.
A guide to creating accessible public spaces
David Bonnett Associates

Inclusive urban design
David Bonnett Associates

First published in the UK in 2013
By
BSI Standards Limited
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The British Standards Institution 2013
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Contents
Acknowledgements................................................iv 4.0 Horizontal pedestrian circulation.49 7.0 Public realm features............................. 111
Foreword.......................................................................... v 4.1 Accessible routes.......................................50 7.1 Trees, planting and landscaping.... 111
4.2 Other routes...................................................56 7.2 Water features............................................ 113
1.0 Introduction........................................................1 4.3 Surface materials.......................................57 7.3 Street furniture...........................................115
1.1 Purpose of this guide..................................1 4.4 Pedestrian/vehicular crossings...... 63 7.4 Fences, guardrails and bollards.....117
1.2 Inclusive design principles.....................3 4.5 Single surface and 7.5 Seating..............................................................121
pedestrianized spaces...........................66
1.3 Sustainability.....................................................4 7.6 Bus shelters..................................................124
1.4 Physical and mental maps.................... 5 7.7 Cycle stands and routes..................... 127
5.0 Vertical circulation......................................71
1.5 Consulting with users............................... 6 7.8 Public telephones....................................130
5.1 Lifting devices...............................................72
1.6 Inclusive design process..........................8 7.9 Outdoor caf/picnic areas.................133
5.2 Ramps..................................................................78
1.7 Methodology..................................................10 7.10 Drainage outlets....................................... 135
5.3 Escalators and moving walkways.85
1.8 Law and planning context................... 14 7.11 Lighting.............................................................137
5.4 Steps/stairs....................................................90
1.9 Application of standards....................... 16
8.0 Management and maintenance... 139
6.0 Public facilities.............................................99
2.0 Arrival................................................................... 19 8.1 Management...............................................140
6.1 Meeting points.............................................99
2.1 Inclusive road network..........................20 8.2 Cleaning...........................................................142
6.2 Information points/centres.............102
2.2 Public transport........................................... 21 8.3 Maintenance................................................144
6.3 Visitor attractions and
2.3 Set-down/pick-up points.....................24
other facilities.............................................105
2.4 Parking provision.......................................26 9.0 Bibliography................................................. 147
6.4 Recreation and play facilities.........107
2.5 Pedestrian routes to entrances...... 32
6.5 Sanitary facilities.................................... 109
2.6 Vehicular entrances to site................ 32
2.7 Pedestrian entrances.............................. 34
3.0 Wayfinding and information............. 39

3.1 Legibility............................................................40
3.2 Wayfinding....................................................... 41
3.3 Sensory clues................................................42
3.4 Information and signage..................... 43
iii
Acknowledgements
Dr David Bonnett RIBA
Adrian Cave OBE, RIBA, NRAC
Pauline Nee MRICS
Marine Semichon DPLG (France) MSc Inclusive Design
Helen Allen MA Landscape Architecture, MA Inclusive Design, NRAC
Tamara Kocan MA
Ann Alderson RIBA
iv Inclusive urban design

The moment you approach a building, especially one constructed
or adapted in recent years, you become conscious of the world
of regulation. The ramp tells you that the building is designed to
welcome those who cant use steps. Or the flush threshold says Foreword
that wheelchair users will not face insuperable obstacles. Once
inside, there are numerous features in every type of building that
these days mean it is inclusive, that is to say reasonably convenient
for all, not just those regarded as normal.
Given the difficulties and dangers people may have faced in travelling
to and arriving at a particular building, it seems as though legislators have
made up for problems in the public realm by loading regulation onto building owners,
implying that if buildings are acceptable, then everything else will be too. Of course
this is not the case, not least because of this curious disconnected way of thinking
about the built environment in all its forms. The greatest hazards to mobility and
use lie in the public arena, not the private, yet legislation and guidance is far more
concerned with the latter.
In a sense that is a starting point for this valuable publication which is about solutions
for the urban environment. Its value, however, lies less in its general proposition
about the desirability of inclusive design (with which few would disagree), than in the
practical guidance it offers about how to achieve inclusivity without resorting to a
demand for hundreds of detailed new regulations.
There is existing legislation and there are existing regulations, but then there are
better and worse ways of complying with, and indeed thinking about them. There
are also things that clients and designers know, or need to know, which cannot be
covered by law for example strategies for management and maintenance. Even
where there are clear regulatory environments, there are still multiple choices to
be made which require a common understanding and a coherent framework within
which those choices can be made.
This guide provides that framework, based on many years of design, observation and
testing. Much of it, quite apart from its specific implications for inclusivity, is rooted
in principles of good urban design, without which individual buildings (however well-
designed) can scarcely be described as truly accessible.
As ever, and as the guide makes clear, design principles need to be understood and
deployed in the early stages of design. While it is not always the case, most buildings
either include public realm elements or certainly need to respond to them. This guide
will help inform that process, in addition to offering guidance on what are sometimes
thought of as ancillary issues, but which loom large in the lives of those for whom
the built environment has to be endlessly negotiated, rather than appreciated and
enjoyed.
The principles espoused here are warmly endorsed by Design Council Cabe, which
through its design review and design guidance programmes has tried to promote
inclusivity as an inherent principle for architects and urbanists, rather than as a late-
stage add-on in the design process. This is a welcome publication, and the necessity
for it is not only timely but overdue.
Paul Finch, Chairman, Design Council Cabe
Foreword v
vi Inclusive urban design
1.0 Introduction
Figure 1.1: Bradford Pool, Gillespies Landscape Architects, well designed public spaces are welcoming to all,
photograph courtesy of Bradford District Council.
1.1 Purpose of this guide
Aims
This guide describes the principles and processes by which the objectives of inclusive
design in the public realm can be assessed and delivered as part of a project.
The purpose of the guide is to inform planners, urban designers, landscape architects
and their clients how to create accessible and barrier-free public spaces, so that they
can be confidently and safely used by all.
In carrying out this task, the guide first draws together current relevant access
standards relating to the external environment, cross-referencing sources other than
British Standards where appropriate.
Second, the guide also sets out the processes by which these standards become
embedded into the design process, especially in the early design stages. Finally, the
guide refers to the contribution that can be made by user consultation. This is a long-
neglected aspect of the design process, due to the belief that published standards are
sufficient on their own. They are not, and are certainly no substitute for the knowledge
that local consultation can bring.
The guide will be helpful not only to designers responsible for delivering a quality
product, but also to policy-makers and planning authorities responsible for defining
quality with regard to public spaces (see Figure 1.1).
Introduction 1
2 Inclusive urban design
1.2 Inclusive design principles
Quality of public spaces

Inclusive design makes an important contribution to the quality of public spaces
by maximizing their use and appeal to the widest number of people (Figure 1.2).
The premise of inclusive design is that it should be possible to design the physical
environment in a way that addresses the needs of disabled people, with consequential
benefits for others, including older people and parents with small children.
A mainstream approach
By adopting a mainstream approach as opposed to focusing on special needs,
inclusive design should achieve its purpose unobtrusively and with the minimum of
additional features and gadgets. In other words, it should meet the widest possible
range of needs by offering choice rather than by focusing on a particular group.
Independence
Independent use of the built environment is substantially determined by the
availability of choice. This is critical to disabled people who have developed coping
skills over their lifetime, but also to older people with reducing abilities at a time of
life when it is difficult to learn new skills and adapt quickly.
Competing considerations
In designing external public spaces, a balance has to be achieved between
competing considerations. These include the consequences of change for historic
settings; cultural and traditional use of spaces; and also concerns for aesthetics
and sustainability. These are the challenges that this guide addresses. In so doing, it
draws particular but fresh attention to well understood objectives such as effective
wayfinding and ease of movement between levels, as well as the need for suitable
public facilities and a sense of safety and comfort. Ideas are explored concerning
shared spaces, signage and information, and each with the aim of encouraging
greater use and enjoyment of public spaces.
Both English Heritages Conservation Principles and the National Planning Policy
Framework (NPPF) provide further advice on understanding these values.
Future research
Much more on these subjects needs to be researched and tested, for example, the
creation of shared spaces with calm areas sheltered from the noise of traffic.
The key challenge for this guide will be the extent to which it can generate interest in
inclusive design by stimulating further publications and research.
Figure 1.2: The flight of steps have become a destination in themselves.
Introduction 3
Figure 1.3: Public space in New York encourages a variety of activities,
photograph courtesy of Tamara Kocan.
1.3 Sustainability
Since first published by the Government in 2003, the Sustainable Communities Plan
(SCP) has encouraged a holistic approach to urban design and planning. Arguably, this
objective is carried forward by the 2012 NPPF whose main objectives for sustainable
communities relate to long-term environmental and economic success, but also social
success. In the words of Sir John Egan:
A sustainable community meets the needs of all its citizens so that the most disadvantaged
arent left behind.
Sustainable communities: People, places and prosperity, January 2005.
The key components for sustainable communities, as advocated by Egan, make a

direct or indirect reference to the relevance of inclusive design (Figure 1.3). More
specifically, useful reference can be made to the principal factors as follows:
Lifespan: inclusive design can increase the lifespan of a building or a public

space by encouraging adaptability and flexibility (for example, Lifetime Homes for
housing).
Social inclusion: inclusive design increases social inclusion for people of all ages,
ethnicity, backgrounds and abilities.
Density: inclusive design supports the argument for denser urban development
with good public transport and encourages better pedestrian networks
(walkable streets).
Quality: inclusive design underlines the need for good quality materials that
need less frequent maintenance and replacement.

1.4 Physical and mental maps
One of the aims of inclusive design is to improve the legibility of the urban
environment for everyone. The ways in which people experience their environment
is greatly influenced by their own mental maps of the area and the extent to which
these may be easily understood. These considerations are important for all members
of the public and particularly for some disabled and older people.
The image of the city, written by Kevin Lynch in 1960, has become a classic in the
field of urban planning. It has particular relevance as the concept of legibility
becomes increasingly recognized in the design and appraisal of urban development
and the public realm. According to Lynch, the mental maps of people in the urban
environment are made up of five distinct elements:
1. paths;
2. edges;
3. districts;
4. nodes;
5. landmarks.
These elements have a close connection to the factors that should be taken into
account in the analysis of urban planning and development and its inclusivity.
Table 1.1 summarizes the relationship between the elements of The image of the city
and typical features of an access analysis: such an analysis would be relied upon to
support an access statement for planning approval.
Access statements for the public realm could usefully combine the elements of The
Image of the City and considerations of access and inclusive design. In particular, plans
marked up to show access routes and features could also show paths, edges, districts,
nodes and landmarks.
Table 1.1: Image of the city/Access and inclusive design
Access and inclusive design

The Image of the City Inclusive design considerations for the public realm
Paths The streets, rail tracks, trails and other Identification of primary and secondary access routes, particularly for
channels along which people move. pedestrians.
Edges Clear transition zones and linear boundaries, Boundaries to primary and secondary routes that support an
for example between water and the city. understanding of place.
Districts Quarters, neighbourhoods and other Distinctive areas that are clearly signposted. Each may have meeting
subsections of the city each with a distinctive places with seats and resting places.
character.
Nodes Strategic meeting points, such as city squares, A point at which an onward direction is decided upon. Meeting places
junctions or railway stations. with seats and resting places.
Landmarks Physical objects that serve as general public Recognizable features to assist legibility, orientation and wayfinding.
reference points.
Source: Lessons from Lynch, Hospers GJ, Town and country planning, vol. 79, no. 12, Dec 2010, pp. 553556.
Introduction 5
1.5 Consulting with users
In publicly funded projects there is an expectation of consultation with local people
as the future users of a new development or refurbished open space. The aim of such
consultation is not necessarily to challenge detailed design standards but more to
influence their application, drawing on local experiences and perceptions.
For example, funding may be available for repaving an existing footpath, whereas local
priority may be for improved lighting or for rest seating. Similarly, rest seating may
not achieve its desired effect if it is located close to disturbing or excessively noisy
activity.
The function of consultation is to draw attention to these types of considerations to

ensure that proposals provide value for money by addressing real needs.
The reasons and aspirations that drive a public realm project into being may be many
and varied. What they will all have in common is an impact on local people who use
or hope to use that public space. The aim of consultation with disability groups is to
avoid a mismatch between the project vision on the one hand and its inclusivity on
the other.
This almost always requires consultation early on in the design process before ideas
become irreversibly fixed. The general model is to approach an existing group, or set
up a new group, of consultees who, ideally, are local people.
This access group will need to meet in an accessible venue (Figure 1.4); their expenses
for travel (at least) will need to be covered; there will need to be a contract of sorts
regarding confidentiality; and a realistic timetable for meetings determined by the
project programme.
Above all, there must be a realistic understanding of expectations. Designers must be

allowed to design, while consultees are there to facilitate that process. Their advice
must be recorded and responded to by the design team.
Administering and supporting an access group requires a special understanding of

peoples needs and also of options for presenting information.
Ideally, a group should have a range of disabilities represented, to cover as many

areas as possible, but other groups that justify inclusion, such as older people and
perhaps parents with small children, should also be involved.
A well-designed environment should take into account the needs and preferences of
all users, without creating barriers. In a place that is designed to be inclusive, people
should not feel disabled or constrained by the environment. This is particularly true
in an urban context, where the street, the public realm, approaches to buildings and
transport facilities are for the use of everyone.

Figure 1.4: Access group reviewing progress outside Westfield shopping centre, White City, London.
The requirements of all users should be considered, including:
people with sensory difficulties, e.g. sight and hearing loss;

people with learning difficulties;
people with mobility difficulties, e.g. wheelchair users, those with walking aids;
older people;
people with small children or those carrying heavy shopping or luggage;
people with needs relating to mental health and other types of neurodiversity.
The ageing population in European countries is an important factor to consider when

designing a project. It is estimated that, by 2020, half of the UK adult population will
be aged 50 and over. The correlation between increasing age and disability is well
understood.
Inclusive design is simply good design in its completed form it is invisible when
considered in the early stages of the design process.
Introduction 7
1.6 Inclusive design process
A Inclusive design objective

The principles of inclusive design go beyond the notion of access for disabled people
by including a larger number of users such as families with children, people who are
frail and elderly, people with wheeled luggage or trolleys, etc.
Inclusive design aims to remove the barriers that create undue effort and separation. It enables
everyone to participate equally, confidently and independently in everyday activities.
Fletcher, H, 2006, The principles of inclusive design, CABE.
B Access statements
Current planning legislation requires developers to provide an access statement
as part of the design statement that accompanies planning applications. Access
statements are usually accompanied by plans which are marked up in colour to
show the principal access routes and features, and to explain the design concept,
application of standards and deviations from statutory guidance, e.g. Approved
Document M (ADM), or the adoption of best practice where there is no statutory
guidance.
C Sustainable approach
In order to create high-quality urban spaces, a sustainable approach should be applied
across all design stages, at environmental, social and economic levels. However, in
terms of access and durability, the external environment, unlike buildings, is exposed
to the elements, climate and vandalism. As a result, a balance will need to be struck
between sustainability and accessibility, where a conflict emerges.
D Consultation with access groups

Consultations with representatives of users including disabled older people,
and parents with young children, can prove successful in making buildings and
environments more inclusive, provided they are involved at the early stages of the
design process.
Legislation such as the Localism Act, which came into force in November 2011, has
reinforced the obligation for developers, local authorities and designers to engage
with local communities during the planning process.
Access groups are able to give independent advice to ensure that access issues are
properly considered and resolved to an appropriate level of detail at each step of
planning, design and construction of the development, and even post-completion.

The Inclusive design toolkit written by the London Development Agency in 2009
suggests that:
Consultation with local people will help to establish a clearer picture of the needs of potential
users, what they may expect, require or hope to gain from a development, and ensure that
important factors on access are not overlooked or ensure that the project will not have a
negative impact on disabled people.
Consultation with local disabled people has the benefit of ensuring that the
developer has the maximum possible time to develop inclusive schemes with
the minimum amount of disruption/amendment to the design process and
outcomes.
The intention for consultation is to identify the main issues and practical
impact of the proposed development on local people. There are clear
differences between:
information-giving: providing information for this purpose only;

consultation: providing information and asking for views which may or
may not be incorporated. Feedback should be given on why views have
or have not been included;
participation: asking for help to make joint decisions.
Each has its own place; consultation is the main objective of working with an
access group.
E References and precedents

Each inclusive design specification or decision will have a source of reference.
This may derive from regulation, e.g. Approved Document M or authoritative
guidance such as BS 8300. Where there is no obvious reference, a precedent
might be referred to that has been successfully developed for some other
project. The final option is by reference to a consultation groups opinion. The
aim is to have in place a robust appraisal process where all inclusive design
proposals are reviewed in reference to all of the above.
Introduction 9
1.7 Methodology
This section describes how the inclusive design review process is applied at the
design stage for mixed-use and urban design projects. The appraisal of proposals
progresses in line with either the recently revised Royal Institute of British Architects
(RIBA) or Landscape Institute design stages.
Access to the development site and into the buildings is assessed using the
sequential journey method for analysis (i.e. examining the physical, sensory, cognitive
and psychological obstacles faced by disabled people, as well as a wide range of
other users, when arriving at the locations, accessing the proposed facilities and then
leaving).
This can assist architects and designers in making sustainable and socially inclusive
decisions, by interrogating the proposals in a structured and systematic manner.
Access statement
A design and access statement is currently required for outline or detailed planning
consent. The access statement may be a standalone document or may contribute to a
combined design and access statement. Either way, the access statement will clearly:
set out the standards and policies for inclusive design;

set out key parameters that have influenced major design decisions;
set out site and planning constraints that may affect the design;
describe the project and the key provisions for accessibility, subject to
supporting details.
The access statement will identify any deviations from mandatory standards, the
rationale behind the alternative solutions offered, and how they meet the guidance.
This is particularly important in the public realm where standards are more open to
interpretation.

Figure 1.5: Sample masterplan diagram identifying primary access routes (PARs) and connectivity to the surrounding
streetscape and facilities, adapted from MAKE architects Elephant and Castle masterplan plan.
Zonal masterplans (ZMPs)

For larger sites and town planning, a ZMP may be required at feasibility stage as part
of the outline planning consent. It will identify the issues to be considered at the next
stage of the design process. At masterplan stage, the intent will be to set out the
design standards that apply and the developers and/or local authoritys commitment
to inclusive design, including references to:
transport strategy;
public infrastructure;
orientation and wayfinding;
pedestrian networks;
public realm; and
specific building uses and land uses.
At masterplan stage the project commits to broad principles of access and inclusive
design standards, but does not include technical details.
Introduction 11
Reserved matters applications (RMAs)
Pursuant to the outline planning consent, a developer may be required to submit
an RMA supported by an access statement. Such statements may be required in
specific response to planning conditions with a sufficient level of detail to reassure
planning officers that key access provisions will be met as set out in previous outline
applications.
Consultation with a local access group representing diabled people should be

undertaken where possible on RMAs.
A review of the initial design stages follows, based on the RIBA Plan of Work (May
2013).
Stage 01: Strategic definition and preparation

These early stages provide the opportunity to audit the site and contribute to the
definition of the brief in relation to access.
Stage 2: Concept design initial analysis and/or site audit

Stage 2 reviews, on-site and on-plan, will assess connectivity beyond the site
boundary. This must include reference to existing key routes that pass into and
around the site as well as the new proposals. In addition, there will be key features
outside the site that are of direct relevance to future occupants; for example, public
transport, local amenities, medical services and schools.
With the combined external and internal information provided, the inclusive design
appraisal should identify all relevant features and the existing or proposed routes
to them. This will include any obvious constraints on accessibility such as steep
gradients, fixed heights or extended distances. This information is gathered together
in a concept report that is presented as an illustrated plan (Figure 1.5) with:
key routes and features noted;

basic functions and facilities identified;
those functions defined in terms of inclusive design;
standards that apply noted; and
critical design issues listed.
Stage 3: Developed design updated proposals and consultation

Design development is an expansion of the initial analysis where priorities emerge
that influence design changes. This stage is usually engaged in via round-table
discussions or workshops, and effectively sets up the first draft access statement that
will eventually be used for planning submission. However, at this stage the report is
for internal use by clients and the design team only, and will identify issues that need
to be resolved.
The objective of the design development stage is to resolve these issues sufficiently
to gain either outline or detailed planning approval. Once the unresolved issues are
clarified, the Stage 3 report will evolve into the planning access statement that sets
out the design proposals formally submitted for approval.

Design stages from RIBA plan of work
Handover
Strategic Preparation Concept Developed Technical
Construction and In use
definition and brief design design design
close out
Confirm scope of Confirm design Carry out Review Provide Attend site Audit completed Carry out
services. standards. desk-top review developing guidance to meetings if site. joint reviews
of concept plans. design. design team. required. with facilities
Identify issues Gather Compare managers, etc.
to be included in information. Attend client, Draft access Review detailed Provide site notes as-built drawings
the design brief. design team and statement. proposals for and additional with access Set up process
Carry out consultation building control guidance. statements. to monitor
Set out desk-top review meetings. Revise access submission, if access of project
inclusive design of feasibility statement. required. Review material Draft reports in use.
parameters. studies. samples or letters of
Complete access Attend client, and provide compliance as Attend client,
Attend client Attend client, statement design team and recommendations. required. design team and
and design team design team and for planning consultation consultation
meetings. consultation approval meetings. Attend client, Attend client, meetings.
meetings. submission. design team and design team and
consultation consultation
Attend client, meetings. meetings.
design team and
consultation
meetings.
Report 0 Report 1 Report 2 Report 3 Report 4 Report 6 Report 7

Approved Document M site Access
Access audit report. Access headline report. Concept report. Access statement for schedules and notes Close out report. management
planning. access statement for plan.
building control.
Early input into the design process minimizes risk and programme overrun.
Figure 1.6: Design stages.
Consultation
Ideally, as part of the Stage 3 design development, or earlier consultation should
be undertaken with local groups of disabled people and others representing local
interests. This process is often conducted with the assistance of the local authority
access officer and should allow adequate time and be held in an accessible venue.
Alternative formats for presenting the scheme may need to be considered such as a
loop audio system for deaf or hard of hearing people and tactile maps for blind and
partially sighted people. Feedback from such events should be included in the access
statement.
Consultation with the consultative access group should ideally continue throughout
the project. The developer should agree a consultation programme and scope with
the local planning authority up to the point of approval, and continue its commitment
to the consultative process up to the completion of the development or even post-
completion.
The other RIBA Stages are: Stage 4 Technical; Stage 5 Construction; Stage 6
Handover and Close Out. These will be developed in accordance with specific projects,
reflecting their scale and complexity. The technical details that follow are intended to
assist throughout the process. However, Stage 7 justifies specific reference here.
Stage 7: In use post-completion

The developer should be committed to policies for inclusive management of the
public realm at post-occupancy stages and collaborate with service providers to
meet the needs of individual workers or residents, where this applies. At this point
the access statement evolves into an access management plan (AMP; Figure 1.6) for
the ongoing use of the completed public space. Such AMPs can cover items such as
monitoring restricted vehicle access, and how this interacts with pedestrian use.
Introduction 13
1.8 Law and planning context
The overarching legislation regarding disability discrimination resides in the Equality
Act 2010. This legislation prohibits discrimination, but relies on associated legislation
and regulations to describe what is and is not acceptable.
With regard to buildings, the requirements for physical access are set out in Part M of
the Building Regulations.
Similarly, requirements are set out within planning legislation and its supporting
supplementary planning guidance.
It should be noted that the design of the public realm is less supported by national
guidance and its scope can be outside the Highways Act 1980. For this reason, design
decisions can vary from borough to borough. This is generally viewed as unhelpful to
disabled people relying on consistent standards across boundaries.
The Planning and Compulsory Purchase Act 2004 and the Town and Country Planning
(General Development Procedure) (Amendment) (England) Order 2006 place a
responsibility on developers to provide an access statement as part of a design
statement to accompany planning applications. The contents of an access statement
are set out in more detail in Section 1.7.
The main publications incorporating legislation, regulations and good practice are
outlined below.
Equality Act 2010

The majority of the Equality Act 2010 (hereafter, the Act) came into force on 1 October
2010. The Act replaces various separate anti-discrimination laws, including most of
the Disability Discrimination Act (DDA) 2005 and subsequent amendments, with further
sections replaced over a period of time.
Disability is one of nine protected characteristics defined by Part 2 of the Act.

Definitions of discrimination are also described.
Service providers and employers will have ongoing duties, similar to those in the
DDA. These duties might include removing physical barriers to disabled people, the
provision of aids and equipment, and ensuring management policies and practices do
not discriminate against disabled people.
The Act does not contain any specific requirements for the built environment and
therefore has no relevance to compliance in respect of physical building standards.
A key question under the Act is whether the space in question forms part of a service.
This being the case, all reasonable adjustments should be provided to avoid the
disadvantages that may be caused by a physical feature.
Planning and access for disabled people: a good practice guide (2003)
This good practice guide was published by the Office of the Deputy Prime Minister
to provide guidance in the delivery of inclusive environments through the town and
country planning system.

Local planning policy
Each local planning authority is required to write a plan, setting out planning
policies in a local authority area. This plan guides and informs day-to-day decisions
on whether or not planning permission should be granted. Although prepared in
accordance with the NPPF, these plans vary across the UK in accordance with local
conditions and aspirations.
The London Plan has an overarching requirement to create inclusive environments.

This policy requires all future developments to meet the highest standards of
accessibility and inclusion (Policy 7.2). Policy 7.6 states that architecture should make
a positive contribution to a coherent public realm, streetscape and wider cityscape,
partly by applying the principles of inclusive design.
Supplementary planning documents (SPDs)

SPDs provide guidance and additional detail on local planning matters. They may
include masterplans and development briefs which deal with specific parcels of land
or provide additional information on a specific local issue, such as a design guide.
The SPDs outline an approach for delivering and implementing inclusive access.
Clients and designers should check the SPDs for relevant local authority guidance. In
2004, the Greater London Authority (GLA) published Accessible london: Achieving an
inclusive environment.
The National Planning Policy Framework (NPPF), Department for Communities and
Local Government (2012)
The NPPF sets out the Governments planning policies for England. It provides a
framework within which local authorities produce their own distinctive plans and is a
material consideration in planning decisions.
The NPPF states that all developments should be designed to be inclusive and
that this should be addressed by local policies. It also advises that local planning
authorities should assess their housing requirements by considering the needs of the
different groups in the community including parents and children, disabled people
and older people.
Disabled Persons Transport Advisory Committee (DPTAC) access principles

The DPTAC was an independent body established by the Transport Act 1985 to advise
the government on the transport needs of disabled people. All access statements
should recognize DPTACs principles in advising government and industry, which are
as follows:
Accessibility is a condition of any investment.

Accessibility must be a mainstream activity.
Users should be involved in determining accessibility.
Accessibility is the responsibility of the provider.
Introduction 15
1.9 Application of standards
Public realm
There are no nationally agreed regulatory standards governing inclusive design in
the public realm, and rural areas are usually considered exempt. Urban environments
differ in that they usually form part of a route to a building or are part of a street and
transport infrastructure. This again contrasts with standards for buildings and their
immediate approaches, where building regulations and ADM and other standards,
such as those for accessible housing, apply.
Part M can be taken as a benchmark for determining the accessibility of the public
realm with regard to immediate approaches to buildings. However, beyond this,
reference should be made to a range of best practice publications, as listed in the
Bibliography.
Building Regulations Approved Document M (2013)

ADM is applicable to primary routes to/from nondomestic buildings, especially within
the site. Wider urban settings, and especially landscape such as woodland paths,
wildlife areas and rural settings, have their own best practice access standards, such
as the Fieldfare Trust Countryside for all guidance.
Best practice standards

Reference is made in this guide to a range of publications (BS8300:2009; Inclusive
mobility: A guide to best practice on access to pedestrian and transport infrastructure (DfT,
2002)) and specialist guidance such as Sight line: designing better streets for people
with low vision (Atkin, 2010), as well as central and local government access policies
and transport notes. A list is included in the Bibliography.
Futureproofing standards
An access statement outlines the approach of the developer to inclusive design.
The futureproofing of the scheme will be achieved by the monitoring and review of
commitments made in the access statement.
The access statement commits the scheme to a set of design standards current at
the time of the planning application. If these standards change during the intervening
period prior to construction, it is unlikely that the scheme will have an obligation
to meet subsequent new standards. However, this may still have to be agreed with
planning officers, particularly if the scheme is resubmitted for planning approval at a
substantially later date.
As with the previous DDA, the Equality Act has a 10-year exemption clause, if the
scheme was designed and constructed to statutory standards at the time of
completion.

Interpretation and implementation
One of the key issues in designing the public realm and landscaping is knowing which
areas are subject to legislation and design guidance. Design guidance is intended to
allow room for innovation.
ADM also acts as guidance and, if an innovative solution can demonstrate an equal
measure of access to that set out in the ADM, this may be satisfactory. No two
projects are alike. Innovative solutions should be tested and consulted on, and
documented in the access statement.
Historic environments and listed building consent

It should normally be possible to plan suitable access to historic buildings and
landscapes without compromising their special interest. A considered review that
explores appropriate alternatives may achieve the desired result without any need for
alterations. When alterations are deemed necessary or desirable they should emanate
from a thorough understanding of the historic and architectural significance of the
facility in question, combined with an understanding of the needs of all users.
Planning permission, listed building or Scheduled Monument (SM) consents

may be required if changes affect a historic building or landscape. There is a
general presumption in favour of the preservation of listed buildings, except
where a convincing case is made for their alteration. This principle is embodied in
current listed building legislation. In most cases access can be improved without
compromising the special interest of such a building.
Organizations such as English Heritage provide valuable advice and guidance, e.g.
Streets for all and the Easy access series.
Introduction 17
2.0 Arrival
Figure 2.1: Place-making creates accessible links to Guy's Hospital at London Bridge station/The Shard,
photograph courtesy of Helen Allen.
Arrival is not just about ease of movement and access. It is about a sense of place
and reinforcing an understanding of where you are. This aim is achieved by a
combination of factors both physical and sensory.
Key elements for arriving at a desired destination in urban areas include:
accessible transport facilities;

well-located and adequate parking and drop-off areas;
direct, accessible pedestrian routes;
simple entrance controls;
a sense of safety.
Arrival 19
2.1 Inclusive road network
Primary roads
Primary roads will have vehicular traffic, including buses, usually in both directions,
and have a speed limit of 30mph. Where primary access routes (PARs) (see Chapter4)
cross primary roads, there should be crossings controlled by lights. The road surface
treatment at junctions should be designed to slow vehicle speeds and ensure safe
crossings for pedestrians.
Secondary roads
Secondary roads will have the same features as primary roads, but will not be
bus routes, and have a speed limit of 20mph. They will give greater priority to
pedestrians, with more frequent opportunities for crossing the road safely, usually
without controlled crossings (Figure 2.1).
Tertiary roads
Tertiary roads are intended to set new high standards for the provision of safe,
inclusive access, usually in residential settings, e.g. Home Zones
(see http://www.homezones.org/concept.html for more details). They can be
culdesacs with no through vehicle traffic, and may have a speed limit of 10mph.
Cycle routes
Cycle routes can either be on cycle lanes alongside primary or secondary roads,
or on cycle tracks adjacent to pedestrian routes. Cycle routes should always be
differentiated from pedestrian routes by a tactile or other suitable delineator,
supplemented if necessary by additional visual or physical measures. People who
are deaf or hard of hearing can be especially vulnerable to the unheard approach of
cycles when out of direct view.
Pavements
All roads should have footways separated and distinguishable from the carriageway
(see Chapter 4). This may be by a low or raised kerb or if no kerb, by visual
demarcation, depending on the location and relationship between pedestrian and
vehicular movements.
A raised kerb can help ensure that vehicles do not encroach on the pavement, and
enable blind and partially sighted people to identify the kerb line with their cane or
foot. A single surface can provide unrestricted access for all pedestrians, but always
subject to some key safety considerations. These include the volume and speed
of vehicles, (see Section 4.5); the direction of traffic (one way or both ways); and
frequency of use by pedestrians at differing times of the day.

Figure 2.2: Taxi rank at Kings Cross station, London, incorporates flush and raised sections,
2.2 Public transport

Urban areas may be served by a network of accessible public transport (Figure 2.2).
Accessible means of transportation to key facilities is particularly relevant for disabled
people who cannot walk long distances or who tire easily. Where existing transport
options are not accessible, as remains the case with most London Underground
stations, then accessible alternatives should be identified.
The emphasis on accessible public transport is even more relevant now that
sustainable urban developments, the mitigation of climate change, and health and
well-being are all high priorities. The use of private cars is being discouraged and
walking and cycling promoted. It is therefore important to have an integrated network
of public transport systems that are as accessible as possible for everyone, in order to
encourage people to use public transport, including disabled people.
Public transport systems should be designed in accordance with the specific guidance
relating to the different systems, together with the relevant sections of this guide.
Arrival 21
Buses
In an urban development, all areas should have convenient access to an accessible
public bus network with buses running in both directions on the majority of primary
roads.
Bus stops should conveniently serve key facilities and services by being located
within a reasonable walking distance. They should be adjacent to, but not obstructing,
pedestrian routes so that pedestrians have access to and from the bus stop without
crossing cycle routes, including where these run between the pedestrian footway and
the vehicular carriageway.
There should be level access on and off buses, either provided by a raised kerb or
ramped platform or by a mechanical ramp within the bus.
Bus shelters with seating should be provided where possible, particularly at major
stops. They should not cause an obstruction to pedestrian or vehicular routes.
Shelters should be designed with reference to their historic and local context and
integrated with the wider designed environment (see Section 7.6).
Real-time information about bus routes and departures should be provided in both
visible and audible formats.
Trams
Trams are a convenient and sustainable way to travel within a city, and are being
reintroduced in cities in the UK, for example Edinburgh and Manchester. There are
several examples in European countries such as Germany and France.
New tram systems should be fully accessible, with platforms at the tram stop that
provide level access. Platforms should have tactile paving to warn visually impaired
people of the platform edge.
Shelters should be provided where possible, particularly at major stops. They should
not cause an obstruction to pedestrian or vehicular routes (see Section 7.6).
Real-time information about tram routes and departures should also be provided in
accessible formats.
Railways
The design of stations should follow the guidance in Accessible train and station
design for disabled people: A code of practice (Department for Transport and Transport
Scotland, 2010).
Access from the platform to the train should be level. Where the platform is lower
than the train entry level, access can be achieved by a raised ramped access deck.
Where this is not possible, either a platform lift should be provided, as it is for the TGV
high-speed train in France, or a portable ramp, with necessary staff assistance.

Underground rail systems
The design of Underground stations should follow the guidance in Station planning
standards and guidelines Good practice guide (London Underground Limited, 2007).
One of the major problems in many Underground stations is that access to the
platforms and the trains is not step-free. Most Underground stations in London
have several series of escalators (or steps) that make the system inaccessible
for wheelchair users and many ambulant disabled people, and difficult for other
users whose mobility may be inhibited by having pushchairs or heavy luggage.
Where possible, there should be lifts from street-level to provide step-free access
to the ticket hall and platforms. This objective has been achieved, in many London
Underground stations, and Crossrail, where twin lifts will be provided to most stations.
Community transport
There should be set-down and pick-up points for taxis and other community
transport vehicles close to major public buildings, pedestrian spaces (parks and other
pedestrian areas), railway, Underground and bus stations. These points should be
clearly signed as well as easily and safely accessible by everyone, including disabled
people. They should preferably be accessed from tertiary roads: if they are on primary
or secondary roads they must not obstruct the traffic lanes (see also Sections 2.3 and
2.3c).
When setting out a masterplan, assess travelling distances from bus stops to key
housing developments, as well as the orientation of entrances and path networks. For
larger sites, consider on-site access and set-down points for Dial-A-Ride and smaller
Hopper bus routes.
Shopmobility
Shopmobility services which provide loan mobility scooters should be provided in
accordance with the local authoritys planning policy and guidance, so that disabled
people can extend their travel distances both within the public realm and within retail
centres and other large building complexes.
Shopmobility services should be located within 50m of disabled car parking; and
have an office, store and servicing arrangements adjacent to the provision. The
possibility of extending Shopmobility services by using mobile units to provide
mobility scooters at train and bus stations should be considered. Circulation within
retail units should be designed with Shopmobility users in mind.
Arrival 23
Figure 2.3: Taxi set-down points with raised kerb, Kings Cross station, London.
2.3 Set-down/pick-up points
a. Definition
Set-down/pick-up points (Figure 2.3) are designated places, off the main carriageway,
where taxis and other vehicles can stop for a short time to allow their passengers to
get into or out of the vehicle and unload mobility equipment safely.
b. Design issues
Provision
Designated set-down/pick-up points, off the main carriageway, should be provided at
key facilities so that passengers can alight or board safely. Stationary vehicles should
not obstruct the main carriageway nor obstruct other waiting vehicles.
Location
Generally, set-down/pick-up points should be located to optimize accessibility and
minimize onward pedestrian travel distances to entrances. Drop-off points should
preferably be within 1020m of entrances to key facilities, and no more than 50m.
Dimensions
The parking bay should be long enough to allow access to the rear of the vehicle for
a ramp or tail-lift, and to enable passengers to alight safely on the carriageway side if
transferring laterally.

Level access
Set-down/pick-up points should be on firm, level ground and with suitable level
access from the bay to the footway. However, wheelchair-accessible vehicles may
be easier to access from a raised footway with a kerb. Level-access drop-off points
should ideally be highlighted with a change of material, texture and colour.
c. Specific recommendations
Set-down and pick-up points should conform to BS 8300:2009 (amended 2010) and
Inclusive mobility (DFT, 2002).
Table 2.1: Recommendations for set-down/pick-up points
Source if not
Category Issues Detailed considerations BS 8300:2009
Provision Set-down/pick-up points should be provided at transport termini,

health buildings, shopping centres and key public building and
attractions.
Location As near as possible, preferably within 1020m and no more than

50m, to the accessible entrance. Where the distance is more than
Set-down/ 50m, resting places with seating should be provided.
pick-up points
Dimensions 6.6m long by 3.6m wide, parallel to the carriageway. Inclusive mobility
Level access In the parking space the road gradient and camber should be not Inclusive mobility
more than 1:50. Dropped kerbs should be provided.
Arrival 25
2.4 Parking provision
a. Definition
Parking for cars and other vehicles needs to cater for a range of activities and people,
including residents, staff, visitors, people making deliveries, etc. In any car parking
provision there must be designated spaces for disabled people, including wheelchair
users (Figure 2.4). This can be on-street parking where vehicles are parked parallel
or at an angle to the carriageway, or part of an off-street designated car park.
Designated accessible parking for disabled people is often provided free of charge.
Some authorities allow drivers with Blue Badges to park in restricted parking areas,
free of charge.

Figure 2.4: Accessible parking and assistance points at Kings Cross station, London,
b. Design issues
Provision
On-street parking
On-street parking should include designated Blue Badge parking bays distributed to
minimize pedestrian travel distances to destinations. This needs to be negotiated with
the local authority highways department.
Off-street parking
The proportion of accessible parking provision should be in accordance with
either the local planning policy or Department for Transport guidance. BS 8300
recommends provision for different types of buildings.
Residential developments
Provision of accessible parking spaces may be based on the number of residential
units within a development, or the proportion of wheelchair-accessible units provided,
Arrival 27
Figures 2.5ab show alternative car park materials used in Liverpool,
photographs courtesy of Helen Allen.
as set out in the local planning policy. It may also be influenced by the close location
or otherwise of accessible public transport.
Parking layouts should ideally be designed so that the number of accessible bays can
be increased without making major changes. For example, end bays to rows could
be identified to provide future transfer spaces where safety is not compromised or
hindered by structural columns or moving vehicles.
Location
Accessible car parking should be located as close as possible to the entrance of the
building, facility or open space that it serves, to minimize travel distance and make
access as easy as possible.
In car parks or multi-storey car parks, accessible spaces should be distributed in

clusters. They should be located close to the entrance or accessible lift cores, and it
should not be necessary to cross service roads to reach these.
Within residential developments, car parking spaces suitable for wheelchair users
should be as close as possible to their individual dwelling, or the communal entrance
or lifts serving their apartment.
Signage
Car parks and parking should be clearly signed from key access points and adjacent
roads; directional signage should be part of the overall signage strategy for the area
(see Section 3.4).
Designated accessible spaces should be clearly signed and indicated (see section
below on Markings).
Information
Information on the conditions and requirements for parking, including payment terms,
should be clearly displayed at the entrance to a car park, e.g. light-emitting diode (LED)
signs indicating bay availability.
Materials
Accessible parking bays should have a firm, level surface, with level access to a safe
marked-out pedestrian-accessible route to the destination(s) they serve or, in the
case of multi-storey car parks, to an accessible lift. In parkland or historic settings a

Figures 2.5cd show historic spaces in the Treasury Courtyard, London.
different approach may be required, with the mixed use of indigenous materials, e.g.
setts/cobbles or gravel for the car areas and a hard surface for the transfer zone and
pedestrian path routes where necessary. On privately managed land there may be
more room for innovation.
Dimensions
Accessible parking bays should be sufficiently large to allow space for rear and lateral
transfer.
In covered car parking, some accessible parking spaces should be suitable for high-
top conversion vehicles (HTCVs) at least one parking level. There should be sufficient
headroom both in the accessible parking spaces and the circulation routes to them.
Where this is not possible or viable, surface parking adjacent to the entrance may
provide an acceptable alternative, subject to details of the onward route to lifts and
accessible exits etc. Other vehicles, driven by severly disabled wheelchair users, need a
clear space 3 metres wide on the rearside to allow access by a platform lift.
Markings
Accessible parking spaces, and the access zones around them, should be clearly
marked both on the ground and by a sign that can be seen when the ground is
covered with snow or leaves (Figure 2.5).
Ticket machines
Where a pay-and-display system is in operation and free parking is not provided for
disabled people, a ticket machine conforming to BSEN12414 that is accessible to
wheelchair users should be provided close to the designated spaces.
Electric vehicle charge points

Consideration may need to be given to the future potential increase in electric
vehicles and the provision of on- and off-street charge points. These may be used by
both vehicles and scooters.
Lighting
Parking spaces, ticket machines and any access routes from them should be well lit
(see Section 7.11).
Arrival 29
Parking provision and space requirements should conform to ADM as a statutory
minimum, if associated with a building, or BS 8300:2009 (amended 2010) and
Inclusive mobility (DfT, 2002) elsewhere (Table 2.2).
Table 2.2: Recommendations for parking provision
Source if not
Provision The proportion of accessible parking should be in accordance with

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

pedestrian travel to destinations.
As near as possible, preferably within 50m, of the accessible entrance
to buildings, transport termini, public open spaces and any other
public facilities, and not further than 150m. Where the distance is
more than 50m, resting places with seating should be considered.
Signage See Section 3.4.
Parking Information See Section 3.4.
Access There should be step-free access directly to a primary or secondary

accessible route (see Section 4.1) from the parking space, without
crossing vehicular access routes.
Dimensions On-street parking: bays 6.6m long by 3.6m wide, parallel to the Inclusive mobility
carriageway.
If there are two parallel rows of parking there should be a continuous
lateral transfer zone 1.2m wide between the rows.
Accessible bays: 4.8m long by 2.4m wide, plus a 1.2m safe access
zone to both sides of the space and at the end.
Overall space requirements can be minimized by sharing side access
zones. If this is done, five designated bays can fit into the same space
as eight standard bays.
Enlarged bays: 6m long by 3.6m wide.
Height required for HTCVs: 2.6m.

Source if not
Markings The parking space should be marked with the International Symbol for
Access on the ground, with a length of 1.4m. The 1.2m surrounding
access zone should be marked with yellow criss-cross lines. Note:
on private land alternative markings, materials and colours may be
acceptable.
There should be a sign that has its lower edge 1m above ground level
identifying that the parking space is for disabled people, either using
the International Symbol for Access or stating Blue Badge holders
only.
Ticket dispensers Ticket dispensers should be close to the designated parking spaces
and should have level, unobstructed, safe access from them,
preferably without crossing a vehicular route.
Height of controls and coin slots:
Parking
Where only one dispenser is provided: 750mm to 1,200mm.
Where more than one dispenser is provided: the second dispenser
may be 1,000mm to 1,400mm for use by non-wheelchair users.
There should be a level space, free of obstructions, at least 1,850mm
deep and 2,100mm wide in front of the dispenser. Any plinth below
the ticket dispenser should not project beyond the face of the
dispenser and should not restrict access by a wheelchair user.
Lighting Artificial lighting levels should be a minimum of 20lux, and up to

100lux where there are any potential hazards (ramps or steps). At
ticket dispensers the illuminance should be 200lux at the interactive
areas with 50lux background lighting. See also Section 7.11.
Artificial lighting should be positioned so that it does not cause glare,
reflection or shadows.
Arrival 31
2.5 Pedestrian routes to entrances
Primary access routes (PARs) are defined as the most direct and convenient accessible
pedestrian routes. There should be direct PARs from set-down/pick-up points to
the entrances of buildings, public pedestrian open spaces and other amenities; see
Chapter 4 for more information.
2.6 Vehicular entrances to site

a. Definition
The vehicular entrance to a site or specific urban area may or may not be marked.
Where an entrance is defined, this may be by signage only or may also include
physical features such as road humps, rumble strips, changes in road surface colour,
or access controls such as tickets, barriers or gates.
b. Design issues
Identification
Vehicular entrances to sites or specific areas should be easily and clearly identifiable
by drivers.
Directional signs to entrances should be provided to assist drivers to find them: these
should be integrated into the overall signage strategy (see Section 3.4). Entrances
should have clear signs, which may be names or may indicate functions such as
Parking or Market. They should be clearly visible from the approach.
Any physical features used to define an entrance, such as different road surfaces or
access controls, should be clearly visible.
Information
Where information is required for access (e.g. operating the access controls or on
height restrictions) or on the use of the area (such as restrictions or speed limit), this
should be clearly displayed at the entrance. It should be of a size that can be easily
read from a vehicle and be positioned so that if the drivers of vehicles slow down or
stop to read it they will not cause an obstruction (see also Sections 2.3 and 3.4).
Height restrictions
Where a vehicular entrance has a height restriction, for example when entering
underground or multi-storey parking, it should be high enough to accommodate a
HTCV, or alternative arrangements should be available. The effect of any humps or
slopes should be taken into account.
Height restrictions should be clearly marked before a driver reaches the entrance, and
there should be space to turn or reverse without causing an obstruction.
Access controls
Where there are vehicular access controls (ticket machines, barriers or gates), they
should be able to be operated by the driver without leaving the car. The controls
(buttons, swipe cards, tickets or keys) must be easy to reach and use, including for
drivers with limited dexterity; dual height controls can assist such people. For regular
users, a remote-control system may be an appropriate option.

Emergency assistance
There should be a communication system to call for assistance if necessary, or in the
event of an emergency. This should include texting facilities for people who are deaf
or hard of hearing.
Lighting
Entrances, signage and access controls should be well lit so that they can be easily
operated and also give a feeling of security and enhance passive surveillance (see also
Section 7.11).
Vehicular entrances and access controls should conform to BS 8300:2009 (amended
2010), BS 6571-4 and Inclusive mobility (see Table 2.3).
Table 2.3: Recommendations for vehicular entrances to site

Source if not
Identification See Section 3.4.

Physical features used to define the entrance: different road surfaces
or access controls (gates, barriers) should visually contrast with their
background.
Information See Section 3.4.
Height restriction Vehicular entrances should provide a vertical clearance of 2.6m from Inclusive mobility
the carriageway, or there should be alternative arrangements for
access for high vehicles.
Vehicle access Height of controls: 1,0001,300mm above the carriageway. Inclusive mobility
control systems Information/instructions should be at the lower edge: 1,000
1,100mm.
Distance from carriageway: no plinth should extend into the
carriageway by more than 50mm from the front face of the control
panel.
Vehicular
entrances Pay machines Allow for approach space of 1,8502,100mm for wheelchairs with Inclusive mobility
level access; coin slots at 750mm., uppermost keypad buttons no
higher than 1,200mm.
Controls Controls, e.g. intercoms, for wheelchair users should be 750 Inclusive mobility
1,000mm above floor level and should be angled so that they are BS 6571-4
easy to reach from a seated position in the vehicle.
The cord of the receiver should be at least 735mm.
Emergency A call button or other means of calling for assistance should be Inclusive mobility
assistance located on the control panel. An emergency telephone number, which
is permanently staffed, should be displayed at the barrier and should
connect to a text phone as well as an ordinary telephone.
Lighting Information, instructions and control panels should be well lit, with an *SLL Code
illuminance level of 200lux, with a background illuminance of 50lux. and Lighting
Refer to BS guidance for road routes. Application
Standards
* Society of Light and Lighting
Arrival 33
Figure 2.6: Steps and slope provide access to The Treasury, London.
2.7 Pedestrian entrances
a. Definition
Pedestrian entrances to sites and urban areas (Figure 2.6) may or may not be
defined or controlled. Control might be by gates or barriers, operated manually or
electronically.

b. Design issues
Identification
Pedestrian entrances to sites or specific areas should be easily and clearly identifiable.
There should be clear directional signs to pedestrian entrances, particularly from the
nearest set-down point or parking area, where pedestrian entrances are not obvious
or where there are alternative entrances: these signs should be integrated into the
overall signage strategy (see Section 3.4).
Any name boards should be clearly visible and easily readable: care should be taken
that they are not obscured by foliage, other signage, parked vehicles, people waiting
or other obstructions.
Any physical features used to define an entrance, such as ticket machines, barriers
or gates, should visually contrast with their background to assist blind and partially
sighted people.
Information
Where information is required for access (operating the access controls, opening
hours or on the use of the area), this should be clearly displayed at the entrance.
It should be positioned so that people reading it will not cause an obstruction to
circulation or the entrance itself. (See also Section 3.4.)
Space
Where people are likely to congregate or wait at an entrance there should be
adequate space and seating for this without obstructing the circulation routes. Space
may also be required for parking bicycles, buggies or prams, or leaving wheelchairs or
scooters.
Weather protection
Where people may have to wait or queue at an entrance, or where there are controls,
it is desirable to have weather protection and some shade from direct sunlight.
Level manoeuvring space

Where there is any access control, barrier or gate there should be a level manoeuvring
space on either side of it to enable wheelchair users to position themselves and
operate the machine, barrier or gate.
Level threshold
All pedestrian entrances should have a level threshold.
Arrival 35
Gates
Gates that swing either way are the easiest to use, particularly for wheelchair users
and those with limited mobility, as it is easier to push rather than pull. If they only
swing one way, this should be clearly indicated on the gate. Gates can be manually
operated or automated and controlled by buttons or keypads. Manual gates may have
closing devices.
Revolving gates and turnstiles are not accessible for wheelchair users and are difficult
for disabled people or blind and partially sighted people and should not be used
unless there is an adjacent alternative accessible route. Accessible gates and stiles are
available; refer to the Fieldfare Trust for further guidance.
Gates should be wide enough for a wheelchair user or a mobility scooter to pass
through comfortably.
It should be possible to see someone, either walking or in a wheelchair, approaching

the gate from the opposite side. This can be achieved by a solid low height gate or by
a gate that is not solid, for example, with open ironwork, or vision panels.
It should be possible to open a gate with one hand, without the need to grasp or twist,
to assist those with limited dexterity. The handle should be easily identifiable. They
should be able to be without the need for excessive force.
Automatic gates should be clearly indicated as they are approached, including the
direction in which they open. The controls, whether button, keypad or swipe card,
should be accessible and easily used by everyone, including wheelchair users and
people with limited dexterity or blind and partially sighted.
There should be a communication system to call for assistance if necessary, or in the

event of an emergency. This should include texting facilities for people who are deaf
or hard of hearing. Automatic gates should be capable of manual operation in the
event of a power failure.
Where an entryphone system is used, this should be accessible and usable by a

wheelchair user. It should be easily identifiable by contrasting visually with its
background.
Lighting
Pedestrian entrances and access controls should be well lit so that they can be easily
operated, and give a feeling of security and enhance passive surveillance. See also
Section 7.11.

Pedestrian access should conform to BS 8300:2009 (amended 2010), BS 6571-4 and
Inclusive mobility (Table 2.4).
Table 2.4: Recommendations for pedestrian entrances
Source if not
Identification See Section 3.4.

Entrances and associated features should visually contrast with their
background.
Information See Section 3.4.
Space See Section 7.
Weather Where a canopy is provided, no part of it, such as supports, should be

protection a hazard for blind and partially sighted people.
Level There should be a level manoeuvring space, 1,500mm 1,500mm Inclusive mobility
manoeuvring minimum, on either side of any gate or access barriers.
space
Level threshold The threshold should either be level or have a maximum upstand
of 15mm. Any upstand greater than 5mm should be chamfered or
rounded.
Gates Width: gates should have a minimum clear width of 1,000mm; up to Fieldfare Trust
1,200mm for sports wheelchairs.
Vision through gates: there should be a minimum zone of visibility Sport England
Pedestrian between 500mm and 1,500mm from ground level, where possible, (2010)
entrances with a maximum interruption of 350mm within this zone.
Fittings: where possible gate opening furniture should be lever
handles. Lever handles should preferably be 900mm from ground
level, or between 800mm and 1,050mm.
Fittings should contrast visually with the surface of the gate, with
a difference in light reflectance value (LRV) of 15 points or more.
Opening force: the opening force should not be more than 20N.
Automatic Gate entry systems should be located on the latch side of the gate
controls either on the gate face or the adjacent wall. The activation pad should
be within 200mm of the frame at a height of 900mm to 1,050mm
from ground level. Manually operated powered gates should have
controls at least 1,400mm away from leading and swing of gate.
Entryphone systems should have an LED display to assist people who

are deaf or hard or hearing. Acknowledgement of the call and release
of the lock should be both audible and visible.
Lighting Information, instructions and control panels should be well lit, with an BS 5489
illuminance level of 200lux, with a background illuminance of 50lux.
See also Section 7.11.
Artificial lighting should be positioned so that it does not cause glare,
reflectance or shadows.
Arrival 37
3.0 Wayfinding
and information
Figure 3.1: Legible London signage,

Wayfinding and information 39

3.1 Legibility
a. Definition
Legibility is the degree to which a place has a clear image and is easy to understand.
A key objective of urban design is to promote legibility through development

that provides recognisable routes, intersections and landmarks to help people
find their way around.
By Design: Urban design in the planning system: toward better practice, DETR, 2000.
b. Design issues
Streets
Street patterns should be designed to provide a strong, legible framework with
unobstructed sight lines supported by orientation features such as distinctive
shopfronts, artworks, etc.
Pedestrian routes
Pedestrian routes should be designed to be easily identifiable, and direct and
convenient to assist wayfinding to adjacent areas.
The pedestrian access routes should be clearly legible, minimizing the need for
elaborate signage.
Links into an area

Pedestrian links across any physical boundaries (e.g. bridges over rivers, major roads)
should support understanding of place and assist people in orienting themselves.
Winding routes can often disorientate people with severe sight loss. Providing a
variety of routes with information about them (e.g. length, incline, maps) offers choice
to the widest number of users.

Figure 3.2: Variety of alternative routes, with clear sightlines to each,
photograph courtesy of Rachael Marshall.
3.2 Wayfinding
a. Definition
Wayfinding is using spatial, physical and environmental clues to plan and navigate
moving from one place to another.
The ease of wayfinding through an urban area, whether on foot or by vehicle, is mainly
determined by its inherent legibility, supported by signage and information systems
(Figure 3.1).
Wayfinding support can take many forms:
shapes landscape, buildings, planting, sculpture;

signage;
tactility surfaces, planting;
personal navigation systems mapping and memory, photoguide, global
positioning systems (GPS).

Figure 3.3: Water feature with tactile warning at Central Saint Martins College of Art and Design, London.
3.3 Sensory clues
a. Definition
Sensory clues, whether through touch, smell or sound, can assist with navigation for
blind and partially sighted people and those with learning difficulties.
b. Design issues
Touch
Sensory clues involving touch include tactile paving, signage (Figure 3.4) surface
textures, tapping rails, handrail design, tactile indicators on handrails, or even planting.
Smell
Some plants and certain timber can provide olfactory clues. Buildings and kiosks can
also provide clues, e.g. pubs, restaurants and bakeries.
Sound
Audible clues can be provided by features such as fountains or other running water
(Figure 3.3), chiming clocks, different surface materials, the proximity of buildings to
each other and reverberation of sound.
Refer to Sensory Trust publications and website (http://www.sensorytrust.org.uk/) for

more information.

3.4 Information and signage
a. Definition
Clear information in different formats, coupled with consistent signage is essential to
help everyone with wayfinding, particularly disabled people, visitors, and those whose
first language is not English. Information can be presented in visual, audible or tactile
forms.
b. Design issues
Provision
Location and design of signs should be considered eraly in the deign stage to ensure
that they provide the necessary information in a design that complements the
overall scheme. Signage inserted post-completion often results in poor locations, or
overprovision to make up for poor legibility.
Information should be provided at points where people need to make a decision about
where to go or what to do next: for example, on arrival or at a route intersection.
Signage should reaffirm directions on a route that continues over a long distance.
Directional signs should specifically identify routes that are accessible and step-free,
where appropriate with distance indicators.
Routes to, and the location of, key accessible facilities such as parking, transport
hubs, information centres, WCs, lifts, and exits should be clearly indicated as part of
the overall signage strategy. This is critical for everyone but especially for people with
limited walking capability.
Location
Information and signage should be located where it is clearly identifiable and visible.
Signage should not be placed within pedestrian routes (see Sections 8.18.2) where it
might be obscured and missed, for example on low level walls or within shrubbery.
Signage location should be consistent with surface tactile information, for example
at crossings, to not only help people with sight loss but also sighted companions with
them.
Where audible information is provided, it should be in a quiet area where background

noise will not make it difficult to hear the information.
Consistency
Information should be provided in a consistent, repeated manner so that it is reliable,
easily recognizable and readable by everyone, particularly blind and partially sighted
people.

Figure 3.4: Tactile signage at Tower Bridge, London.
Lighting
The lighting design strategy should serve both safety and wayfinding, the latter
usually through illuminated signage. Lighting can be vital for wayfinding at night, by
lighting, or even colour coding, key pedestrian routes.
Size and height of signs

The size of signs required will depend on the maximum and intended viewing distance
and the illumination of the sign. Wall-mounted signs should be at a comfortable
viewing height for most people.
Design and size of lettering

The design and size of lettering and symbols is particularly important for blind and
partially sighted people. For ease of reading, there is a preference for sans serif fonts
and the use of both upper- and lower-case text for shape association.
Format of information
Information and signage should be provided in a variety of formats text, symbols,
pictorial to benefit the widest range of people including those who are blind and
partially sighted or those with language or learning difficulties.
Often a symbol, icon or other image can be an acceptable and more inclusive
alternative to words. Only commonly recognized British Standard symbols are
recommended. Any other symbols, such as local icons, should be tested with local
user groups for recognizability.
Technology is providing an increasing range of innovative aids for wayfinding and

navigation. These include a combination of GPS and personal announcement systems
to assist the individual.

Directional signs
Directional signs should give as much information as possible to assist people
in planning and navigating their route, including distances, step-free routes and
gradients (Table 3.1).
Table 3.1: Viewing distances based on information in the Royal National Institute of
Blind People (RNIB) Sign Design Guide
Indicative text height in centimetres (uppercase)
3/60
Visual acuity
6/60
6/9
1m 1.5m 2m 2.5m 3m 3.5m 4m 4.5m 5m 5.5m 6m
Reading distance in metres
Visual contrast
There should be good visual contrast between the information and its background
and between the board or sign and its surroundings to assist with legibility,
particularly for blind and partially sighted people.
Tactile information
Where possible, tactile information should be provided to facilitate wayfinding
assistance for blind and partially sighted people. It should be at a height and angle
that is within comfortable reach. Signs beyond reach and not intended for touch do
not need to be tactile.
Audible information
Audible information can assist with orientation and wayfinding, particularly for blind
and partially sighted people.
Cleaning and maintenance

Regular cleaning and maintenance of signage and information panels ensures that
they remain clearly legible and up to date (see Section 8.2).

Information and signage should be provided in accordance with the
recommendations of The Sign Design Guide and BS 8300:2009 (see Table 3.2).
More detailed guidance on the way to design good signage and communication
features is given in Legible London (http://www.legiblelondon.info/wp01/index.php).
Table 3.2: Recommendations for information and signage
Source if not
Provision Information and directional signs should be provided at each point

where they are required, particularly at junctions of circulation routes,
public transport interchanges and at locations such as taxi ranks,
Shopmobility schemes etc., key destinations and where there are
particular facilities for disabled people.
Location Signage: should be at a suitable height, making sure that it is clearly Manual for
visible and will not be obstructed by vehicles or hidden by greenery. It Streets 2
should not obstruct the pedestrian flow or clutter the area.
Street signs: although there is no common standard for where in the
street signs should be positioned, they should preferably be on both
sides of the street and should feature at regular intervals along a
Information and route.
signage
Consistency Shape, materials, colour and typeface should be consistent
throughout an area.
Lighting Lights and signs should be positioned to avoid glare and reflection in
daylight and artificial light.
Artificial light should avoid creating hot spots: pools of bright light
and/or strong shadows, for example up-lighters mounted at floor
level, and should be designed to give good colour rendering of all
surfaces.
Size and height 10mm high for every 1m of viewing distance with no lettering less BS 5499-4:2000,
than 22mm high. Wall-mounted signs: 1,4001,700mm ffl. Section 6

Source if not
Format of Symbols and accompanying texts on maps and information boards

information should avoid information clutter. Where symbols, icons or other
images are used, these should conform to international conventions.
Directional signs Wherever possible, walking distance or time it takes to get to the
destination should be provided on directional signs.
Design and size of Case/font: sentence case (lower-case with an upper-case letter at The Sign Design
lettering the start of a sentence or proper name) using sans serif fonts (e.g. Guide (RNIB,
Helvetica or Arial) are recommended, because they are more legible. 2000)
An appropriate size text should also be used.
Size: large print 16 points as minimum, clear prints guidelines 12
points minimum.
Justification: left.
Visual contrast There should be appropriate visual contrast in the signage itself and The Sign Design
between the signage and the surroundings. Guide (RNIB,
Difference in light reflectance value: 70%. 2000)
The Colour, Light
and Contrast
Manual (2010)
Tactile Where possible, tactile information should be provided in a range of

Information and
information formats on one sign, e.g. pictogram, tactile text and Braille.
signage
Tactile information panels, such as directory boards, are best installed
at 30 to the horizontal plane with key information at 1,200mm and
1,400mm from the floor. Wall-mounted panels should be 1,400
1,700mm.
Embossed letters: raised typeface should be embossed at a height
of 15mm with 1.52mm stroke width, and pro rata for larger letters,
with a consistent profile of 1.01.5mm high. The leading edges of
embossed letters (left and upper) should be well defined, crisp and
with increased inter-character spacing of 2030%.
Braille: Grade 1 Braille should be used for single-word signs; and Grade
2 contracted to reduce length of multi-word signs.
Tactile maps should clearly indicate north, which should align with the
direction the viewer is facing. Shape-based landmarks are helpful for
map and key.
Audible Incorporation of audible/visual beacons or other measures could be

information considered on PARs and in public spaces.
Audible systems that activate when a person approaches are now
being developed.
Maintenance Information and signage should be cleaned and maintained regularly.

4.0 Horizontal
pedestrian
circulation
Figure 4.1: Minimal kerb free street with tactile surfaces indicating zones in Ljubljana, Slovenia,
photograph courtesy of Marine Semichon.
Pedestrian circulation
Design of the urban environment should aim to put people before traffic by creating
a network of accessible, step-free pedestrian routes and public spaces throughout
the site even where there are significant changes of level due to site topography.
Approaches to buildings should link to, and be part of, this network.
Accessible routes may include step-free vertical circulation (lifts, ramps) as well as
horizontal circulation (Figure 4.1). There may also be other routes, which include steps
or very steep gradients, which will not be accessible to everybody, but may be the
preferred route for some (see Section 5.2). The aim is to provide a choice of routes
and clearly differentiate between the two.
Horizontal pedestrian circulation

This section covers horizontal pedestrian circulation, defined here as routes, paths
and spaces with a gradient less steep than 1:20. Gradients steeper than this are
defined as ramps and are covered in Section 5.2.
Sections 1 and 6 of ADM and Section 5 of BS 8300:2009 provide more details.
Horizontal pedestrian circulation 49

4.1 Accessible routes
a. Definitions
Primary access routes (PARs) are defined as the most direct and convenient
accessible pedestrian routes linking buildings, public open spaces and other key
facilities including accessible vertical circulation points. PARs will be used by the
majority of people moving between the facilities. Together with signage, they assist
with orientation and wayfinding and should be safe and convenient to use.
Secondary access routes (SARs) should have similar features to PARs but are less
prominent, may be longer and possibly used by fewer people.
All primary and secondary routes should be inclusive and designed to be accessible
by everyone. To achieve this they should offer a step-free route. Thus, dimensions,
gradients, resting places, surfaces, potential barriers and hazards need to be carefully
considered.
Tertiary routes have the lowest priority and may include service routes or rough-
terrain landscaped areas where routes do not lead to an essential facility.
b. Design issues
When designing accessible routes designers should adopt the following principles.
Provision
Pedestrian access should be an integral part of the design. The most direct and
convenient pedestrian routes between key destination points avoiding excessive
travel distances or excessive changes in level should be prioritized and step-free.
They should be in line with local authority requirements by meeting ADM, or relevant
residential design standards, where applicable, if they are on the direct approach to
building entrances, or BS8300 and other best practice guidance elsewhere.
Accessible pedestrian routes should permeate throughout the site. Due to regular use
they will provide the added benefit of constant passive surveillance to decrease the
risk of crime.

Figure 4.2: A path running alongside a river in Lyon, France, divides cyclists from pedestrians. Tactile surface
alongside the water defines hazard zone, photograph courtesy of Marine Semichon.
Width
Accessible pedestrian routes should be wide enough to accommodate a variety of
users (pedestrians, wheelchair users, buggies, pavement scooters etc.) moving in
opposite directions in safety and comfort. Passing places should be provided and
within each others sightline where paths are too narrow for wheelchair users to pass
each other.
Edges
Footpath edges should be defined in a physical way by a hard edge, upstand, rail or in
some other way to provide a tapping surface for cane users. Refer to Section 4.5 for
shared surfaces.
Adjacent planting must not obstruct the path or present an overhead hazard.
Gradients
Where the topography allows, accessible routes should have gentle gradients that
do not exceed 1:40. Where gradients are steeper than this, level resting places or
landings should be provided at intervals. Gradients steeper than 1:20 are designated
as ramps and should be designed accordingly (see Section 5.2). Note that the ADM
requires level rest points at every 500mm change in level. Only 1:60 is considered
flat.
The length of slope that wheelchair users or ambulant disabled people can manage
comfortably depends on a range of factors. Where space allows, a longer shallow
ramp is usually preferred by wheelchair users. whereas for people with walking
difficulties, these may be more tiring than shorter, steeper slopes. Where there are
extended sloping routes, there should be a choice of alternative shorter routes with
suitably designed steps.

Surfaces
See Section 4.3.
Resting places
Resting points with seating should be provided at regular intervals within the
landscape to enable disabled people to rest, recover and extend travel distances. A
maximum of 50 metres distance is recommended between resting points, though this
might be a shorter distance on gradients requiring more effort to use.
Barriers
In some situations it may be necessary to have a barrier across a footpath, for
example to prevent access to a major vehicular route or to prevent motorcyclists and
cyclists using the pedestrian route (Figure 4.2). The barriers must be designed such
that they are not a hazard. They must also visually contrast with their surroundings
and allow wheelchairs and parents with double pushchairs to pass through them
easily. Permissions should be sought from public rights of way (POW) officers with
due regard to other guidance from the Department for Environment, Food and Rural
Affairs (DEFRA) before installing a barrier.
Section 94 of the Countryside and Rights of Way Act (2000) places a duty on local
highway authorities and national park authorities to establish local access forums
to advise on public access to land for any lawful purpose and outdoor recreation,
including public rights of way and the right of access to open country.
Street furniture
Street furniture and landscape features which could create a barrier or hazard for
disabled people should not be placed on pedestrian routes (see Sections 7.1 and 7.2).
Any objects projecting into a pedestrian route should have suitable protection so that
they can be detected by people with a visual impairment (Figure 4.3). This may include
caf seating and free-standing advertising boards. Refer to Chapter 7 for more details.
Drainage gratings and grilles

Drainage gratings and grilles set into a pedestrian route should be level and flush
and have dimensions such that sticks, canes, small wheels, heels, etc. cannot become
trapped in them. Linear drainage grills can helpfully aid navigation for people with
sight loss, especially cane users, making use of both tactile and tonal contrast
qualities. Refer to Section 4.5 for more details.
For waste collection, see Section 8.2.
Lighting
See Section 7.11.
Wayfinding
It is important that all users can find their way easily through a network of pedestrian
routes, aided by clear visual signs and tactile indicators. These can be supplemented
by sensory clues and landmark icons. See Chapter 3 for more details.
Figure 4.3: Street furniture and planting grouped together,


Based on Inclusive mobility (DfT, 2002) and BS 8300:2009 (see Table 4.1).
Table 4.1: Recommendations for accessible routes
Source if not
PARs should be provided:

From public transport stops, designated car parking spaces and
setdown points to the accessible entrance(s) of buildings.
To and from facilities associated with and in the immediate vicinity of
Provision the building, including emergency assembly points.
Between the main accessible entrance to a building and any other
entrances, and between buildings.
They should be step-free, and should not incorporate barriers such as
turnstiles, wishing gates, etc.
Footways: 2m wide is recommended for quiet residential streets, and Manual for
wider in streets where there is a greater pedestrian flow. Streets 2
Footpaths: at least 1.8m clear width to enable two people in
wheelchairs to pass each other comfortably, and preferably 2m
wide. For widths less than 1.8m, passing places should be provided
Width and (see below). The minimum recommended width is 1.5m, apart from
headroom occasional narrowing to 1.2m for a maximum distance of 2m, for
example round a potential hazard such as a tree.
Clear width refers to the effective width, taking into account
Accessible permanent obstacles on the footway such as street lamp standards,
routes (ARs) trees, telegraph poles and bus shelters, for example.
Headroom should be a minimum of 2.1m above ground level.
A passing place should be 2,000mm long and 1,800mm wide and

Passing places located within direct sight of another passing place (25m maximum).
Passing places should also be provided at junctions/turns.
It is recommended that the edges of footpaths are defined by a Inclusive mobility

100mm upstand or tapping rail, or a change in surface, but care must
Edges
be taken that this is not too pronounced and could not cause tripping
or stumbling.
ARs should be step-free with all gradients less than 1:20. Gradients
steeper than 1:20 should be designed as ramps (see Section 5.2).
Cross-fall gradients should not exceed 1:50.
Gradients Where the gradient is steeper than 1:60 but less than 1:20, level
landings with a minimum length of 1.5m should be provided for each
500mm rise. Level landings should also be provided at changes in
direction.

Source if not
Surfaces See Section 4.3.
Resting points (level landing and/or seating) should not be more

than 50m apart horizontally and should be provided for each rise of
500mm.
Resting places Seating should have a choice of seat heights, back rests and arms,
and there should be adjacent space for a wheelchair to park and
sidetransfer to and from the seating with no armrests to facilitate
this. (See Section 7.5.)
Where it is necessary to provide staggered barriers across footpaths Fieldfare Trust,

the barriers should be constructed of vertical bar sections 1,200mm 2005
Barriers high and colourcontrasted with their surroundings and there
should be an offset between the two barriers of 1,200mm to allow
wheelchair users to pass through.
Drainage channels, gratings and tree grilles should be flush.

Drainage
The slots in gratings and grilles should be less than 13mm wide, and
gratings/tree
set at right angles to the direction of travel.
grilles
Circular holes in gratings should have a diameter less than 18mm.
Any objects that project more than 100mm onto a pedestrian access
Accessible route and have a lower edge more than 300mm from ground level
routes (ARs) should be protected by a tapping rail, or similar barrier, with its
underside no higher than 150mm above ground level, so that it can
be detected by a partially sighted person using a cane. The protection
should not extend beyond the front edge of the object, nor be set back
more than 100mm from its front edge.
Hazard protection There should also be guarding between 900mm and 1,100mm from
ground level on either side of the object.
Doors opening out onto a pedestrian path should be avoided. Where
this is not possible they should be protected by guardrails on either
side of the door(s).
All protection and guarding should contrast visually with the
background.
Artificial lighting levels should be as uniform as possible along a The Colour, Light
pedestrian route with no abrupt changes. Light fittings should not be and Contrast
Lighting
positioned where they could cause glare: for this reason uplighters are Manual (2010)
not recommended.
All pedestrian routes should be legible and clearly signed, particularly

accessible routes. Adequate signage should be provided for routes
that are not fully accessible, indicating the potential barrier (e.g. steps)
Wayfinding (see Section 3).
Landmarks, fountains and planting can help to provide orientation
visually and by audible and olfactory clues.

Figure 4.4: Northala Fields, Ealing, London people create their own desire lines.
4.2 Other routes
a. Definition
Other routes, notably shortcuts, might not be step-free, and therefore not fully
accessible for everyone. However, choice is key here and some people may prefer
steps to extended slopes and ramps. In some cases, due to topography, shortcuts
may provide the most direct route between two points (Figure 4.4), but there should
always be an accessible alternative. Steps should be designed in accordance with the
recommendations in this guidance document.

Figure 4.5: Vehicle carriageway differentiated from the pedestrian route, Lyon, France,
4.3 Surface materials
a. Definition
Surface materials should be suitable and safe for both walking and for wheeled
carriers such as wheelchairs, walkers and pushchairs (Figure 4.5). Footway surfaces
should be firm, should remain firm during use and should not move unpredictably
when the footway is in use. Surfaces should not be slippery either in dry or wet
conditions. Surface materials should be selected for durability, ultraviolet resistance
and potential for sensory information (tactile, sound qualities, texture, colour).

b. Design issues
Slip resistance
The slip resistance of a surface is the most important safety consideration; the
lower the slip resistance, the less traction there is between the foot or wheel and the
surface, and the greater the risk of slipping. Surfaces should provide a firm foothold
and good wheel grip without undue effort when the surface is both dry and wet. Too
great a slip resistance will make movement difficult, particularly for wheeled walking
aids.
Slip resistance depends on:
the roughness of the surface, which may be affected by wear;

whether it is wet or dry;
whether it is contaminated with other dry or wet substances, such as dirt,
leaves, moss, litter, or oil; and
regular cleaning and maintenance.
Where different surface materials are adjacent, their slip resistances should be similar
to avoid the risk of stumbling, tripping or losing control.
The risk of slipping or tripping can also be affected by environmental factors such as
poor lighting, glare and unswept surfaces.
Roughness
Roughness is a measure of the irregularities in a surface. It directly affects the slip
resistance of a surface, particularly when there is contamination: the more viscous
the contaminant, the greater the surface roughness required to provide adequate slip
resistance.
Level and flatness

Level flat surfaces facilitate ease of movement, particularly for wheeled walking aids.
Excessive deviations in surface flatness can create a trip hazard and impede travel for
wheeled walking aids. Particular care is needed at joints between paving slabs, bricks
etc., and between different materials, especially if they are of different thicknesses.
Texture
The texture of a surface is important for both comfort and wayfinding. A very textured
surface will be difficult for wheeled walking aids to reverse and may be uncomfortable
for a wheelchair user.
However, changes in texture can be useful in assisting wayfinding and warning of

hazards for people with limited vision, for example at a pedestrian crossing or as
a warning surface around sculptures or water features (see Section 3.3). However,
too many tactile surfaces can be confusing, so these should be used sparingly and
consistently.
Figure 4.6: Testing area to ensure effective tonal contrast, Exhibition Road, London.

Firmness and resilience
The firmness of a surface will generally affect the ease with which anyone can
move across it. Certainly a firmer surface is better for wheelchairs and other
wheeled walking aids. By contrast, resilience would be preferable to hardness for
areas intended primarily for small children. These considerations will apply more to
landscapes than streetscapes.
Visual contrast
Visual contrast between route surfaces, adjacent areas and street furniture is
important to enable visually impaired people and others to identify the different
spaces and features, and avoid potential hazards.
Pattern
Excessively bold patterns with highly contrasting colours may be confusing and can
make it difficult to identify potential hazards, such as changes in level. On the other
hand, they may provide directional and wayfinding information. Context and scale will
usually determine the final design decision.
Reflection and glare

Surface reflections and glare can cause discomfort, visual confusion and
disorientation, particularly for blind and partially sighted people. Highly polished
surfaces that look wet and slippery can deter use.
Acoustic qualities
The acoustic qualities of surface materials can assist with orientation and wayfinding,
e.g. the transition from stone to timber decking.
Durability
To remain safe and maintain their original characteristics, surface materials should be
durable and laid on a properly constructed base.
Lighting
Lighting will affect the appearance, effective use and safety of a surface (see Section
7.11).
Ease of cleaning
Cleaning will have a significant effect on the performance and safety of a surface,
particularly its slip resistance; all surfaces should be easy to clean. Cleaning is also
important to maintain tonal contrast (Figure 4.6).
Historical context and sustainability

In addition to having the above characteristics, materials should be sustainable,
appropriate to the local area and character, and applied in a consistent, manner. There
may be conflict between use of materials appropriate to the historic setting and/
or sustainable drainage (SuDS) and the creation of firm surfaces, so routes will have
to be analysed as to the levels of usage and function to determine which surface
treatment they require.

Based on Inclusive mobility (DfT 2002) and BS 8300:2009 (see Table 4.2).
Table 4.2: Recommendations for surfaces
Source if not
A wet slip resistance value (SRV) of greater than 36 is recommended, BS 8300, Annex E
increased to greater than 40 where a user is likely to be turning or
Slip resistance pushing.
Adjacent different materials should have similar SRVs.
A roughness of >20 microns gives a low potential for slip in dry HSL; CIRIA C652
Roughness
conditions. 2006
Undulations should not exceed 3mm under a 1m straight edge

for formless materials. For joints between paving slabs the level
difference between adjacent slabs should not exceed:
Level and flatness twice the joint width or 5mm where joints are filled to the surface;
2mm where joints are filled but recessed below the surface, with
joints no wider than 10mm and recess no deeper than 5mm;
2mm where joints are unfilled, with joints no wider than 5mm.
Prescribed tactile surfaces, blister or ribbed surfaces, are used for Guidance on the
warning of hazards such as crossings, platform edges, segregations use of tactile
Surfaces of cycle paths and footpaths, and as guidance around a hazard or paving surfaces,
obstacle or for directional guidance. Guidance on these is given (DfT, 2007)
in, Guidance on the use of tactile paving surfaces, Department for
Tactile surfaces Transport.
It is vitally important that these different surfaces and colours are used
consistently in accordance with the standards, as blind and partially
sighted people rely on these to anticipate the type of hazard that they are
about to encounter.
Firmness and Surfaces should be firm. Loose surfaces, such as gravel and sand, are
resilience not appropriate for primary routes.
A contrast in LRV of 30 points will provide good contrast, but 2030 The Colour, Light
Visual contrast points may be adequate, particularly in large areas. and Contrast
Manual (2010)
Patterned surfaces and the use of highly contrasting colours should

be used with great care so that they are not confusing but rather
Pattern
provide directional and wayfinding information. Patterns that can be
misconstrued as steps or nosings should be avoided.

Source if not
Shiny, reflective surfaces, such as polished marble or metal, should

Reflection and
be avoided. Artificial lighting should be positioned so that it does not
glare
cause reflection or glare.
Consideration of the acoustic qualities of different materials should be

considered. Hard surfaces with high impact sound can assist people
Acoustic qualities
to hear others approaching, and changes in impact sound can assist
in guiding blind and partially sighted people.
See Sections 4.1 and 7.11, and Chapter 3. The Colour, Light
Surfaces
Lighting and Contrast
Manual (2010)
Surfaces should be easy to clean and maintain. Avoid polishing floors.

Cleaning
(See also Section 8.2.)
A small range of materials, should be specified, and used consistently

throughout the area creating a sense of place for blind and partially
Material selection
sighted people and learning difficulties. Local distinctiveness can also
act as part of a wayfinding device.

Figure 4.7: New style pedestrian crossing at Oxford Circus, London,
photograph courtesy of The Crown Estate.
4.4 Pedestrian/vehicular crossings
a. Definition
Crossings occur where a horizontal pedestrian route crosses a road or other vehicular
route (Figure 4.7).
b. Design issues
Provision
The method for assessing the provision of crossings and types is set out in Local
Transport Note 1/95. Defined, identifiable crossings should be provided so anyone can
move from a segregated pedestrian route onto a vehicular route fully aware that they
are doing so. Crossings can be marked by a change in surface/colour, zebra crossings
or crossings controlled with traffic lights, operated in different ways.
Width
If the route across the vehicular carriageway is defined, it should be wide enough for
people to pass comfortably and safely in both directions. Widths and traffic islands'
locations are dealt with in detail by Traffic Advisory Leaflets (TALs) and Department for
Transport (DfT) design guidance.

Figure 4.8: Level access between pedestrian route and road crossing,
Level access
There should be level access between the pedestrian route and the road crossing,
either by using dropped kerbs or, preferably, by raising the carriageway to create level
access, acting also as a traffic-calming device (Figure 4.8).
Tactile surfaces
Slip-resistant blister surfaces should be used to identify all pedestrian crossing points
in accordance with the prescribed standards. Local standards can vary with regard
to the colour and material of tactile paving, particularly in historic areas. The use
of metal blister studs is preferably avoided due to poor slip resistance in wet and
extremely cold weather. However, poor quality blister paving can wear quickly in high
use areas.
Other features
Small rotating tactile cones or buttons are sometimes installed to the underside of
the yellow control box of pelican crossings. This is a tactile feature that rotates with
a green LED signal instead of an audible signal, to indicate when to cross for people
with combined sight and hearing loss. These are often installed in noisy or residential
areas. Refer to Traffic Advisory Leaflets: TAL 4/91 and TAL 5/91 for further details.
Innovation
There has been recent innovation in large junction crossings such as that at Oxford
Circus, London, where diagonal crossings have been introduced with simultaneous
phasing of all pedestrian crossing lights. These diagonal and traditional crossing
routes are combined as a large raised platform. The crossings perpendicular to the
pavement still incorporate tactile blister paving, relied on by blind or partially sighted
people to indicate the safest crossing route.

Table 4.3 shows specific recommendations, based on Inclusive mobility (DfT, 2002) and
BS8300:2009.
Table 4.3: Recommendations for pedestrian/vehicular crossings
Source if not
Clearly identifiable and defined pedestrian routes across a road should Inclusive mobility
be provided wherever a pedestrian route crosses a vehicular route.
The type of crossing provided should be determined by the volume of
Provision both vehicular and pedestrian traffic.
On longer side roads and residential roads, dropped kerbs should,
where possible, be provided every 100 m to avoid the need for
wheelchair users to make lengthy detours to cross the road.
Refer to TALs. Local Transport

Widths Note: LTN 1/95,
LTN 2/95
Dropped kerbs should be the same width as the crossing, or a Inclusive mobility
minimum of 1.2m wide, with a maximum gradient of 1:12 on the direct
Pedestrian/ approach and 1:11 on the flared edges.
vehicular Dropped kerbs They should preferably be flush with the carriageway, or with a
crossings rounded bullnose of maximum 6mm.
The camber of the road should be no more than 1:20 for a wheelbase
distance (approximately 600mm) away from the kerb line.
Blister paving, 800mm in depth, from the edge of the roadway with Guidance on the
a tail to the building line, should identify all pedestrian crossings. use of tactile
Colour/tonal contrast should be provided between the blister paving paving surfaces
and the pedestrian/vehicular routes. (The Standard states that for (DfT 2007)
uncontrolled crossings the paving should be buff and for controlled
Local planning
crossings it should be red.)
Tactile surfaces policy and
Consistency in the use of these colours and surfaces is particularly Supplementary
important for blind and partially sighted people. Planning
Guidance
If the width of the footway is sufficient, there should be a level area,
900mm minimum width, to the back of the tactile paving to allow Inclusive mobility
easy passage for wheelchair users who are not crossing the road.

Figure 4.9: Shared use in New Road, Brighton,
4.5 Single surface and pedestrianized spaces

The shared-use of single surface space is a concept that involves the removal of the
traditional physical separation of pedestrians from cycles, motor vehicles and other
road users, so that there can be flexibility of use. A characteristic of many shared-use
spaces is the avoidance of traffic signs, raised kerbs, road markings and other street
furniture (Figure 4.9).
Shared spaces are relatively common in European countries such as Holland,

Germany and Denmark and historic environments designed for pre-vehicle use, but
have only recently been introduced to the UK.
Based on the principle that pedestrians should in particular circumstances have

priority over vehicles, the reasoning is that shared-use will improve safety by obliging
drivers to negotiate their way through shared streetscapes with greater consideration
for pedestrians. Shared and pedestrianized spaces are also decluttered of street
furniture, to minimize obstacles and barriers and maximize viewing.
The concept of shared space remains controversial and requires careful justification.
Disabled people, particularly those who are blind or partially sighted, may feel more
vulnerable in single surface shared spaces, and may therefore be unwilling to use
them. Other people who may feel vulnerable and avoid these spaces are older people,
parents with young children and people with a learning disability.
The DfT Local Transport Note 1/11 states that there is no such thing as a definitive
shared space, and that the only shared element is located in what was traditionally
the vehicle carriageway. Guidance and research is still being developed by Transport
for London (TfL) and the British Standards Institution (BSI) and, until this is published,
all shared and kerb-free streets should be designed with care and with local
stakeholder consultation. A number of post-completion studies of shared-use spaces
are being undertaken across the UK, including New Road, Brighton; Exhibition Road,
London; and Ashford in Kent.

b. Design issues
Types of shared and pedestrianized space
There are different types of shared-use spaces, most of which are intended to be kerb-
free with flush surfaces:
Pedestrianized streets and spaces with a single level shared surface and no
delineation, where there is very limited access for emergency vehicles and
deliveries only.
Spaces with a single surface, where safe zones for pedestrian movement have
visual and tactile demarcation (e.g. Exhibition Road, London).
Spaces with a single surface and no physical demarcation, used equally by
pedestrians and all types of vehicles (e.g. New Road, Brighton).
The provision and type of shared-use space, and its design, will depend above all on
what it is intended to achieve. The location of the space in a public or private area,
the intensity of pedestrian and vehicular traffic, one or two way traffic and, critically,
vehicle speed, are all considerations. Some spaces may be expected to have changes
in usage in the course of the day or the week, or for special events, so the design
needs to reflect this.
Traffic network design and speed

To reduce the intensity and speed of vehicles, through traffic may need to be diverted
to other routes. Shared and level streetscapes should have reduced speed zones
of 20mph or less. Road layout can also reduce vehicle speeds, e.g. chicane routes
separated by planting, parking and seating.
Zoning of shared-use
Any shared-use space must be carefully designed with regard to the safety and
comfort of all users.
Where there is regular traffic there should be a safe zone with a continuous
unobstructed single surface. Safe zones are areas for use by pedestrians only,
protected from vehicular and cycle traffic. By definition, there must be some form of
demarcation between the safe zone and the vehicular area.

Tactile delineators
There are a variety of techniques that can be used to delineate a single surface safe
zone and compensate for the lack of kerb (traditionally used as a navigational aid by
blind and partially sighted people. Theses include:
surfaces with different textures and colours, using a tactile paving strip as a
warning and guidance surface;
linear buffer zones dedicated to planting and street furniture;
different style of kerb edges (as tested by University College London (UCL) and
the Pedestrian And Movement Environment Laboratory (PAMELA) research
project;
linear drainage grills contrasting with the adjoining paving.
A combination of these features will be required so that everyone can navigate the
space safely and with confidence.
Transition zones
Transition zones at the entry to a shared-use area should indicate to drivers and
cyclists that they are entering a different space where their normal road behaviour
needs to take account of the increased number and free movement of pedestrians.
The provision of signage at the entrance and exit of shared-use spaces indicating
reduced driving speed (commonly 20mph) and a pedestrian-friendly symbol is
strongly recommended. Changes in layout can also be used to reduce vehicle speed.
Car parking/drop-off points

The locations, demarcation and control of car parking, including accessible parking
and drop-off points (if provided), need to be carefully considered so that it does not
obstruct or diminish the shared-use of the space. Note that some taxis and buses still
require a raised kerb section for wheelchair ramp access.
Traffic management
Due to the reduced traffic signs and road markings, traffic may need increased
management or surveillance to ensure that it does not endanger the intentions of
shared-use.
Historic context
The use of materials and the removal of kerb edges will need to take into account
historic street patterns, kerb lines and features that may have to be retained (see
Figure 4.10). Further guidance can be obtained from English Heritages Streets for all
manuals.
Figure 4.10: Sometimes narrow pavements need to be flush with the carriageway to increase width.
Ideally there should be a tactile indicator, photograph courtesy of Helen Allen.

5.0 Vertical
circulation
Figure 5.1: St Martin-in-the-Fields, London, lift complements the surrounding historic fabric,
Vertical circulation
Vertical circulation, or moving between different levels, can present a significant barrier
or be a hazard.
Ideally, a range of options should be available so that people can choose the type of
vertical circulation they prefer to use, depending on their particular requirements.
Lifts are the preferred option for vertical circulation between significant changes in level,
because they are accessible to most people, including wheelchair users and people with
buggies, trolleys or heavy luggage (Figure 5.1). However, people who are claustrophobic
or have a fear of heights may not wish to use them. A key weakness of lifts is the limited
number of people that can be transported by them on a single journey, especially at
peak periods. Lifts are also vulnerable in the external environment, due to exposure to
weather but also to the risk of vandalism. Ideally, the landscape should be designed
to mitigate the need for lifts by offering extended gentle gradients. Where this is not
possible, external lifts will require regular management and inspection.
Ramps are only suitable for level changes less than 2metres, because of the
considerable effort required to climb such a height.
Steps/stairs and escalators are not accessible to wheelchair users or people with other
wheeled transporters. They are potentially dangerous, with a significant number of
accidents occurring, particularly at the top or bottom of a flight, with the very young
and older people being the most vulnerable. Escalators and moving walkways present
the additional challenge of getting on or off a moving surface. Nevertheless, stairs and
escalators allow larger numbers of people to circulate between levels where increased
speed of circulation is an important objective.
The key consideration is choice.
Vertical circulation 71
5.1 Lifting devices
a. Definitions
In the urban environment, lifting devices will either be public lifts, lifting platforms
(which may be enclosed or open), or stair climbers.
Public lifts can travel any vertical distance and are able to carry passengers and goods
without the need for instructions in safe use. They generally operate at speeds greater
than 0.15m/s.
Platform lifts are considered to be less desirable and less reliable than conventional
lifts. They comprise a guarded platform that can accommodate a wheelchair user,
and move vertically between landings at a slow speed. They can be enclosed or open,
depending on the height to be travelled. Instructions are often needed for operation.
For occasional use, fold-down stair climbing devices can be installed to transport a
single wheelchair user between levels.

b. Design issues
Provision
Lifts should be provided wherever there are significant changes between different
levels. Passenger lifts are preferred to platform lifts that are only suitable for
moderate use.
If possible, there should always be an alternative lift or step-free route so that no one
will be stranded if a lift is not working.
Historic context
Planning permission, listed building or SM consents may be required if changes
affect a historic building or landscape. Consideration will have to be given as to which
solution will have the minimum visual impact but while maximizing accessibility and
independence. Each site will have to be assessed on its own merits. Organizations
such as English Heritage will provide valuable advice and guidance.
Location
Lifts should be located on PARs close to any other vertical access like stairs and
escalators, so that they can be both easily found and used without parties of people
needing to separate.
Signage
Lifts, and the direct routes to them, should be clearly signed and indicated, including
instructions on alternative access in the event of breakdown.
Lifts should be clearly marked on any visual or tactile maps/plans.
Access space
Landing spaces outside lift doors should be large enough (1.5m 1.5m) to allow a
wheelchair or scooter user to manoeuvre while still allowing for people waiting and
exiting from the lift.
Dimensions
Public lifts should be designed to be large enough to accommodate a combination of
wheelchair or mobility scooter users as well as people standing. This means that they
need to be larger than standard indoor lifts.
Platform lifts are sized either to accommodate a single wheelchair user or a

wheelchair user and a companion.
Stair climbers are for the use of only one wheelchair user at a time.
Features
Public lift cars should include features that help disabled people access and use them
safely and with confidence.
Figure 5.2: The entrance to the Institute of Civil Engineers building, London.
Note: This is a privately managed facility and requires assistance to operate.
Call buttons and lift controls

The lift call buttons at each level and the controls within the lift car or platform should
be clearly visible and easily reached and operated by everyone.
Visual and audible information
For public lifts, information on lift movement should be both visual and audible, to
assist all users.
Internal surface finishes
Public lifts are likely to be subject to heavy wear from people, wheelchairs, buggies
and trolleys. Damage or graffiti may deter people from using them.
Emergency communication/security
In the event of a breakdown or other emergency, all lifts must have an emergency
communication system which is responded to at all times that the lift is in operation.
Security measures should ensure that the lifts are always available to those who need
them, but should also prevent misuse and vandalism.
Lighting
Landings and lift cars should be well lit to enable people to easily identify the controls,
and increase perceived and actual security.
Maintenance
Lifts will require regular maintenance in order to offer the same quality of access
throughout their operational life. When lifts are out of operation, alternative
arrangements, routes and signage for vertical circulation should be put in place.
Management
External lifts should ideally be located as part of an adjoining development or building
if they are to be under regular surveillance to avoid vandalism. This might be a private
arrangement and could be a condition of planning consent (Figure 5.2).

Passenger lifts should conform to BS 8300:2009 and BS EN 81-70.
Platform lifts should conform to ISO 9386-1 (enclosed platforms), BS6440 (non-
enclosed platforms) or BS EN 81-41 (enclosed lifting platforms) (Table 5.1).
Stair climbing devices should conform to BS ISO 7176-28:2012.
Table 5.1: Recommendations for passenger lifts
Source if not
Public lifts should ideally be provided in pairs (or more) to minimize

risks arising from a lift being out of service through breakdown or
servicing.
Platform lifts: non-enclosed platform lifts are normally only used for
Provision a level difference up to 2m, but can travel a greater distance with
added protection.
A platform lift where the user does not have to turn through 90 and
can be accompanied by a companion is preferred. Platform lifts must
be provided with clear instructions for use.
Lifts should be located adjacent to PARs. They should be located

Location adjacent to and not remote from stairs, ramps and escalators for
Passenger lifts which they are an alternative means of access between levels.
The routes to lifts, via PARs from the main buildings, amenities and
meeting points, and the lifts themselves, should be clearly signed as
an integral part of the signage and wayfinding system (see Chapter 3).
Signage
A sign indicating the floor level should be provided on all landings
opposite the lift doors. This should be consistent with the floor level
numbering system used inside the lift car.
There should be a clear level space of 1.5 1.5m minimum in front of

Access space the entrance to a lift, outside any circulation route and not opposite to
steps/stairs to avoid congestion.
Source if not
Public lifts: should be preferably 2,000mm wide and 1,400mm deep,

which will accommodate any type of wheelchair and most mobility
scooters, together with other passengers.
A minimum of 1,100mm wide 1,400mm deep, which will
accommodate one user of a manual or electrically powered
wheelchair and one accompanying person.
Dimensions
Lift doors should be preferably a minimum of 900mm wide.
Platform lifts: minimum 900mm wide 1,400mm deep for an
unaccompanied wheelchair user, with 800mm door width. 1,100mm
wide 1,400mm deep where provision is made for a companion
or where two doors are located at 90 to each other, with doors of
900mm minimum.
Call buttons and lift controls should be 9001,100mm above ground/

floor level, and 400mm minimum from any return wall.
The button should visually contrast with the base plate, which itself
Call buttons and
should contrast with the wall on which it Is mounted. The button
lift controls
should have embossed symbols to facilitate tactile reading.
In large lifts (2,000 1,400mm) there should be a duplicate set of
controls on the opposite side of the lift car.
Passenger lifts Public lifts: in small lifts (1,100 1,400mm) with only one door there
should be a mirror on the wall opposite the door, with its lower edge
900mm from the lift floor, to enable wheelchair users to reverse out
safely.
There should be handrails at 9001,100mm above floor level on the
lift walls for people to hold on to if necessary.
Features
The lift floor surface should be slipresistant and have similar
frictional characteristics as the landing surface to decrease the risk of
trips, slips and falls. It is recommended that it is a light colour as dark
colours may make the lift appear to be a hole.
Use of glass: areas of glass, particularly glass doors, must be clearly
marked so that they can be identified by visually impaired people.
Public lifts: there should be visual indication and audible

Visual and audible
announcements on the landings of the lifts arrival and direction of
information
travel and within the lift car of the level reached.
Internal finishes should be durable, and resistant to damage and

Internal finishes
graffiti.
Floors should be distinguished from walls, and doors from walls; lift
Tonal contrast
controls should tonally contrast.

Source if not
There should be a two way emergency communication system,

conforming to BS EN 81-28, with a visual indicator that confirms that
Emergency the emergency call has been received and acted upon.
communication If 24-hour public lifts are provided, they should be controlled by
security staff with intercom and closed-circuit television (CCTV)
cameras.
Passenger lifts At landings the light level should be 100 lux, with a minimum of 50 The Colour, Light
Lighting lux at the landing and car sill. and Contrast
Manual (2010)
Lifts should be cleaned frequently to ensure that they are operational

Cleaning and and pleasant to use.
maintenance All mechanical lifting devices are required to have regular
maintenance in accordance with relevant standards.
Figure 5.3: Bradford Pool landscaped slope with incorporated seating,
photograph courtesy of Steven Grisag.
5.2 Ramps
a. Definition
A ramp is a sloping route with a gradient 1:20 or steeper, with a maximum gradient of
1:12, that provides a step-free connection between different levels (Figure 5.3).
b. Design issues
Provision
Wherever possible, changes in levels should be designed with gradients less steep
than 1:20, so that it is not necessary to use ramps on PARs.
Some wheelchair users may not be able to use a ramp unaided, particularly if it
is steep. Ramps can also be slippery in wet conditions and therefore potentially
hazardous for ambulant disabled people.
Ramps can be straight, in a series of dog-leg flights, or gently curved.

Figure 5.4: 1:21 slopes with landings every 500mm drop, National Maritime Museum, new south entrance, London,
Location
Ramps should be located close to the steps/stairs for which they provide alternative
step-free access. It is preferable to avoid ramps that cut through (tapering) steps,
as this can be confusing for people with sight loss. Where an alternative ADM-
compliant route can be provided on the PAR, this is preferred. Refer to Section 5.4 for
information on tapered steps.
Signage
If they are not obvious, ramps should be clearly signed.
Gradient/flight length and rise

Ramps should be designed with the shallowest possible gradient. Gradients steeper
than 1:12 are not only physically difficult but may also cause a wheelchair to
overbalance, and it may not be possible to find a finish with adequate slip resistance.
The length of a ramp between level landings depends on the gradient. Where space
allows, a longer shallower ramp is usually preferred. Offering alternative shorter,
stepped routes for people with walking difficulties provides choice. Note that ADM
requires a level landing every 500mm rise up to 1:60; only 1:60 or less is considered
flat. Any rise greater than 2m in an urban setting will require an alternative to a ramp
such as a lift.
Figure 5.5: Level pull-in points on ramps in the Olympic Park, Stratford, London,
Dimensions
The width of ramps should reflect the expected volume and intensity of traffic and the
need for wheelchair users and buggies to be able to pass each other. A long enclosed
ramp will need to be wide enough to enable wheelchair users to pass each other or
include suitable passing places, usually on landings.
Landings
Level landings are required at the top and bottom of a ramp, and at any 90/180
turns, to allow a wheelchair user easy and safe access. Intermediate landings, to allow
wheelchair users and others to rest, are required at regular intervals depending on the
gradient, but usually at 500mm rises (Figures 5.4 and 5.5).
There should be adequate cross-fall to prevent puddling.
Visual and tactile information

Visual information should be used to help people identify the start and finish of a
ramp or flight. Colour contrasting handrails are an example. Tactile surfacing must
never be used at the top or bottom of a ramp.
Surface finishes
The surface finish of ramps should be slip-resistant, even when wet, durable and easy
to maintain. The surface should not cause reflection or glare, and any patterning
should not cause confusion.

Handrails
Handrails are essential for the safe use of ramps, particularly for people who may use
them for support or directional orientation. They may be used by wheelchair users
to pull themselves up a ramp or steady themselves going down. Handrails should
be provided on both sides of a ramp, as some people may be weaker on one side
than the other. The width between handrails should allow a person to use both, if
necessary. This would usually only apply to short, steep ramps.
Handrails should be comfortable and easy to use, and provide good forearm support
for people who cannot grip. Handrail materials need to resist vandalism and misuse
as well as avoid causing thermal shock by becoming excessively hot or cold.
Guarding
Guarding is necessary to prevent people falling where there is a significant change in
level, and to prevent anyone from inadvertently colliding with obstacles such as low
soffits under ramps.
Low-level guarding/edging is necessary on the open side of ramps to prevent wheels

going over the edge and to provide a tapping rail for cane users.
Lighting
Even, effective artificial lighting is required to avoid ramps being indistinguishable
in the dark, and therefore a potential trip hazard. Any changes in lighting should be
gradual, as some people find it difficult to adjust their eyes quickly to abrupt changes.
Cleaning
Ramps require regular cleaning and maintenance to ensure that they are free from
contamination so that their surfaces retain their slip-resistant characteristics.
Handrails should be checked to ensure they are secure so that they remain safe to
use.
Ramps should conform to BS 8300:2009 (see Table 5.2 for more information).
Table 5.2: Recommendations for ramps
Source if not
Where any route has a gradient of 1:20 or steeper, it should be

designed as a ramp.
Provision
A slope or ramp should always be used where a change in level is less
than 300mm, to avoid the need for a single step.
Where the rise is greater than 300mm, there should be steps/stairs

Location
in close proximity.
Ramps that are alternatives to steps/stairs and are not easily

Signage identifiable should be clearly signed by text and the international
symbol for access.
Max. distance
Max. gradient between level Max. rise
landings
1:20 10m 500mm
Ramps 1:19 9m 473mm
1:18 8m 444mm
Gradient/flight
length and rise 1:17 7m 411mm
1:16 6m 375mm
1:15 5m 333mm
1:14 4m 285mm
1:13 3m 230mm
1:12 2m 166mm
Ramps should have a minimum clear width of 1,500mm. A width of

1,800mm will allow two wheelchair users to pass each other.
Where the clear width is greater than 2,500mm, there should be two
Dimensions or more channels with widths of 1,000mm minimum and 2,000mm
maximum, divided by handrails. At least one channel should have a
clear width of 1,500mm.
Clear headroom should be 2,100mm minimum.

Source if not
Landings at the top and bottom and intermediate landings should be The Building
1,500mm long, and clear of any obstructions. If intermediate landings Regulations
require a quarter- or half-turn, or a wheelchair user cannot see from 2010, Approved
one end of the ramp to the other, landings should be 1,800mm long Document M
Landings to allow wheelchair users to pass each other. Slopes shallower than
1:20 to 1:60 require landings every 500mm rise.
The recommended cross-fall is 1:50 maximum to allow adequate
drainage.
The surface of the ramp should contrast visually with that of the
landings and any edge upstand.
Visual and tactile A different texture may be provided at the top and bottom of a ramp,
information but corduroy tactile surface should not be used.
A small range of materials, locally sourced where possible, should be
specified, and used consistently throughout the area.
Ramps require increased slip resistance values (SRV) compared to a

Ramps
level surface:
Length of Max. gradient Estimated Recommended

ramp (m) additional SRV SRV
10 1:20 5 45
5 1:15 6.7 47
Surface finishes
2 1:12 8.3 48.5
The slip resistance of the ramp surface, without the additional SRV,
should be similar to that of the landings.
Surface finishes should be matt to minimize reflections, and should
not have striped patterning which could be confused for steps.
Materials that are likely to achieve these SRVs include floated
concrete, acid-etched ceramic tiles and some coatings with granular
aggregate.
Source if not
Provision: handrails should be provided on each side of a ramp,

and should be continuous around landings. If an additional central
handrail is added, this should not be continuous across intermediate
landings.
Height: principal handrail should be 9001,000mm high on the ramp
and landings. There should be a second lower handrail at 600mm
high.
End extensions: handrails should extend 300mm horizontally beyond
the ends of the ramp to let blind and partially sighted people know
when they have reached the top or bottom. The extension must not
project into an access route and must be finished so that it cannot
catch clothing.
Dimensions: circular handrails should have a diameter of 3250mm;
oval profiles should be 50mm wide by 39mm deep with a radius of
15mm.
Handrails
Handrails should not protrude more than 100mm into the surface
width of the ramp if this would reduce the clear width of the ramp
below the requirements, nor should the inner face of the handrail be
more than 50mm beyond the clear width of the ramp. There should
be clearance of 5075mm between the handrail and a wall, and
50mm minimum clearance between the underside of the handrail
and a cranked support.
Fixings: handrail fixings must be sufficiently secure to support a
person leaning on them or grabbing them to prevent a fall.
Ramps Visual contrast: handrails should visually contrast with their
background.
Finishes: external handrails should have an insulated finish so that
they are not cold to the touch in winter, or too hot in summer if they
are in direct sunlight. They should have a smooth, non-reflective finish,
and should visually contrast with their background.
A continuous upstand at least 100mm high, or an equivalent barrier The Building

such as a rail or planter, should be provided on the open side of the Regulations
ramp. 2010, Approved
Document K
Where the drop on the open sides of ramps is more than 600mm,
there should be guarding to a height of 900mm minimum from BS 6180:1999
the pitch line; 1,100mm is recommended. Landings with open sides
should have guarding to a height of 1,100mm. Guarding should not be
climbable and should have no gaps or opening greater than 100mm.
Guarding Where the drop on the open side of a ramp is more than 380mm,
within the site boundaries of a non-domestic buildings access route
that is controlled under the Building Regulations, a barrier should be
provided.
Where open soffits underneath ramps are less than 2,100m high,
they should be protected by guarding at least 1,000mm high and
with low-level cane detection, or a continuous raised flower bed at
least 900mm high, or a warning surface not intended to be walked
on, such as cobbles, but this must not constitute a trip hazard.

Figure 5.6: Escalators at Liverpool One, a shopping/leisure complex in Liverpool,
5.3 Escalators and moving walkways
a. Definitions
Escalators are inclined moving stairways, in which the carrying surface remains
horizontal, while moving people up or down between different levels (Figure 5.6).
They are typically used between levels where a large volume of people require a rapid
means of transportation, whereas lifts generally necessitate waiting time and have
limited capacity.
Moving walkways, also called travelators or passenger conveyors, where the moving
surface is flat and parallel to the direction of travel, can be horizontal or inclined up to
a maximum of 12. They are used where there are substantial distances to be travelled
horizontally or for a shallow change in level where a flat moving surface is acceptable.
b. Design issues
Provision
Escalators are not suitable for wheelchairs, prams, pushchairs or people with
assistance dogs, unless the dog can be carried. People may find escalators and
moving walkways difficult and off-putting to use. They should therefore always be
provided with an alternative, accessible mean of vertical access, preferably a lift or
ramp.
The number and size of escalators required depends on the estimated traffic flow,
particularly at peak times, with alternative arrangements for non-operational time for
maintenance or replacement. Twin escalators, switchable between up and down, are
preferred.
Location
Escalators and moving walkways are normally provided in internal environments. They
should only be used externally if they are adequately covered to protect them from
the weather. They are normally sited as part of main circulation routes, making it easy
for pedestrians to board them.
Alternative accessible vertical access points such as lifts should be located adjacent
or close by.
Signage
There should be clear directional signage indicating alternative step-free vertical
access such as a lift. The direction of travel of the escalator or moving walkway should
be clearly indicated, particularly when this can be changed to accommodate peak
flows.
Care must be taken that signage and other visual displays do not cause a distraction
at the access and egress points, slowing people down and causing potentially
dangerous congestion.
Access space/landings
There needs to be adequate space at landings to allow for queuing and safe
movement on and off the escalator or moving walkway, particularly for people who
move slowly. Two of the greatest hazards are blocked egress and excessive travel
speed.
Capacity/speed/dimensions
The capacity of escalators and moving walkways depends on their speed and
dimensions. Low-energy escalators that operate slowly and speed up upon application
of body weight may present fall hazards and should be installed with warning signage.
A constant speed is preferable.

Angle of inclination
The inclination of escalators and moving walkways should be selected taking account
of location and estimated levels of use.
An extended flat moving surface, depending on speed and angle of inclination, is

required at the top and bottom to allow safe and easy access and to allow those with
poor balance to adjust to the movement and the start and end of the inclination.
Visual, tactile and audible information

There should be a visual contrast to identify the moving surfaces, and visual, tactile
and audible information should be provided at the top and bottom. Step nosings
should contrast, even though this is not a legal requirement. The direction of
escalators needs to be indicated. This may be by coloured nosings to treads, indicator
dots on the moving handrail or, in some cases, green/red traffic lights.
Handrails
Handrails are essential on a moving surface especially for people with poor balance,
and handrail width and surface should take account of people who have limited grip
or dexterity.
It is important that the handrail moves at the same speed as the escalator or moving
walkway, as differences in speed can cause falls. Indicator dots on moving handrails
can indicate the direction of travel.
Guarding
Guarding is required to minimize the potential for falls at changes in levels, to prevent
blind and partially sighted people from inadvertently walking onto or bumping into a
moving surface, and to prevent vandalism on inclined surfaces.
Lighting
Escalators and moving walkways should be well lit, particularly at access and egress
points, so that people can identify the moving surface.
Emergency switches
There must be emergency switches, clearly visible and usable by everybody, to stop
escalators and moving walkways if necessary. These should also be located in the
middle of the escalator, as well as at top and bottom.

Escalators and moving walkways require regular cleaning and servicing to ensure that
they remain safe and in working order; see Chapter 8.
Escalators and moving walkways should conform to BS 8300:2009 and
BSEN1151:2008 (Table 5.3).
Table 5.3: Recommendations for escalators and moving walkways
Source if not
Normally there should be at least two escalators/moving walkways

at each location to serve traffic flows in each direction.
Provision
Stairs and lifts should always be provided as an alternative means of
access.
Escalators and moving walkways should be on PARs, and located

Location
close to alternative step-free means of vertical access, such as a lift.
There should be clear signage indicating the alternative accessible BS EN 1151:2008

route at the top and bottom of all escalators and moving walkways.
The direction of travel should be clearly indicated.
Signage Directional signs, advertising and retail displays should not be

Escalators located close to the top and bottom of the escalators or ends of
and moving moving walkways.
walkways
Escalator and moving walkways are required to display mandatory
safety signs in accordance with BS EN 1151:2008.
There should be an unrestricted area at the top and bottom of BS EN 1151:2008

escalators and at the ends of moving walkways either with a width
BS 5656-2:2004
at least the distance between the outer edges of the handrails
plus 80mm each side and at least 2.5m long from the end of the
balustrade, or 2m long if the width is increased to at least twice the
Access space/ distance between the outer edges of the handrails plus 80mm on
landings each side (note this provides about 60% more space). These lengths
should be increased when there are cross pedestrian routes.
Where escalators or inclined moving walkways have a locking device
for trolleys, the length of the unrestricted area should be increased
to 5m.

Source if not
Minimum Capacity
Capacity for BS 5656-2:2004,
horizontal for moving
escalators BS EN 1151:2008
distance of walkways (no.
(no. people)
level steps people)
Width
Speed (mm) 600 800 1,000 1,000 1,400
(m/second)
0.5 2,250 3,375 4,500 800mm 3,600 5,040

Capacity/speed/
dimensions
0.65 2,925 4,388 5,850 1,200mm 4,560 6,350*
0.75 3,375 5,063 6,750 1,600mm 5,400 7,560*
*maximum
incline 6
Headroom: 2.3m, with 2.1m clear outside handrails.
Escalators: the generally recommended maximum angle of BS EN 1151:2008

Escalators inclination is 30. 35 is permitted for vertical rises less than 6m
Angle of and where the speed is less than 0.5m/s.
and moving
inclination
walkways Moving walkways: the maximum angle of inclination for a wheelchair
user is 6 (equivalent to a gradient of 1:9).
There should be visually contrasting surfaces at the top and bottom

of escalators and the end of moving walkways.
There is no requirement for visually contrasting nosings (by painted
Visual, tactile bands) on escalator steps, but they are recommended. A visually
and audible contrasting demarcation line where the moving surface starts is also
information recommended.
An audible signal or pre-recorded message, indicating the start or
finish of the escalator or moving walkway, is helpful: these are not
normally supplied by the escalator manufacturer.
Handrails should be 9001,100mm above the step nosing or BS EN 1151:2008

surface of the moving walkway, and extend a minimum of 300mm
Handrails at each end.
A flattopped handrail with rounded sides and a width of 70
100mm is recommended.
Source if not
Where guarding connects to the end of an escalator or moving BS EN 1151:2008

walkway it should be at least the same height as the escalator
handrails, 9001,100mm. Where there is a potentially hazardous
situation it is recommended that barriers are at least 100mm
Guarding higher than the handrails. The guarding should be 80120mm from
the moving handrail.
Guarding is required under the open soffit of an escalator or inclined
moving walkway where the clear headroom is less than 2,100mm.
Escalators
and moving Escalators and moving walkways should have a minimum
Lighting
walkways illuminance of 50lux on their surface and 100lux at landings.
Emergency switches must not be more than 30m apart on

Emergency
escalators and 40m apart on moving walkways, with one at each
switches
end.
Escalators require at least daily cleaning.

Cleaning and
maintenance Escalators are required to be maintained in accordance with the
relevant regulations and standards.
5.4 Steps/stairs
a. Definition
Steps and stairs are the primary means of vertical access between different levels
for the majority of people. However, they are not accessible for everyone, such as
wheelchair users, people with prams and buggies, or those who are encumbered with
luggage. They also may be difficult to negotiate for disabled and blind and partially
sighted people. Their design will determine their ease of use and safety (Figure 5.7).
In all cases where there are steps/stairs, there must be an alternative step-free route,
usually a ramp or lift.
In an urban environment, steps may also be used as an aesthetic enhancement or

may have a secondary use, such as informal seating (Figures 5.7). In these cases, there
should be a balance between design and function, and meeting the specified guidance
to the letter may not be appropriate, provided that there is an obvious alternative or
adjoining accessible route.
Figure 5.7: Steps used as an aesthetic enhancement or seating.

Figure 5.8: London Bridge planting integrates steps with slope.
b. Design issues
Provision
Primary and secondary accessible routes should not include steps/stairs, unless they
are in association with lifts or ramps.
Location
Steps/stairs in association with lifts or ramps should be as close together as possible,
as some people who do not like lifts or have difficulty negotiating ramps may prefer
to use the stairs.
Signage
Routes should be signed as stepped or step-free (whichever is the case), in order to
avoid confusion.
Flight rise
Long flights of steps/stairs are tiring, with the greatest risk of trips and falls being
at the top and bottom of a flight. Therefore a balance should be struck between the
number of risers and landings. Where long flights are unavoidable, consider providing
seating en route.
Single steps are a trip hazard and must be avoided.

Figure 5.9: Shopping centre, Shepherds Bush, London. Tapered steps can create problems,
Dimensions
The width of steps/stairs should reflect the estimated volume and intensity of use:
crowded steps/stairs can be dangerous. In public places where a high volume of
traffic is expected, it is preferable to have wide steps/stairs, with a middle handrail, so
that travel up and down can be separated.
The dimensions of the risers and treads will affect how easily and safely the steps/
stairs can be used: the lower the riser, the easier it is to go up and down, and the
deeper the tread, the greater the stability on each tread. Steps with very large treads
are effectively single steps and should not be used as they can be a trip hazard.
Landings
There should be unobstructed landings at the top and bottom of steps/stairs out of
the main circulation route so that people can stop or pause to get their breath or
balance before ascending or descending.
Exposed landings should have adequate cross-fall to prevent puddling.
Visual and tactile information

Steps/stairs and landings should have visual and tactile information on approach to
assist blind and partially sighted people. The appropriate corduroy surface should
positioned forward of the first step.
Tapered steps
There is a trend in landscaping for feathered or tapered steps where the ground
plane changes front to back and left to right (see Figure 5.10). However, this does not
meet BS 8300 for approaches to buildings (which requires regularly sized risers on
the primary route) and can be a trip hazard for people with sight loss. When applied to
the public realm, this can result in confusing amounts of tactile corduroy paving top
and bottom. Consideration needs to be given instead to how bookends can contain
or limit the tapers. Where tapered steps are used, they should be supplemented by a
flight of BS 8300-compliant steps.
Surface finishes
The treads and nosings of steps/stairs and landing surfaces should have slip-resistant
finishes, including when wet, with similar SRVs to minimize tripping and stumbling.
The risk of slipping is increased if the nosing is rounded and finished in a smooth
material or if the steps/stairs are contaminated with litter, dirt, leaves, etc.
Figure 5.10: Tapering steps.

Figure 5.11: Planting and seat define the undercroft at Liverpool One,
Handrails
Refer to Section 5.2 on ramps. Where amphitheatre-style seating is provided adjacent
to a flight of steps, handrail detailing will need to clearly distinguish the access route
from the seating.
Undercrofts and voids

Where there is an open void under stairs or escalators it is essential to protect these
areas to a height of 2.1m to minimize accidental head injury. This can be achieved
in a number of ways, using floor surfacing or a raised plinth, or using the space for
storage, signage or seating (Figure 5.11).
Steps and stairs should conform to BS 8300:2009 and BS 5395-1:2010 (see Table
5.4).
Table 5.4: Recommendations for steps/stairs
Source if not
Levels should be designed so that it is not necessary to have steps/ BS EN 1991-1-1

stairs on PARs or SARs. Steps/stairs should always be provided in
Provision
addition to ramps with a rise greater than 300mm, escalators and
lifts ideally.
Steps/stairs should be located as close as possible to the accessible

Location
means of vertical access: lifts or ramps.
Routes on which there are steps/stairs should be clearly indicated in

Signage
any signage and on any plans of an area provided for information.
Steps/stairs
The maximum recommended flight rise is 20 risers between landings.

There should be the same number of risers in successive flights.
Where a stepped approach is within the site boundaries of a
nondomestic buildings access route that is controlled under the
Flight rise Building Regulations, the maximum number of risers is 12 for a
going less than 350mm and 18 for a going greater than or equal to
350mm.
Single steps should not be used: a slope or ramp should be used
instead.

Source if not
Width: the clear width should be at least 1,200mm, with 1,000mm

minimum between the centreline of the handrails. Where a stepped
approach is within the site boundaries of a non-domestic buildings
access route that is controlled under the Building Regulations, the
minimum dimension of 1,000mm should be between the internal
faces of the handrail. Where the width exceeds 2,000m the steps/
stair should be divided into two or more channels with intermediate
handrails. For each channel the handrails should be 1,000mm and
2,000mm.
Where a stepped approach is within the site boundaries of a
nondomestic buildings access route that is controlled under the
Building Regulations and the width of a flight exceeds 1,800mm, a
Dimensions central handrail should be provided.
Treads: 300450mm. Risers: 150180mm. The dimensions should be
consistent throughout a flight or series of flights.
Tapered risers should not be used as they can be a trip hazard,
Open risers should not be used as they may be a trip hazard for
disabled people. Step profile: a square edge profile is preferred.
Any projection should not be more than 25mm. Where a stepped
approach is within the site boundaries of a non-domestic buildings
access route that is controlled under the Building Regulations, the
maximum rise should be 170mm.
Headroom: clear headroom should be 2,000mm.
Steps/stairs
Landings at the top and bottom and intermediate landings should
preferably be 1,800mm long, but not less than 1,500mm or the
Landings width of the steps/stairs, and should be kept clear of any obstructions.
The recommended crossfall on external landings is 1:50 maximum.
Where the drop on the open sides of steps/stairs is more than The Building
600mm, there should be guarding to a height of 900mm minimum Regulations
from the pitch line; 1,100mm is recommended. Landings with open 2013 Approved
sides should have guarding to a height of 1,100mm. Guarding should Document K
not be climbable and should have no gaps or opening greater than
BS 6180:1999
Guarding 100mm.
Where open soffits underneath steps/stairs are less than 2,100mm
high, they should be protected by guarding at least 1,000mm high
and with low-level cane detection, or a continuous raised flower bed
at least 900mm high or a warning surface not intended to be walked
on, such as cobbles, but this must not constitute a trip hazard.
Artificial lighting should be evenly distributed with an illuminance of at *SLL Code

least 100 lux, preferably 150 lux on steps/stairs and landings. and Lighting
Lighting
Application
Standards
Steps/stairs should, where possible, have rounded internal corners,

and be free from obstructions such as fixings, and gaps where dirt
Ease of cleaning
and debris can get trapped. Generally the smoother and less porous
the surface, the easier it is to clean.
* Society of Light and Lighting
6.0 Public
facilities
Figure 6.1: Kings Cross station, London, meeting point,

Public realm projects should consider the inclusion of public facilities in the scheme.
These will assist people with wayfinding, orienting and promote full use and
enjoyment of the space on offer (Figure 6.1).
The inclusion of the features in this section can be considered a measure of design
quality and inclusiveness.
6.1 Meeting points
a. Definition
A meeting point is an identifiable location where there is adequate space for people
to congregate, meet, rest and socialize without obstructing pedestrian or vehicular
circulation (Figure 6.2).
Public facilities 99
Figure 6.2: A popular meeting point at City Hall, headquarters of the GLA, London,
b. Design issues
Provision
Ideally, meeting points should be interspersed throughout the urban environment.
These may be for different purposes, such as informal meeting, resting and socializing,
providing information, waiting, for formal and informal assemblies (e.g. markets or
festivals), and may include emergency assembly points in the event of evacuation of
adjacent buildings. They will be of different sizes and character, and have different
features.
Location
Informal meeting points are likely to be located at transport termini, the junctions
of pedestrian routes (see Chapter 4), and near landmarks or the entrances to key
buildings or amenities both when arriving and leaving.
Larger assembly areas will probably be associated with a major landmark or

building(s).
Signage
Meeting points with a particular function, such as markets, should be clearly signed
from transport interchanges and arrival points.
All meeting points, and their facilities, should be clearly indicated on any map or other
graphic representation of the area (see Chapter 3).

Access
All spaces for public assembly should be fully accessible, with step-free access.
Parking
Where there is a space used for public assemblies there should be accessible parking
(see Section 2.4) within 50metres; this may be provided on a restricted use basis
or on-street as designated parking bays. This parking should be clearly signed with
information on when use of the space is allowed.
Seating
All meeting places should provide seating (see Section 7.5) for people who want or
need to rest before continuing their journey. Rest seating at intervals helps extend
journeys for people with walking difficulties.
Other facilities
Other facilities that can usefully be provided at meeting points, particularly those
intended for public assemblies of any kind, are:
information (see Chapter 3);

sanitary facilities (see Section 6.5);
entertainment areas;
cycle stands;
ponds and wildlife walks;
trees and planting (see Section 7.1).
Lighting
All meeting points should be well lit to ensure physical and perceived safety, facilitate
surveillance, and discourage antisocial behaviour.

Figure 6.3: Multi height counters at the information point at Thinktank science museum, Birmingham. The pool at
the rear is protected by tactile paving and bollards, photograph courtesy of Gillespies Landscape Architects.
6.2 Information points/centres
a. Definitions
Information points/centres should provide all the information necessary for
everybody to be able to make full use of the immediate area and its facilities safely
and effectively (Figure 6.3).
Information points may be in the form of wall boards or free-standing boards or

plaques with information about the immediate area.
They may also be within buildings or a sheltered kiosk, with information on both the
immediate area and further afield.

b. Design issues
Provision
Information centres/points should be part of an integrated wayfinding strategy (see
Section 3.2).
Location
Information points/centres are particularly useful for people visiting an area for the
first time or who are unfamiliar with it. They should be provided at all public transport
arrival points, entry points to a development or particular area, and key visitor
attractions. Information points are useful for everyone at places where people need
to make a decision where to go or what to do next (for example, at intersections of
PARs).
Free-standing information boards or plaques should not obstruct pedestrian routes

and should be positioned so that there is adequate space around them for people to
stand and read the information without causing an obstruction.
Signage
Information centres or kiosks should be clearly signed from transport facilities, key
buildings, visitor attractions, etc. For detailed guidance on types, sizes and formats of
information, see Section 3.4.
Telephones
Despite the prevalence of personal mobile phones, public payphones are useful at
transport termini, shopping centres or precincts, and at meeting or information
points. They should be located outside circulation routes so that neither they, nor
their users, cause an obstruction or hazard. Accessible features should be provided,
including acoustic hoods, inductive couplers and volume control; all should be clearly
indicated. There should be a payphone 260mm lower than standard height for
wheelchair users and people with restricted stature. Refer to Section 9.2 of Inclusive
mobility for details.
Consideration should be given to new types of interactive information technology that

might enhance the usefulness of information points and be expected in the future.
Access
All information centres/points should be fully accessible, with step-free access.
Reception counters
All reception counters should have a lower section, suitable for a seated person (as
per ADM). The design on the public side depends on whether visitors need a surface to
write on or not:
maximum surface height 760mm from the floor level;

knee recess 700mm deep (for staff), 500mm for the public side;
preferably 1,500mm wide as a minimum; and
clear manoeuvring space in front of counter (this should be 1,200mm deep and
1,800mm wide if there is a knee recess at least 500mm deep, or 1,400mm
deep and 2,200mm wide if there is no knee recess).

Audible information
Hearing enhancement systems should be provided at staffed information desks/
centres.
Lighting
Information boards and plaques should be adequately lit so that they are easily
readable. The lighting should be positioned so that there is no reflection or glare and
the people around the boards do not cause shadows across the board or plaque (see
also Section 7.11).
Visual contrast
Information points, boards and plaques should visually contrast with their
surroundings so that they are clearly identifiable.

Figure 6.4: The Millennium Bridge provides step-free links between two London icons.
6.3 Visitor attractions and other facilities
a. Definition
Visitor attractions are buildings, spaces or particular features such as monuments or
fountains, that give an area special character and that visitors will wish to see or visit
(see Figure 6.4).
They may include temporary attractions such as fairs, open air concerts and more
regular attractions such as markets.

b. Design issues
Provision and location
This will be specific to the type of urban space. Most public spaces will serve different
functions either occasionally or routinely. These will vary from car park to fairground
or market to media event. In all cases the principal features and facilities of the
space should be sufficient to serve the range of anticipated functions, and be self-
evident and intuitive. This will require fresh thinking regarding the need or otherwise
for raised kerbs, traditionally used in car parks, and even surface types and lighting
methods.
Signage and information

All permanent visitor attractions should be consistently and clearly signed as part of
the wayfinding strategy.
It may be useful if a logical trail is made around the attractions, using signage, maps,
information leaflets or audio guides.
Parking
See Section 2.4.
Access
All visitor attractions should be accessible by step-free routes. Flexibility is also
required regarding peak and off-peak periods, especially in relation to critical
circulation routes. These PARs may need to be safeguarded by the use of bollards or
planting and supplemented by permanent lighting, information points, helpful sight
lines and other supporting measures.
Temporary events may require temporary solutions, such as timber boardwalks,

accessible Portaloos and pop-up facilities such as caf kiosks that are provided on the
day.
Entrance
See Chapter 2.
Lighting
Routes to and the entrances of visitor attractions should be well lit (see Section 7.11).

Figure 6.5: Water feature on the Southbank of the River Thames, London,
6.4 Recreation and play facilities

a. Definition
Recreation and play facilities (such as that shown in Figure 6.5) are designated open
spaces, often landscaped, for particular recreational purposes such as childrens play,
games pitches, tennis courts, resting and socializing, and outdoor eating.
For further guidance, see Developing accessible play space: A good practice guide (Office of
the Deputy Prime Minister, 2003).
b. Design issues
Provision
This will be specific to the type of urban space.
Play areas are normally provided separately for different age groups, for example, one
for children aged 5 and under, and one for those aged 612.
Recreation and play areas should form part of the open space and pedestrian networks
through an urban area, both for their sustainability benefits and their social and visual
amenity value. They promote good health by encouraging physical exercise and fitness.
Recreation and play areas should provide visually interesting focal points and, where
possible, should have sensory elements.
Location
For safety reasons, recreation areas and childrens play areas are best located near
pedestrian routes and away from vehicular circulation. They may be adjacent to other
open, landscaped space but should be open and clearly visible to encourage passive
surveillance. Play areas can usefully be sited adjacent to shopping centres and leisure
centres.

Signage
Recreation areas and childrens play areas should be clearly signed, indicating the type
of facility and the age group for which they are intended.
Access
All recreation areas and childrens play areas should be accessible by step-free
routes. Within play areas there should be a firm, accessible route to all equipment
and seating, and that allows space for wheelchairs and prams without causing
obstruction.
Entrance
In many cases play areas, particularly those for smaller children, are enclosed to
protect them from other adjacent activities, and to enable them to be locked at night
to prevent vandalism. In such cases, the entrances/gates should be designed as
recommended in Section 2.6.
Equipment
There is a wide variety of childrens play equipment providing different experiences:
swinging, rocking, sliding, climbing, spinning. As far as possible, it should be accessible
to all. Where different types of equipment are provided, there should be at least one
of each type of equipment accessed from ground level. Where possible, elevated
equipment should have step-free access, either by means of a ramp or a platform
lift. Equipment should be designed to aid and provide enjoyment for all children, for
example by cut-out shapes providing hand or arm support, and visually contrasting
elements.
Layout and space

The accessible equipment should be laid out and integrated with the other equipment
to encourage social interaction. There must be adequate space between equipment
that allows room for wheelchair users to safely manoeuvre, and for side transfer onto
equipment. Any substantial overhang of equipment may require protection and a
change of floor surface can act as a warning device.
Surfaces
Surfaces around and under equipment are normally resilient for safety reasons (for
example, rubber, wood chippings or sand). Where loose surfaces are used there
should be a firm, accessible route to the equipment and adequate manoeuvring space
for wheelchair users. All ground surfaces should be slip-resistant; see Section 4.1.
Seating
Recreation and play areas should have a variety of seating for parents or other
supervising adults who are watching or wish to rest; see Section 7.5.
Lighting
Even if the recreation/play area is not intended to be used after dark, it should be well
lit to deter misuse and vandalism (see Section 7.11).

6.5 Sanitary facilities
Public sanitary facilities include public WCs, accessible WCs, baby changing facilities
and Changing Places (see http://www.changing-places.org/)
b. Design issues
Provision
Public sanitary facilities should be provided at locations where people meet, wait or
spend time, such as arrival points, car parks, public transport interchanges and taxi
points, as well as in retail areas and cafs.
They should be open during the hours of operation of the facilities that they serve.
Public WCs are normally unsupervised. Accessible WCs and Changing Places are often
locked to prevent abuse, and may either be accessible by a RADAR NKS (National Key
Scheme) key or by a key from a reception point nearby.
Other options are possible, including a clear agreement with cafs that their WC
facilities can be used without first having to make a purchase. Such agreements can
be written into a lease. Accessible WCs and Changing Places are usually separate
unisex facilities, and should not be combined with baby changing facilities. They
should be provided in both male and female WC facilities as well as in the accessible
facilities. There should also be WC cubicles designed for ambulant disabled people
in these facilities, and lower urinals in the male facilities for shorter adults and for
children.
Location
Public sanitary facilities, including accessible WCs, should be located near major
transport interchanges, car parks and public facilities (such as assembly areas,
recreation and play areas, parks, information centres, key visitor attractions and
shopping facilities). Accessible WCs, Changing Places and baby changing facilities
should always be accessible by step-free routes.
Where there are shopping facilities, WCs should be conveniently located, preferably
within 80metres. Ideally, they should be supervised.
Signage
WC facilities should be clearly signed, indicating what type of facilities are provided
(see Section 3.4).
Design of accessible WCs

Accessible WC facilities should meet dimensional and other specifications as set
out in Building Regulations ADM and BS8300 and in line with local authority
requirements.
Lighting
Public WC facilities should be well lit both internally when they are open, and
externally at all times, so that they are easily identifiable, enable passive surveillance
and discourage antisocial behaviour (see Section 7.11 for lighting information).

Information
In Changing Places there should be written instructions on the use and, where
appropriate, compatibility, of the equipment beside each item.
Emergency alarm
Accessible WCs and Changing Places should have emergency alarms that connect to
a staffed service position.

Public WCs and Changing Places will require regular/daily inspection and cleaning to
ensure that they are operational, safe and pleasant to use (see Chapter 8). Items that
require regular checking include:
that transfer spaces are kept clear of obstructions (e.g. cleaning equipment);
the security of toilet seat fixings;
taps: operation and water flow;
the security of the fixings of grab rails;
the mechanism of drop-down rails;
the operation and safety of all hoists and other equipment; and
the emergency pull cords: that they are fully extended and working.
Dog spend areas

Not many public spaces are designed with dog spend areas. This presents a problem,
and a health and safety concern for dog owners, and especially those with assistance
dogs. Dog spend areas can only be provided in a managed environment with sand or
sluice-down facilities.

7.0 Public realm
features
Figure 7.1: Public space at Granary Square, Kings Cross, London,

7.1 Trees, planting and landscaping
a. Definitions
Trees, planting and soft landscaping are important elements in urban areas for
aesthetic, environmental and functional reasons; they also improve peoples feeling
of well-being. Trees, planting and landscaping can provide features and landmarks to
assist with wayfinding.
b. Design issues
Provision
Trees, planting and soft landscaping should be incorporated throughout any new
urban development to enhance its appearance, provide shading, and to provide an
attractive amenity space where people can rest and relax (Figures 7.1 and 7.2).
Location
Trees and plants should be planted so that their roots or branches do not obstruct
circulation routes. If there are tree pits or planted areas adjacent to a pedestrian
circulation route or in a pedestrian area, care must be taken to ensure that there is no
unprotected change of level which could constitute a trip hazard. Tree grilles, where
provided, must be level with the surrounding surface.
Public realm features 111

Figure 7.2: Accessible lawn feature, Westfield Stratford City, London,
Selecting species
Generally, indigenous species should be selected as these will grow better than other
species and are more sustainable, but some ornamental species may be included for
their aesthetic effect.
The size of selected trees will be relevant to retaining sight lines.
Trees that survive well in urban environments can be found at

http://www.righttrees4cc.org.uk/.
Access
Where soft landscaping is for public use, e.g. a green amphitheatre, woodland walks,
there should ideally be step-free access to as much of the area as possible. Areas of
planting and soft landscaping must in any event be accessible for maintenance and
maintenance equipment.
Security/protection
Where planting and soft landscaping is a purely visual amenity, it may need to
have physical protection to prevent damage to the planting and reduce scope for
antisocial behaviour. Planting using prickly or thorny species can help inhibit misuse
and provide an effective barrier. Any use of protective planting must not overhang
pedestrian routes.
Sensory and tactile interest

Planting can be used to provide visual, sensory and tactile interest and audible clues,
all of which can contribute to wayfinding (see Section 3.3).
Maintenance
Trees and planting will require regular maintenance to ensure that their growth does
not obstruct circulation routes, that there is no risk of falling tree branches, and that
fallen leaves do not make pedestrian paths slippery (see Section 8.3).

Figure 7.3: Water feature at BBC White City, London,
7.2 Water features

a. Definition
Water features such as fountains, ponds and lakes (Figure 7.3) can be important
features in the urban environment, providing aesthetic and sustainability benefits.
They can also act as wayfinding aids through their distinctive appearance, novelty or
just sound.
b. Design issues
Provision
Any water features should be an integral part of the open space and landscaping of
the urban area. See also Chapter 4 and Section 7.2.
Location
Water features should be located off main access routes, where they, and people
gathering around them, cannot cause an obstruction to the circulation of vehicles or
pedestrians.
Particular care should be taken in pedestrian areas that water from fountains cannot
be blown over pedestrian routes, making them slippery and potentially unsafe; see
Section 4.3.
Water features with moving water can provide audible orientation and wayfinding
clues; see also Section 3.3.
Safety
Water features should be protected by barriers, walls, planting or have warning
surfaces so that people cannot inadvertently walk/fall into them. See Section 7.4.

Water features should be designed for ease of access for regular cleaning and
maintenance, which will be essential to keep them attractive, safe and in working
order. See Chapter 8.

Figure 7.4: Centralized furniture keeps the main footway clear. Westfield Stratford City, London,
7.3 Street furniture
a. Definitions
Street furniture includes lighting columns, signposts, guardrails, bollards, shelters,
cycle stands and litter bins (Figure 7.4). If poorly positioned, street furniture can cause
obstructions for wheelchair users by restricting space and can be a hazard for blind
and partially sighted people.
The following is general guidance for street furniture. Fences, guardrails, bollards,
seating, bus shelters and cycle stands are covered separately in the following sections.
b. Design issues
Provision
Street furniture should be kept to a minimum to avoid clutter which can be a
distraction, be confusing and a potential hazard. Each item of street furniture must
have a clear function, which will determine its selection and location. Combining
elements into a linear buffer zone can help to reduce clutter and separate pedestrian
routes from traffic. English Heritage recommends undertaking an audit of existing
street furniture to identify excess elements and help inform what should be removed
and whether new elements are needed or not.

Location
Street furniture should not obstruct or project into circulation routes or obscure
key views and landmark buildings. It should be positioned consistently or in a
defined zone as this will help blind and partially sighted people. Signs should not be
positioned where they could be obstructed by tree or plant growth.
Items such as kiosks, caf seating, drinks fountains and canopies should be located
in the same zone. Retailers should be discouraged from using pavement boards and
should integrate signage into their frontages. Any outdoor caf overspill should be
contained by a solid boundary edge (such as planters that reach to ground level) to
provide a tap edge for cane users.
Space
Street furniture at ground level requires space around it: both buffer space so that
pedestrians do not bump into it and user space: additional space taken up when the
element is in use, for example by people queuing or rubbish around a litter bin. Buffer
space can vary from 100450mm, depending on the pedestrian flow rates, and user
space from 4001,600mm, where people are queuing.
Dimensions
Waste bins should be 1,300mm in height with a bin opening 1,000mm from the
floor. They should be rounded in design and continue down to near ground level so
that they can be detected by a cane user.
Headroom under suspended signs should be at least 2,100mm and otherwise at least
2,300mm.
Materials
Street furniture should be of robust and durable materials. Finishes on street furniture
should resist graffiti and damage by vandals. All street furniture must be securely
fixed so that it cannot be damaged or moved to cause a dangerous obstruction.
Visual identification
Street furniture should visually contrast with its background, or have visually
contrasted markings/bands 150mm deep and between 1,400 mm and 1,600mm
from the floor on columns to enable them to be identified by blind and partially
sighted people.
Ease of cleaning and maintenance

Street furniture should be designed to be easy to clean and maintain so that it retains
its original appearance: dirt and damage can mask visual contrast, as well as put
people off using an area and encourage antisocial behaviour. See also Chapter 8.

Figure 7.5: Vehicle defense bollards have been placed over the tactile paving at King's Cross station, London,
7.4 Fences, guardrails and bollards
a. Definitions
Barriers/fences, guardrails and bollards are ways of delineating an area. They may
be required for safety or other reasons to restrict the movement of people or, more
usually, of vehicles (Figures 7.5 and 7.6).

b. Design issues
Provision
Fences/barriers and bollards should be kept to a minimum, only being used where
essential for safety reasons. When poorly designed or positioned, they can increase
the distance that people have to walk, reduce the width of the footway and can cause
injury to pedestrians or cyclists crushed against them.
Guarding is necessary to prevent people falling where there is a significant change in

level, and to prevent people from inadvertently colliding with obstacles such as low
soffits.
Bollards are usually used to prevent vehicles encroaching on pedestrian areas. They
should not be used unless essential: other items of street furniture with a specific
function, such as seating, cycle stands or planting, can be used as an alternative and
are preferable.
Bollards should not be linked with chains or ropes or have horizontal arms: these
are a hazard for blind and partially sighted people. Rise and fall bollards should have
audible sounds when in operation.
Location
The positioning of barriers/fences and bollards should not obstruct or restrict
pedestrian routes, or be a hazard in open areas.
Water
It is inappropriate to provide guarding around certain water edges, e.g. canals, rivers
and lakes. However, in some urban settings a tactile warning surface could be used as
an edging strip, and should be at least 800mm wide around the waters edge.
Dimensions
Barriers/fences and bollards must be sufficiently high so that they are not a trip
hazard. Guardrails must be high enough to prevent people falling over them. All
barriers/fences and guardrails should have a continuous upstand or rail close to
ground level to provide cane users with a tapping rail.
Guardrails should be designed to prevent guide dogs from walking underneath the
railings and should also ensure that children and wheelchair users can see, and be
seen, through the railings.
Safety and anti-vandal design and construction

Barriers/fences and guardrails should not be climbable and should not have gaps
wide enough for a child to squeeze through.
Visual identification
All barriers/fences, guardrails and bollards should visually contrast with their
background, or have visually contrasting markings, so that they are not a hazard for
blind and partially sighted people.
Lights integrated into bollards can make them more visible.
Figure 7.6: Mobile planters define the external seating area, Westfield Stratford City, London,

Guarding should conform to Building Regulations 2010 Part K, BS 8300:2009
(amended 2010), BS 6180:1999 and Inclusive mobility (DfT 2002).
Table 7.1 Recommendations for guarding.
Source if not
Guarding is required to prevent people falling where there is a change

of level other than stairs or a ramp of more than 380mm. On the
open sides of stairs and ramps, guarding is required where the drop is
Provision greater than 600mm.
Guarding is also required to protect people from obstructions, such
as open soffits underneath steps/stairs and ramps, that are less than
2,100mm high.
Guarding should be placed at the edge of a drop, stairs or ramp.

It is preferable that it is fixed to the vertical sides rather than the
horizontal surfaces, ramp surface or treads, so that fixings do not
gather dirt or trap rubbish, and do not obstruct cleaning.
Location Poles should be 500mm minimum from the edge of the carriageway
and at least 1,000mm apart. Guarding should preferably be separate
from handrails.
Guardrails and bollards should not intrude into the required width for
pedestrian routes; see Section 4.1.
Guarding
Where the drop on the open sides of ramps is more than 600mm,
there should be guarding to a height of 900mm minimum from
the pitch line; 1,100mm is recommended. Landings with open sides
should have guarding to a height of 1,100mm.
Dimensions Guarding to protect people from obstructions, such as low soffits

underneath steps/stairs and ramps, should be at least 1,000mm high
and with low-level cane detection 100150mm high, or a continuous
raised flower bed at least 900mm high or a warning surface
not intended to be walked on, such as cobbles, but this must not
constitute a trip hazard.
Guarding should not be climbable, for example have horizontal rails,

Safety
and should have no gaps or openings greater than 100mm.
Guarding should visually contrast with its surroundings. If it cannot be Inclusive mobility
Visual
of a material that contrasts, then it should have contrasting markings
identification
on it.

Figure 7.7: Benches at Warrior Square, Southend-on-Sea,
photograph courtesy of Gillespies Landscape Architects.
7.5 Seating
a. Definition
Seating is of benefit in an urban environment to allow people, particularly disabled or
older people and people with young children, to rest before continuing their journey.
It can be critical when walking extended distances. The seat itself and its position will
determine its usability and should be part of a strategic approach, linked closely with
pedestrian routes and open spaces.
Likewise, the location of seating in safe, attractive locations will encourage their use.
Conversely, seating in unattractive locations is unlikely to be used for the purposes
intended.

Figure 7.8: Picnic bench with space for a wheelchair or pushchair at Thinktank science museum, Birmingham,
photograph courtesy of Gillespies Landscape Architects.
b. Design issues
Provision
Seating should be provided at regular intervals within the urban environment,
preferably at 50metre intervals as a minimum. Seating might be at shorter intervals
on continuous gradients or slopes.
Location
Seating should be provided in resting places along pedestrian routes, and adjacent to
the top of steps, slopes and ramps to enable people to rest, if required. Seating should
be set back from footpaths so that it does not cause an obstruction to the pedestrian
flow and can be used without disturbance.
Type
Seating design will vary according to its function, particularly regarding short or
extended resting. There should be a choice of seats to meet different users needs:
with and without armrests, different seat heights for people of different stature and
disabled people (but most should have backs for support). Some features, such as
lower retaining walls and bollards, may double as rest seating.
Shelter
If possible, some seating should have shading to protect people from direct sun and/
or shelter from the rain. Where there is no shelter, seating should be designed so that
it does not collect rainwater.

Space
There should be space for wheelchair users and prams to be positioned alongside
seating benches and to allow side transfer; 1,200 700mm at the end of a bench is
usually sufficient.
Dimensions
There should be seating with different heights and dimensions to meet different users
needs. Generally, the height of the seat should be 450mm to 475mm from the floor;
where there are many seats, other seat heights can be offered (for example, for small
children). On narrow routes, with no room for seating, perch benches or rails could be
considered.
Materials
Seating should be constructed of durable materials which do not retain heat/cold.
Anti-vandal design and construction

Seating should be robustly constructed and fixed so that it cannot be easily damaged
or moved.
Visual contrast
Seating or the space around it should visually contrast with that of the wider
surroundings. Consider the effects of weathering over time and ultraviolet fade on
painted surfaces, as this can reduce tonal contrast.
Lighting
Seating should be located where there is good lighting and natural surveillance to
deter antisocial behaviour (see Section 7.11).

Figure 7.9: Raised kerb section alongside bus shelter in Exhibition Road, London.
7.6 Bus shelters
a. Definition
Shelters are structures that provide semi-enclosed protection from the weather
(rain, wind and sun), normally in locations where people wish to meet or need to wait
(Figure 7.9).

b. Design issues
Provision
Shelters are beneficial at bus and tram stops, particularly for disabled people and
people with small children in buggies. They may also be usefully provided at other
places where people stop or wait, such as information and meeting points, entrances
and where there is occasional seating.
Location
Shelters at bus and tram stops should be as close to the boarding point as possible.
Form
In locations not exposed to severe weather, a cantilever shelter with one end panel is
adequate, offering good accessibility and some weather protection. In more exposed
locations enclosed shelters, or shelters enclosed on three sides, should be provided, if
there is space to do so.
Materials
For reasons of personal safety and passive surveillance, shelters should be
constructed mainly of transparent material so that there is high visibility into and out
of the shelter.
Space
Shelters should not obstruct the pedestrian route/circulation, nor should they obscure
views of the approaching bus or tram.
Dimensions
Wheelchair users must be able to manoeuvre into and within the shelter.
Seating
Shelters should incorporate a bench, tilting seating or horizontal rails to rest against,
while allowing sufficient clear space for a wheelchair passenger.
Lighting
Shelters should be well lit so that people waiting feel secure and there is good passive
surveillance.

Shelters should conform to Inclusive mobility (Table 7.2).
Table 7.2: Recommendations for bus shelters
Source if not
Shelters should be provided at bus stops and tram stops wherever

Provision
there is space to do so.
The optimum location for a shelter at bus and tram stops is opposite
a boarding point. Where this is not possible the shelter should be
Location
downstream, with a 2,000mm length clear of the boarding/alighting
area.
Where the end panel is not transparent or is used for advertising, it

Form should be at the downstream end of the shelter so that people can
see the bus approaching.
Where glass or transparent walls are used, they should have

contrasting manifestation; this is normally in the form of bands
Materials
at least 150mm deep at a height of 1,4001,600mm and 900
1,000mm above ground level.
Shelters Ideally there should be a clear, unobstructed pedestrian route

2,000mm wide minimum, and preferably 3,000mm wide. Where
this is not possible 1,500mm is acceptable and, for a very short
distance (6m), 1,000mm. If the shelter is placed downstream of
Space the bus boarding area, with its closed side to the carriageway, the
total footway width can be reduced to 4,000mm, with an absolute
minimum of 3,000mm.
Shelters opposite the boarding point should be set back from the kerb
a minimum of 1,000mm and have an access space 2,000mm wide.
Enclosed shelters should be a minimum of 2,000mm deep.

Dimensions
Tilting seats or rails should be at a height of about 580mm. Seating

Seating
should contrast visually with its background.
Shelters should have an appropriate illuminance level especially where

Lighting
there are maps or information to read. See also Section 7.11.

Figure 7.10: Tactile paving delineates the cycle parking zone at Kings Cross, London,
7.7 Cycle stands and routes
a. Definition
Cycle stands are designated places where cycles can be left securely and safely
(Figure 7.10).

Figure 7.11: Cycle and pedestrian bridge link at Gateshead, over the River Tyne,
b. Design issues
Provision
Cycle stands should be provided at key destinations and facilities, such as public transport termini,
shopping centres/high streets and recreation facilities to avoid cycles being attached to railings, lamp
posts, etc., where they can cause an obstruction. With the promotion of cycling as a sustainable and
healthy means of transport, secure parking facilities are essential to encourage people to cycle. This is
particularly relevant in relation to public transport, as cyclists travel at around three times the speed of
a pedestrian and therefore the catchment area of a bus or tram stop or station is about 10 times that of
the pedestrian catchment.
Location
Cycle stands may be located on footways, central reservations, adjacent to entrances to facilities or
transport stops or within stations. They must not obstruct pedestrian or vehicular circulation and, in the
case of footways, must not intrude into the required circulation width (see Section 4.1). Their location
should be coordinated with that of other street furniture.

Form
There are a variety of types of cycle stands. They may be simple, fixed Ubars to which
cycles can be attached, which may or may not be covered, or specially designed racks
with individual fittings for each cycle, which are normally covered.
Some local authorities are using the Cycle Hoop system

(see http://www.cyclehoop.com/) around existing poles; these should only be
introduced where there is sufficient pavement space.
Visual and tactile identification

Cycle stands and any canopies and their supports should contrast visually with their
surroundings. A tactile surface can also provide a warning.
Cycle paths
Cycle paths should be as segregated as possible as possible from the pedestrian path
route (Figure 7.11). Unless the cycle path is on the road, path design can take a number
of forms:
path levels at the same height but segregated by the standard DfT tactile paving
and central raised strip;
path levels at different heights with different colours; or
barrier separation.
The DfT, Sustrans, the London Cycling Campaign and local councils provide further
guidance on cycle path design.
For the safety of both pedestrians and cyclists, it is preferable that maximum
segregation on path routes is adopted where possible.

7.8 Public telephones
a. Definition
Telephones for public use may either be provided in a specially designed kiosk or in
a covered public area, such as a transport interchange or shopping centre. With the
increasing use of mobile phones, public payphones are less in demand.
However, free phones for calling taxis, for example at bus and rail stations, are still of
particular benefit.
b. Design issues
Provision
Where public telephones are provided, there should be at least one telephone
accessible to a wheelchair user and telephones with systems to aid people who are
deaf or hard of hearing.
Location
Public telephones should be positioned in an accessible location, normally near an
entrance, meeting or information point. They should not cause an obstruction to
pedestrian movement.
Signage
There should be clear signage indicating the location of public and accessible
telephones, and those with special systems for people who are deaf or hard of hearing
should also be clearly indicated.
Identification
Telephones, booths/kiosks and their fittings should be easily identifiable by all.
Space
Accessible telephones should have adequate space to the front and side of them for a
wheelchair user to approach, manoeuvre and comfortably use the telephone, without
being obstructed or causing an obstruction.
Where acoustic hoods are provided, they should not project into the clear width of
the access route, and should be mounted so that they are not a hazard.
Height of controls
Where several telephones are provided they should be positioned at different heights
to suit ambulant disabled people and wheelchair users. The cord of the receiver
should be sufficiently long for a wheelchair user to use comfortably.

Identification of controls
Controls should be suitably sized and coloured and should provide tactile or audible
information.
Instructions
Clear instructions, at a height readable by a wheelchair user, should be provided

adjacent to the telephone.
Seating
A fold-down seat or a perch seat should be provided, particularly for use by ambulant
disabled people.
Shelf
Public telephones should have a shelf underneath or adjacent to them to enable
people who are deaf or hard of hearing to use a portable text phone.
Lighting
Public telephones should be welllit, so that the controls are easily seen and
instructions can be read. Good lighting will also increase security and passive
surveillance.
Further details can be found in Section 9.2 of Inclusive mobility (DfT, 2002) (see Table
7.3).

Table 7.3: Recommendations for public telephones
Source if not
Where public telephones are provided there should be at least one

Provision mounted at a height suitable for wheelchair users, one text phone and
one phone with an inductive coupler.
Public telephones are most useful at transport termini, shopping

centres or precincts, meeting or information points.
Location Public telephones, acoustic hoods where provided and telephone
booths/kiosks should be located outside circulation routes so that
neither they nor the users cause an obstruction or hazard.
Directions to accessible telephones should be clearly marked by

combining the International Symbol of Access with a telephone
symbol. A tactile symbol should be placed outside an accessible
Signage
telephone booth, at a height of 1,4001,700mm and within 150mm
of the door opening. Clear signage should indicate the existence and
location of text payphones. See also Section 3.4.
Telephones, booths/kiosks and their fittings should contrast visually

Identification with their surroundings.
There should be a clear space in front of the telephone of 1,850

2,100mm.
Where it is only possible to approach from the front, there should be a
Space knee hole 500mm deep minimum, and 700mm high.
Public Telephone booths/kiosks should have a clear floor space of 1,850
telephones 1,200mm. Doors, preferably 900mm wide but at least 800mm wide,
should not obstruct this clear space.
Controls for wheelchair users should be between 7501,000mm

above floor level and should be angled so that they are easy to reach Inclusive mobility
Height of controls from a seated position.
The cord of the receiver should be at least 735mm.
Keypads should have large embossed or raised numerals that contrast

Identification of
visually with their background and there should be a raised dot on the
controls
number 5.
Instructions should be positioned at 7601,000mm. They should be

in a clear, easy to read typeface of a suitable size, with good visual
Instructions
contrast between the text and the background and between the
sheet/board and its background. See also Section 3.4.
A fold-down seat, 450520mm high, or a perch seat, 650800mm

Seating high should be provided. Dropdown arms should be provided for each
seat or, in a telephone booth/kiosk, support rails should be provided.
Public telephones should have a shelf at a height of 760mm to

Shelf enable use of a portable text phone.
Telephones should be lit with an illuminance of 200lux. See also

Lighting Section 7.11. BS 5489:2013

Figure 7.12: Outdoor cafe overspill seating is contained by barriers whilst allowing for sufficient passing space,
7.9 Outdoor caf/picnic areas
a. Definition
Outdoor cafs or picnic areas enable people to sit at a table to drink or eat while
enjoying the external environment. These areas should be as accessible to disabled
people as they are to families and individuals (Figure 7.12).

b. Design issues
Location
Tables and chairs for outdoor caf or picnic areas should not intrude into the required
width of accessible routes, and should not cause a hazard for blind and partially
sighted people. Where they are adjacent to a footway or main accessible route, they
should be contained by a clearly defined boundary.
Access
There should be step-free access to at least some of the tables and any serving
facilities; preferably, any split level areas should be linked by ramps.
Space
There should be adequate space for a wheelchair user to circulate freely (that is, at
least 900mm between fixtures and furniture). Fixed tables, chairs and benches are
not recommended, since many disabled people may be unable to use them, but they
may be necessary in some cases for security reasons.
Furniture
The clear height to the underside of tables should be 700mm with some tables
having a clear height of 750mm to accommodate wheelchairs with armrests. Some
tables provided solely for use by children can be of a lower height, and with lower
chairs.
Some chairs should have armrests to assist people who have difficulty in standing up
from a seated position.
Where tables and chairs/benches are fixed, there should be some spaces for
wheelchair users, so that they too have a choice of seating. Fixed tables with one
space removed for wheelchair access can have an extended tabletop overhang for
knee clearance at one end.
Furniture should contrast visually with the surroundings to aid blind and partially
sighted people.
Other facilities
In picnic areas, ideally, there should be WC facilities, including an accessible WC,
nearby, and suitably positioned waste bins, so that litter can be easily disposed of and
avoid being unsightly or constituting a hazard.

Caf and picnic areas, and their associated furniture, should be designed to be
regularly cleaned and maintained so that the area is pleasant and safe to use; this will
also discourage antisocial behaviour.

Figure 7.13: Drainage grille in Exhibition Road, London, is used to delineate zones.
7.10 Drainage outlets
a. Definitions
Vehicle and pedestrian surfaces need to be well-drained to retain their slip resistance
and be safe and easy to use even in wet or freezing weather. Puddling and lying water
must be avoided, but equally drainage outlets and grilles must be safe and convenient
to walk on or move over.

b. Design issues
Provision
Drainage outlets should be provided as required (determined by calculations) to
ensure adequate drainage of all vehicular and pedestrian areas.
Consideration should be given to sustainable urban drainage systems, using

permeable surfaces, where the run-off is stored and used for non-potable purposes
(flushing WCs) or irrigation of planted areas, or where the run-off goes directly into
plant beds.
Location
Drainage outlets should be carefully located so that they do not cause an obstruction
or hazard. They must be flush with the carriageway or pedestrian route so that they
do not cause a trip hazard.
On carriageways, drainage outlets can be provided in the kerb stones rather than in
the road surface.
Drainage grilles can also be used as a navigation aid if used consistently, e.g.
Exhibition Road in London (Figure 7.13). However, these must not be placed too near
the vehicle carriageway or street furniture, and should have a straight linear path.
Refer to Sections 4.1 and 4.5.
Dimensions
The slots and holes in gratings and grilles should be sized to avoid people getting
their heels, walking sticks or canes stuck in them. For this reason, the slots in gratings
and grilles should be less than 13mm wide, and set at right angles to the direction of
travel.
Circular holes in gratings should have a diameter less than 18mm for the same
reason.
Anti-vandal design
Drainage outlets should be of robust materials and construction and firmly fixed so
that they cannot be damaged or removed.

Drainage outlets must be kept free of fallen leaves and other debris so that they can
function properly; see Section 8.2.

Figure 7.14: Lighting assisting wayfinding, London,
7.11 Lighting
a. Definition
Good artificial lighting in the urban environment is essential for safe pedestrian
movement and wayfinding. It helps users to orientate themselves and contributes
to constant passive surveillance for safety against crime, actual and perceived. Well-
designed lighting can become a feature in itself, creating a landmark that can help
with orientation (see Figure 7.14).
Sustainability is an important consideration when designing lighting, and the relevant

legislation should be taken into account:
Carbon Reduction Commitment Energy Efficiency Scheme (CRCEE);

Energy Using Products (EuP) Directive;
Energy Act 2008 (Consequential Amendments) Order (2009);
Climate Change Act (2008).

b. Design issues
Provision
Lighting should be planned as an integral part of street and footpath layouts.
Lighting should be continuous, at least along PARs, at entrances and at information

and meeting points.
Location
The position of lighting and its supports should not obstruct pedestrian routes.
Lighting attached to the walls of buildings can be a good option.
The height of lighting units should be appropriate to their situation with high level
lighting being brighter and with a wider spread of illumination. Conversely lower
lighting can make the scale more human but will require more fittings to achieve
acceptable lighting levels.
Care must be taken to minimize stray light that could be a nuisance to others,
particularly in adjacent residential buildings.
Lighting levels
Different levels of lighting are required for different locations: see below. There should
not be significant variation or pools of darkness because these can cause problems
for blind and partially sighted people, and create a feeling of insecurity.
Higher levels of lighting are recommended at junctions and pedestrian route crossing-
points, to assist with orientation and wayfinding.
There should also be higher levels of lighting at the tops and bottoms of steps, ramps
and escalators and where there are any potential hazards.
Where there is a change in lighting, it should be gradual to allow peoples eyes time to
adjust, particularly for blind and partially sighted people.
Lux levels vary according to the function of a space and reference should be made
to the relevant standards, e.g. CIBSE, SLL (Society of Light and Lighting) Code for
Lighting or PRM (persons with reduced mobility).
Reflection and glare

Light fittings should be positioned so that they do not cause glare by being in
the direct line of vision. They should not cause reflections or deep shadows that
could be confusing or mask hazards. Uplighters at ground level are generally not
recommended because they can cause glare and can be distracting.
Colour
Care should be taken when selecting lamp fittings as some will significantly alter the
perceived colour of street furniture and other objects, and mask visual contrasts.

Lights need to be regularly cleaned and broken lamps replaced so that optimum light
levels are maintained (see Chapter 8). The design and location of fittings must allow
for routine maintenance.

8.0 Management
and maintenance
Management and maintenance 139

8.1 Management
a. Definition
The external urban environment needs to be managed to ensure that it is safe for
everyone, functions well and is attractive and pleasant to use. This is likely to require
collaboration between different organizations and authorities.
A developer has a long-term commitment to providing and maintaining an inclusive

environment, in accordance with Planning and access for disabled people: A good
practice guide (ODPM, 2003).
b. Issues
Roads and footways
Vehicular and pedestrian routes should be kept clear of unnecessary obstructions.
Where there is moveable seating, or other street furniture, such as pavement boards,
management agreements should ensure that these do not cause an obstruction.
Licensing agreements with retailers should restrict the times when rubbish can be
left outside, in a designated area, and agree on a fixed location or zone for external
advertising so as not to create a trip hazard for people with sight loss.
Where any temporary barriers are erected, for example for maintenance work,
they should not obstruct pedestrian routes or, if they do, an alternative should be
provided. They should be at least 900mm high and should visually contrast with
their background so that they are clearly identifiable and do not cause a hazard,
Signage
Signage and information (maps, literature, timetables and audio guides) must be
accurate and kept up to date. This is particularly important where routes change or
have to be temporarily diverted, and where facilities, such as lifts and public WCs,
are temporarily out of service. In these cases signs should be located at points where
people can choose an alternative so that they do not have a wasted journey. It is
also important that temporary signs are removed when no longer required, and that
original or new signage is put back in place.
Accessible parking
Accessible parking spaces need to be managed to ensure that they are available
for disabled people and not misused by others. For popular or temporary events,
consideration also needs to be given to overspill parking for expanding and
contracting visitor numbers and preferential parking arrangements; in some
circumstances where there is restricted space, loading bays might be temporarily
used for preferential parking.

Mechanical equipment
Where any mechanical equipment required for access (barriers, lifts, escalators/
moving walkways) is not operational, clear signage and information on alternative
routes should be provided.
Public facilities
Management control of specific facilities offering services, such as cafs, should
ensure that furniture and any other associated features do not become obstacles
for visually impaired people. Similarly, accessible WCs should not be used as storage
areas.
Where possible, there should be suitable dog spend areas for assistance dogs at
visitor attractions and recreation and play facilities.
Keys to accessible WCs and Changing Places

Keys (RADAR and other) for accessible WCs and Changing Places must be readily
available with clear instructions as to how a key is obtained.
Emergency communication
Where automatic access controls, lifts or escalators/moving walkways are installed,
or where there are accessible WCs or Changing Places, there must always be a
staff member available to take emergency calls and give instructions on alternative
arrangements or emergency procedures.
Security and passive surveillance

Secured by Design guidance (see http://www.securedbydesign.com/) provides
details about improving safety through design. The design of external spaces should
encourage mixed use of buildings, provide popular facilities for a wide age range at
different times of the day, provide pedestrian routes, avoid concealed spaces, and
provide good lighting, in order to increase passive surveillance and security. The more
open and visible all public areas and facilities are, the better the security. Advantage
should be taken of any high points or viewing points in an area.
In some areas it may be necessary to introduce CCTV cameras for security. These
should be positioned in accordance with an overall security management strategy,
and should be regularly monitored.
User feedback and consultation

A survey of users, particularly disabled people, can give useful feedback on the
effectiveness of the environment and the facilities provided, and can inform future
changes and improvements. Before redesigning any streetscape or public space,
undertaking a street audit with local people is highly recommended. As part of
improvement works, arrangements for travel training for partially sighted people
could be offered.

8.2 Cleaning
a. Definition
The purpose of regular and effective cleaning is to help maximize the benefits of well-
designed accessible public spaces. Failure to maintain and clean can undermine these
benefits and instead encourage misuse and antisocial behaviour.
This deters other people from using the facility, and may call into question the entire
value of a public space project.
b. Issues
External surfaces
Pedestrian routes (footpaths, ramps and steps, parking areas, shared-use spaces and
public open spaces) should be kept clean, unobstructed and free of contamination by
surface water, snow, ice, leaves, lichen and debris. Contamination will generally reduce
the slip resistance of the surface, and snow and ice will make it ineffective. Debris and
litter can be a slip and trip hazard.
Pedestrian routes and areas should be kept free of dog excrement, which can be a slip
hazard, is a health danger, and is unpleasant to have on shoes, wheels or hands. Dog-
waste bags and bins should be provided and should be cleaned/emptied regularly.
Drainage outlets should be kept clear of leaves, debris and anything that can prevent
water draining away, to avoid surplus surface water and puddling.
Care should be taken that any cleaning materials or equipment do not damage the
surface finish, which may affect its slip resistance, flatness or durability. Surfaces
should not be polished.
Signage and information

All signs and information boards should be kept clean so that the visual contrast is
maintained and they are easily identifiable and readable.
It will also help to discourage graffiti and vandalism, which can deter some groups of
people, such as older people, from using spaces.
Lifts, escalators and moving walkways

Public lifts, being enclosed spaces, may be subject to vandalism and graffiti. Regular
and frequent daily cleaning will help to ensure that they remain operational and
pleasant to use, so that vulnerable people, who may well be disabled, are not
disinclined to use them.
Escalators require regular cleaning to ensure their safe operation, as dirt and litter can
affect their mechanical operation and the safety of people using them.

Public facilities
Public facilities, such as recreation and play areas and sanitary facilities, should be
kept clean so that they do not deter people from using them and are safe, easy and
pleasant to use (see Section 6.5).
Seating and street furniture

Seating and street furniture should be cleaned regularly so that it remains functional
and safe, and visual contrast is maintained to prevent it becoming a hazard.
Lighting
External light fittings will require regular cleaning to ensure that lighting levels are
maintained.
Waste collection
Retail and commercial premises usually require a designated on-street location for
waste at the end of the working day. Space must be allocated that does not create a
trip hazard or restrict passing widths on the pavement.

8.3 Maintenance
a. Definition
All surfaces, structures, fixtures and fittings require maintenance to ensure that they
remain safe and fit for purpose.
b. Issues
External surfaces
All external routes (roads, footpaths, pedestrian routes including ramps and steps,
cycle routes, shared-use spaces and hard-surfaced pedestrian open spaces) need
to be regularly checked to ensure that they are not damaged or worn and that they
retain their slip resistance, stability, flatness and colour, and can be used easily and
safely. Any damage, such as potholes, loose slabs, damaged joints or loose nosings,
should be repaired as soon as possible. Adverse weather conditions can cause
problems, for example, heavy rain can wash away poorly laid hoggin and create a
substantial camber or wear away to the substrate.
Painted markings for accessible parking, on road humps and so on, should be
regularly maintained so that they remain clearly visible.
Trees, planting and landscaping

Trees and planting should be inspected and maintained regularly so that branches
do not obstruct high vehicles or mask signs, and roots do not obstruct or damage
vehicular or pedestrian routes.
Grassed and soft landscaped areas need to be regularly maintained so that they
remain attractive and usable: overgrown areas deter people and are more likely to be
subject to antisocial behaviour and vandalism.
Mechanical equipment
All mechanical equipment (including access gates/barriers, lifts, escalators/

moving walkways) must be regularly inspected and serviced in accordance with the
manufacturers guidance and relevant standards.

Communication systems
All communication systems, particularly those for emergency use in lifts, on
escalators/moving walkways, at access control systems and in accessible WCs and
Changing Places, must be checked regularly to ensure that they are usable, reachable
and in working order.
Public facilities
Facilities for public use, recreation and play areas, and sanitary facilities, must be
regularly inspected and maintained to ensure that all equipment and fittings are in a
safe, usable condition and securely fixed (see Section 6.5).
Seating and street furniture

Seating, street furniture, fences and barriers will require regular inspection to ensure
that they are not damaged, and maintenance to ensure that they are safe, serviceable,
securely fixed and retain their visual contrast.
Lighting
Lighting needs to be regularly checked to ensure that all lamps are working. Broken
lamps should be replaced as quickly as possible so that lighting levels are not reduced
and safety, surveillance and security are not compromised.

9.0 Bibliography
The following list is a comprehensive but not definitive representation of all guidance documents.
Reference should be made to the most up-to-date legislation.
Legislation
Chronically Sick and Disabled Persons Act 1970, Department of Health (DoH), 1970
Climate Change Act 2008
Codes of Practice, Disability Rights Commission (from October 2004)
Countryside and Rights of Way Act 2000, HMSO, 2000
Disability Discrimination Act 2005, HMSO, 2005
Energy Act 2008 (Consequential Amendments) Order 2009
Energy Using Products (EuP) Directive
Equality Act 2010, HMSO, 2010
Planning Act 2008, HMSO, 2008
Building Regulations
The Building Regulations 2010, Protection from falling, collision and impact, Approved Document K, HMSO,
2013
The Building Regulations 2010, Access to and use of buildings, Approved Document M (2004 edition
incorporating 2010 and 2013 amendments), HMSO, 2013
Bibliography 147
Standards
British Standards
BS 5395-1:2010, Stairs Part 1: Code of practice for the design of stairs with straight
flights and winders, British Standards Institution, 2010
BS 5489-1:2013, Code of practice for the design of road lighting Lighting of roads and
public amenity areas, British Standards Institution, 2013
BS 5656-2:2004, Safety rules for the construction and installation of lifts Particular
applications for passenger and goods passenger lifts Accessibility to lifts for persons
including persons with disability, British Standards Institution, 2004
BS 5709:2006, Gaps, gates and stiles, British Standards Institution, 2006
BS 6180:2011, Barriers in and about buildings, British Standards Institution, 2011
BS 6440:2011, Powered vertical lifting platforms having non-enclosed or partially enclosed

liftways intended for use by persons with impaired mobility, British Standards Institution,
2011
BS 6571-4:1989, Vehicle parking control equipment Specification for barrier type parking
control equipment, British Standards Institution, 1989
BS 7000-6:2005, Design management systems Part 6: Managing inclusive design

Guide, British Standards Institution, 2005
BS 7997:2003, Products for tactile paving surface indicators, British Standards

Institution, 2003
BS 8300:2009 (amended 2010), Design of buildings and their approaches to meet the
needs of disabled people Code of practice, British Standards Institution, 2010
BS 8501:2002, Graphical symbols and signs Public information symbols, British

Standards Institution, 2002
BS DD CEN/TS 15209:2008, Tactile paving surface indicators produced from concrete,

clay and stone (Draft in development), British Standards Institution, 2008
BS EN 81-28:2003, Safety rules for the construction and installation of lifts Remote
alarm on passenger and goods passenger lifts, British Standards Institution, 2003
BS EN 81-41:2010, Safety rules for the construction and installation of lifts Special lifts
for the transport of persons and goods Vertical lifting platforms intended for use by
persons with impaired mobility, British Standards Institution, 2010
BS EN 81-70:2003, Safety rules for the construction and installation of lifts Particular
applications for passenger and goods passenger lifts Accessibility to lifts for persons
including persons with disability, British Standards Institution, 2003

BS EN 115-1:2008+A1:2010, Safety of escalators and moving walks, British Standards
Institution, 2010
BS EN 1991-1-1:2002, Eurocode 1. Actions on structures General actions Densities,

selfweight, imposed loads for buildings, British Standards Institution, 2002
BS EN 12414:1999, Vehicle parking control equipment Pay and display ticket machine
Technical and functional requirements, British Standards Institution, 1999
International Standards
ISO 7176-28:2012, Wheelchairs Part 28: Requirements and test methods for
stairclimbing devices, British Standards Institution, 2012
ISO 9386-1:2000, Power-operated lifting platforms for persons with impaired mobility,
British Standards Institution, 2000
Guidance documentation
Design and access statements: How to write, read and use them, Commission for
Architecture and the Built Environment (CABE), 2006
Guidance on information requirements and validation, Department for Communities and

Local Government, 2010
Planning and access for disabled people: A good practice guide, Office of the Deputy
Prime Minister (ODPM), 2003
External environment/transport
Atkin, R, Sight line: Designing better streets for people with low vision, CABE/RCA/Helen
Hamlyn Centre, 2010
Guidance on the use of tactile paving surfaces, Department for Transport, 2007
Improving walkability: Good practice guidance on improving pedestrian conditions as part

of development opportunities, Transport for London, 2005
Manual for streets: Guidance for practitioners involved in the planning, provision and
approval of new residential streets and modifications to existing ones, Department for
Transport, 2007
Manual for streets 2: Wider application of the principles, Chartered Institution of

Highways and Transportation, 2010
Inclusive mobility: A guide to best practice on access to pedestrian and transport

infrastructure, P Oxley, Department for Transport, 2002
Planning policy guidance 13: Transport, Department for Communities and Local
Government, 2011
Bibliography 149
Rights of way circular (1/09), Guidance for local authorities, Version 2, Department for
Environment, Food and Rural Affairs (DEFRA), 2009
Station planning standards and guidelines Good practice guide, London Underground
Limited, 2007
Local Transport Note 1/95 Assessment of pedestrian crossings, Department for Transport,
1995
Local Transport Note 1/95 Assessment of pedestrian crossings, Department for Transport,
1995
Local Transport Note 2/95 Design of pedestrian crossings, Department for Transport,
1995
Traffic Advisory Leaflet: 4/91 Audible and Tactile Signals at Pelican Crossings, Department
for Transport, 1991
Traffic Advisory Leaflet 5/95, Parking for Disabled People, Department for Transport, 1995
Signage, lighting and wayfinding
Barker, P and Fraser, J, The sign design guide: A guide to inclusive signage, SDS/RNIB
Bright, K and Cook, G (2010), The colour, light and contrast manual: Designing and
managing inclusive built environments, Chichester, UK: Wiley-Blackwell
Policy documents
National planning policy framework (NPPF), Department for Communities and Local
Government, 2012
Supplementary planning guidance Accessible london: Achieving an inclusive environment,

Greater London Authority, 2004
The london plan: Spatial development strategy for greater london, Mayor of London, 2011
Landscape and urban design

Asken Ltd and Associates/Natural England (2008) Natural england: Handbook for
local access forum (LAF) Members, http://www.naturalengland.org.uk/Images/
LAFhandbook%20_tcm6-7698.pdf [accessed 21 April 2013]
BT Countryside for all: Accessibility standards, The Fieldfare Trust, 1997 (updated 2005),
http://www.fieldfare.org.uk/?page_id=21 [accessed 21 April 2013]
Burton, E and Mitchell, L, Inclusive urban design: Streets for life, Oxford: Architectural
Press, 2006
By design: Urban design in the planning system: toward better practice, DETR, 2000
Hospers, G J, Lessons from Lynch, Town and country planning, vol. 79 no. 12, Dec 2010,
pp.553556

Improving walkability: Good practice guidance on improving pedestrian conditions as part
of development opportunities, Transport for London (TfL), 2005
Inclusive design for getting outdoors, http://www.idgo.ac.uk/ [accessed 22 April 2013]
By all reasonable means: Inclusive access to the outdoors for disabled people, The
Countryside Agency, 2005
Safer surfaces to walk on: Reducing the risk of slipping, CIRIA C652, 2006
Lynch, K, The image of the city, MIT Press, 1960
Shared space
Designing the future. Space: Qualitative research, MVA Consultancy, report for
Department for Transport, October 2010
Local transport note 1/11: Shared space, Department for Transport (DfT), October 2011
Passionate about research. Exhibition road corduroy delineator testing, MVA Consultancy,
report for Royal Borough of Kensington and Chelsea, May 2011
Testing proposed delineators to demarcate pedestrian paths in a shared space environment

(PAMELA), University College London (UCL) and Guide Dogs, 2007
Thomas, C & Wood, C (2006) Safe Space: Meeting the requirements of blind and partially
sighted people in a shared space, The Guide Dogs For The Blind Association
Recreation
Accessible play areas: A summary of accessibility guidelines for play areas, US Access
Board, 2005
Developing accessible play space: A good practice guide, ODPM, 2003
John, A & Wheway, R (2004) Can play will play: Disabled children and access to outdoor
playgrounds, National Playing Fields Association (NPFA)
Technical guidance relating to playground layout and design, Association of Play

Industries (API), 2009
Sustainability
Applying inclusive design principles to eco-town development: eco-towns inclusive design
worksheet, TCPA/Communities and Local Government, 2009
Code for sustainable homes, Department for Communities and Local Government,
2008
Eco-towns prospectus, Communities and Local Government, 2007
Lifetime neighbourhoods, Department for Communities and Local Government, 2011
Bibliography 151
What makes an eco-town? A report from BioRegional and CABE inspired by the eco-towns
challenge panel, CABE/Bioregional, 2008, http://www.oneplanetcommunities.org/wp-
content/uploads/2010/03/What-makes-an-eco-town-2008.pdf [accessed 21 April
2013]
Arts, culture and sport

Accessible sports facilities (formerly known as Access for Disabled People), Design guidance
note: Creating sporting opportunities in every community, Sport England, 2010
Heritage
Access plans: A guide, Heritage Lottery Fund, 2002
Easy access to historic buildings, English Heritage, 2012 (available at http://www.english

heritage.org.uk/publications/easy-access-to-historic-buildings/) [accessed 21 April
2013]
Easy access to historic landscapes, English Heritage, 2005 (to be updated in 2013; see
http://www.english heritage.org.uk/publications/easy-access-to-historic-landscapes/)
[accessed 21 April 2013]
Streets for all (eight regional manuals), English Heritage, 2005

Inclusive Urban Design.
This guide addresses how our public spaces, streets and pathways can be inclusively designed to match
the significant advances made in the last three decades regarding our buildings and our transport
infrastructure.
The guide is based on the direct experience of David Bonnett Associates, a practice that has advised on
a range of major UK public realm projects, including the Olympic Park masterplan and Athletes Village,
and Exhibition Road, both in London.
The guide is seen as an essential reference for designers and also for local authorities seeking a one-
stop-shop document suitable as a reference when drafting their local plan and other policy documents.
Drawing on the established language of planners, architects, landscape architects, urban designers
and highways engineers, the guide applies an overlay of inclusive design principles and provides a
framework for their application and evaluation.
About the authors

David Bonnett has published many articles and papers on inclusive
architectural design and contributes to several national committees with an
interest in the subject. He is a Built Environment Expert for the Commission
for Architecture and the Built Environment (CABE) and is Chair of the Centre
for Accessible Environments (CAE).
David Bonnett Associates (DBA) is a multi-disciplinary access consultancy
drawing on a range of architectural, surveying and landscape professionals all
of whom have influenced this guide. Contributors include Helen Allen of DBA
but also Adrian Cave OBE; Marine Semichon, and Tamara Kocan, formerly of
DBA and Ann Alderson. Shona Clark, and Other Short Stories, was responsible
for design and presentation.
ISBN 978-0-580-81523-2
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Inclusive Urban Design.

A guide to creating accessible public spaces

David Bonnett Associates

David Bonnett Associates

The British Standards Institution 2013

All rights reserved. Except as permitted under the Copyright,

Typeset in Great Britain by and Other Short Stories Limited

ISBN 978 0 580 815232

3.0 Wayfinding and information............. 39

Dr David Bonnett RIBA

Adrian Cave OBE, RIBA, NRAC

Pauline Nee MRICS

Marine Semichon DPLG (France) MSc Inclusive Design

Helen Allen MA Landscape Architecture, MA Inclusive Design, NRAC

Ann Alderson RIBA

iv Inclusive urban design

Paul Finch, Chairman, Design Council Cabe

1.1 Purpose of this guide

Quality of public spaces

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

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

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

4 Inclusive urban design

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

Access and inclusive design

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

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

Administering and supporting an access group requires a special understanding of

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

6 Inclusive urban design

The requirements of all users should be considered, including:

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

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

A Inclusive design objective

D Consultation with access groups

8 Inclusive urban design

information-giving: providing information for this purpose only;

E References and precedents

set out the standards and policies for inclusive design;

10 Inclusive urban design

Zonal masterplans (ZMPs)

Consultation with a local access group representing diabled people should be

Stage 01: Strategic definition and preparation

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

key routes and features noted;

Stage 3: Developed design updated proposals and consultation

12 Inclusive urban design

Report 0 Report 1 Report 2 Report 3 Report 4 Report 6 Report 7

Figure 1.6: Design stages.

Stage 7: In use post-completion

Equality Act 2010

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

14 Inclusive urban design

The London Plan has an overarching requirement to create inclusive environments.

Supplementary planning documents (SPDs)

Disabled Persons Transport Advisory Committee (DPTAC) access principles

Accessibility is a condition of any investment.

Building Regulations Approved Document M (2013)

Best practice standards

16 Inclusive urban design

Historic environments and listed building consent

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

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