street design & disability : india inputs

7/30/2019 Street Design & Disability : India Inputs

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To,

The Managing Committee,

Chennai City Connect,

9th Floor, SKCL Towers,

Triton Square, unit no c3 - c7,

TVK Industrial Estate, Guindy

Chennai, Tamil Nadu 600032

Subject: Analysis of the ITDP Regulations from the perspective of Persons

with Disabilities.

Sir/Madam,

On behalf of Persons with Disabilities in India, who are estimated to be around

10% of the total Indian Population, we would like to place on record our

appreciation for the work being done by Chennai City Connect, especially in

light of the fact that the venture is non profit and is being done by

professionals who are taking time out from their schedules to try and make

Chennai a better place to live in. A better road layout system is beneficial for

people of all ages, backgrounds and abilities. The document Better Streets,

Better Cities contains many laudable measures and again we would like to say

that these were much needed.

However, we believe that if the city is to become truly inclusive for persons

with disabilities such as those who use crutches, wheelchairs or mobility

scooters, the deaf, and the blind and visually impaired, certain additional

measures must be taken. By including such measures in a preliminary planning

stage, the ultimate costs of such inclusions will be minimal and relative to this,

the benefits to persons with disabilities in the city of Chennai will be

tremendous. Besides persons with disabilities, the elderly stand to benefit

greatly from these measures. As you are aware, India became a signatory to

the United Nations Convention on the Rights of Persons with Disabilities in the


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year 2007, which mandates that measures must be taken to make all public

infrastructure and services accessible for persons with disabilities

Specific Feedback And Input

While considering the needs for pedestrian design, a clear provision needs to

be made for those pedestrians with disabilities. As you aware India has not yet

formulate clear standards with respect to access to pavements and the road

system and therefore international standards must be adopted, on the lines of

what has been done in the United Kingdom1

.

PART A: Footpaths

With regard to Footpaths (Para 2.1 of Better Streets, Better Cities), the

provisions made in the document2are extremely important, however, the

inclusion of other provisions in light with international standards may help in

making the footpaths more accessible for persons with disabilities as well as

the population in general:

1. Grade3: The sidewalk grade ideally should not exceed 5 percent. In caseswhere the gradation is beyond this, a level landing must be installed.

The size of this landing should be large enough to allow wheelchair users

to stop and rest without blocking the flow of pedestrians. In areas with

steep slopes, consider installing wide sidewalk corridors that permit the

wheelchair user to travel in a zig-zag motion.

1http://assets.dft.gov.uk/publications/access-inclusive-mobility/inclusive-mobility.pdfpp. 2.32 A continuous unobstructed minimum width of 2m No breaks or obstructions at property entrances and side streets Continuous shade through tree cover No railings or barriers that prevent sideways movement on and off the footpath Elevation over the carriageway (e.g. +150mm) and adequate cross slope for storm waterrunoff. At the same time, the elevation should be low enough for pedestrians to step onto andoff of the footpath easily Surmountable gratings over tree pits to increase the effective width of the footpath3 Guidelines taken from http://www.bikewalk.org/pdfs/sopada_fhwa.pdf, p. 9.


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2. Cross Slope4: The maximum cross slope permitted by the Americans withDisabilities Act Accessibility Guidelines (ADAAG) is 2 percent. Severe

cross slopes require wheelchair users and other pedestrians to work

against the effects of gravity to maintain their lateral balance.

Pedestrians using crutches or canes may be forced to turn sideways in

order to keep their base of support at a manageable angle. Severe cross

slopes can cause wheelchair users to veer towards the curb and into the

street, the impact of which are compounded when combined with steep

grades and uneven surfaces. See Annexure A for illustration.

3. Handrails5 : Where the grade drop-off adjacent to the sidewalk is 460mm or more, a handrail or guard is recommended as an aid to persons

with visual limitations. Continuous handrails should be provided on both

sides of all ramps or stairs, or wherever three or more steps are

provided. Handrails should be of a smooth, easy to grip design, no more

than 50 mm in diameter; and mounted at an appropriate height.

Handrail ends should terminate either by turning down, or by going into

the wall as an aid to persons who have visual limitations. Where height

differences are significant, guards are required on both ramps and stairs.

Handrails and/or guards should not be located within 1000 mm of any

roadway.

4. Surface materials6The following need to be kept in mind while deciding the surface

materials for sidewalks:

Changes in level: The material should not be cobbled etc. and should

be consistent in level.

4Id.5http://www.toronto.ca/diversity/pdf/accessibility_design_guidelines.pdf, p. 6.6http://www.bikewalk.org/pdfs/sopada_fhwa.pdfp. 11


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Firmness, stability, and slip resistance: The material should be durable

for use by wheelchair, crutches and other assistive devices regardless of

the season.

Dimensions of gaps, grates and openings: Tiled surfaces should not

have grates, and there should be no fear of crutches or wheels entering

into any.

Visual consistency: Decorative textured surface materials can make it

more difficult for pedestrians with vision impairments to identify

detectable warnings, which provide critical information about the

transition from the sidewalk to the street. For these reasons, brick and

cobblestone are not recommended. Creative alternatives include smooth

walkways with brick trim, and colored concrete.

5. Zones: The ITDP document gives three zones into which the sidewalkarea is divided7.It is important for these divisions to be clearly

demarcated by means of colour, and by some minor surface indicators

which are discernable to persons with vision impairment. With regard to

driveway crossings, part of frontage, they should be designed with the

principles of recognizing that frontage is public property and needs to be

create impediments to persons with disabilities from enjoying their right

to public way8:

6. Curb Ramps9: Curb ramp slopes must be regulated in a manner that creates least

impediments for persons with disabilities. The heights of curbs must

7 A. Pedestrian zone. This zone provides continuous space for walking and should be clear ofany obstructions. It should be at least 2m wide.

B. Frontage zone. Provides a buffer between street-side activities and the pedestrian zone.Next to a compound wall, the frontage zone can become a plantation strip.

C. Furniture zone. This is a space for landscaping, furniture, lights, bus stops, signs, andprivate property access ramps.8http://www.bikewalk.org/pdfs/sopada_fhwa.pdfp. 179http://www.bikewalk.org/pdfs/sopada_fhwa.pdfp. 21.


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also be limited to permit easy access to sidewalks in case a curb

ramp is inaccessible for any unforeseen reason.

Users must have enough room to maneuver towards the direction ofthe crosswalk. There must be a bottom level landing of clear space

outside the direction of motor vehicle travel. A level landing at the

top of the ramp is also a must.

A strip of detectable warnings must be installed at the bottom of aperpendicular curb ramp.

People with vision and cognitive impairments have difficultydetecting where the street begins and ends. Detectable warnings,

contracting surface materials, and barrier posts are measures that

can be used to convey the transition between the street and sidewalk

at depressed corners.

Significant changes of grade as pedestrians travel from the downslope of the ramp to the up slope of the gutter can cause wheelchair

users to fall forward and should be limited accordingly.

See Annexure B for illustrations

PART B: Pedestrian Medians and Refuges

1. With regard to Pedestrian Medians and Refuges (Para 2.5 of BetterStreets, Better Cities), the design should insist on curbed or barrier

medians to physically separate pedestrians and motorists rather than

painted flush, or gates/fences. Furthermore, all medians should be

accessible to pedestrians.

2. The nose of the median should be extended beyond the crosswalk. If acut through is provided, it should be at of a width which allows two

wheelchair users to pass each other. In addition the edges of the cut

through must be perpendicular to the street being crossed.


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3. Ramped medians should have a curb ramp at either end and a levellanding, again large enough to accommodate a wheelchair. For all

medians, cut through or ramped, a strip of detectable warnings should

be located at the entrance and exit.

4. In case of a Corner Island, the design should be similar to those of themedian. The island should be raised and designed with curb ramps or a

pedestrian cut-through along with detectable warning strips.

See Annexure C for Illustration

PART C: Pedestrian Crossing

In cases ofPedestrian Crossing (Para 2.6 of Better Streets, Better Cities) the

following additional guidelines should be in place to assist persons with

disabilities:

Traffic Signals10: Both audible and flashing crossing signals should be provided

as an aid to persons who have hearing or visual impairment.

Audible pedestrian signals should be loud enough to be heard clearly

above the ambient noise (i.e.: at least 15 decibels louder than ambient

noise).

Two different audible pedestrian signals, identifying when it is safe to

cross either direction, (as indicated by a separate tone) are required for

persons with visual disabilities.

Where extended time is required to cross, (e.g., by seniors and persons

with disabilities), a clearly marked pedestrian button should be available

and mounted on a pole beside the curb cut, at an accessible height for

persons with disabilities.

10 Guidelines from http://www.toronto.ca/diversity/pdf/accessibility_design_guidelines.pdfp.35.


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Tactile features should be provided as an aid to persons who have both

hearing and vision limitations. (ie. A tactile or vibro-tactile feature on

pushbuttons.)

In locations frequently used by seniors or persons with disabilities e,g,

near gardens, special schools, special homes etc. crossing timing should

be provided to permit pedestrians, or wheelchair users to cross safely.

PART D: Landscaping

With regard to Landscaping (Para 2.7 of Better Streets, Better Cities ) as thedocument points out trees11 are also one of the most common causes of

sidewalk cracks and changes in level. When water is limited, tree roots tend to

push through the surface and spread out rather than down to look for new

water sources. Tree branches should be maintained as hanging branches can be

a safety hazard, especially for pedestrians with vision impairments who may

not detect them. Other pedestrians with mobility impairments may have

difficulty bending under them.

PART E: Bus Stops

Regulations regarding Bus Stops (Para 2.8 of Better Streets, Better Cities)

should be disabled friendly and ideal guidelines can be found here12.

See Annexure E for Illustration.

PART F: Street Furniture

1. Regarding Street Furniture (Para 2.10 of Better Streets, Better Cities)and furniture zones, street furniture can cause problems for both

11Id.12http://assets.dft.gov.uk/publications/access-inclusive-mobility/inclusive-mobility.pdfpara6.


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wheelchair users and for people who are visually impaired of making it

apparent to people with reduced mobility13.

2. The positioning of posts, poles etc. must be consistent and away fromgeneral lines of movement. Thus lamps (and signs) should be mounted on

walls or buildings whenever possible; if not, then placing them at the back

of the footway as near the property line as possible is acceptable.

3. Waste bins should continue down or close to ground level and should be of arounded design. Bins should be colour contrasted to their surroundings.

Bins, Bollards and flowerbeds should adhere to a minimum height so as to

not create problems for persons with low vision.

PART G: On Road Parking

1. On Road Parking (Para 2.11 of Better Streets, Better Cities) must includeaccessible parking which is needed for drivers using wheelchairs or with

other mobility difficulties. Along with at major areas of commerce and

recreation, accessible parking is especially needed near major transit stops,

for use by those who wish to transfer from a car to a bus or train.

2. Reserved Parking must be demarcated with a sign with the internationalsymbol of accessibility mounted high enough so it can be seen while a

vehicle is parked. Adequate space must be kept on both sides of the vehicle

for entry/exit and unloading of wheelchairs, scooters or other mobility

devices14.

See Annexure D for illustration.

13 Guidelines from http://assets.dft.gov.uk/publications/access-inclusive-mobility/inclusive-mobility.pdfpp. 3.714http://www.independentliving.org/mobility/mobility.pdfp. 5.


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PART H: Street Lighting

Street lighting (Para 2.14 of Better Streets, Better Cities) is indeed very

important for people with disabilities.

All public thoroughfares and pedestrian routes need illumination to ensure safe

access for persons with disabilities at sidewalks, bus stops, or parking areas

leading to public facilities or amenities. The following are the guidelines as

prescribed under the Toronto Accessibility Design Guidelines15.

1. Lighting levels of 100 lux. (10 ft. candles) measured at the ground of allaccessible pedestrian entrances are recommended as an aid to persons with

visual disabilities.

2. At frequently used pedestrian routes (including paths, stairs, and ramps)recommended lighting levels should be 30 lux. (3 ft. candles).

3. In accessible parking areas, lighting levels are recommended to be aminimum of 50 lux (5 ft. candles) at accessible parking spaces and along

accessible routes from areas of parking to accessible entrances.

4. Lighting sources should be selected and located at, or beside steps andstairs, to ensure clear definition of treads, risers, and nosings.

5. All lighting over pedestrian routes should be evenly distributed, provide areasonable colour spectrum, and minimize cast shadows for persons with

low vision.

6. Supplementary lighting should be provided to highlight all key way-findingsignage.

7. Lighting standards or posts should be mounted to one side of pedestrianwalkways so as not to inhibit free movement of persons using mobility aids.

8. Low-level lighting standards should be tall enough to clear usual levels ofwater logging accumulation.

15http://www.toronto.ca/diversity/pdf/accessibility_design_guidelines.pdfp. 36


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9. Overhead light fixtures should be mounted on standards that ensure clearheadroom of 2030 mm is available, below fixtures or supports, as an aid to

persons with visual limitations.

10.Lighting of landscape on special site features should be designed andinstalled to minimize direct glare to both pedestrians and building users.

Conclusion

As mentioned above, the changes/additions specified are necessary for persons

with disabilities to have equal access to the city of Chennai and its streets and

pavements. These changes/additions are in line with international standards

and we firmly believe that the incidental costs and efforts of including them at

this stage will be minimal, yet the benefits which can be achieved for persons

with disabilities would certainly set new precedents for all Indian cities. In the

light of the above, we strongly urge Chennai City Connect to incorporate the

suggestions mentioned above to ensure that the document Better Streets

Better Cities adheres to the principles of equality and non-discrimination as

enshrined in the Constitution of India, and also to ensure that India is

compliant with its obligations to its disabled citizens and to the international

community under the UNCRPD. In conclusion, we deeply appreciate the hard

work and effort that has gone into the preparation of the document Better

Streets Better Cities and sincerely hope that the additional measures

benefitting the disabled while planning street design be incorporated in your

plan.

We would also like to place on record our willingness to assist you on this issue.

Thanking you,

Inclusive Planet Centre for Disability Law and Policy

Amba Salelkar Email: [email protected]


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With input from

1. AccessAbilityShivani Gupta. Email: [email protected]

To be added


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Annexure A

From: http://www.bikewalk.org/pdfs/sopada_fhwa.pdf p. 10


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Annexure B Curb Ramps

From http://www.bikewalk.org/pdfs/sopada_fhwa.pdfp. 21


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Annexure C Corner Islands and Medians

From http://www.bikewalk.org/pdfs/sopada_fhwa.pdfp. 32


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Annexure D: Parking Spaces

From http://www.independentliving.org/mobility/mobility.pdf p. 6


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Annexure E: Bus Stops for the Disabled

From http://assets.dft.gov.uk/publications/access-inclusive-

mobility/inclusive-mobility.pdf

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