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Designing and Operating Passenger Vessels and Passenger Shore Infrastructure:
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Design policy - good practice point Adopt a corporate policy that requires inclusive design to be part of all concept briefs to naval architects, architects or other designers. Ask your architects or designers what degree of expertise they have. If they lack the appropriate expertise, seek additional professional advice by appointing an access specialist to the design team. This access specialist should be independently and directly appointed by the client and not the architect. The National Register of Access Consultants NRAC provides advice at www.nrac.org.uk. |
1.1.78 This section sets out the basic access requirements for Port terminals and their approaches. Additional dimensional information can be obtained from the appropriate Building Regulations, codes and guides of good practice including those outlined in the table below.
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Building Regulations Approved document Part M - Access to and use of buildings (2004 edition) (ODPM 2005). The requirements of Part M will be met by making reasonable provision to ensure that buildings are accessible and usable. People, regardless of disability, age or gender, should be able to gain access to buildings and to gain access within buildings and use their facilities, both as visitors and as people who live or work in them. British Standard BS8300:2001 - Design of buildings and their approaches to meet the needs of disabled people - code of practice BS8300:2001 provides guidance on good practice in the design of domestic and non-domestic buildings and their approaches so that they are convenient to use by disabled people. The design recommendations are based on user trials and validated desk studies which formed part of a research project commissioned in 1997 and 2001 by DETR. The guidance in Approved Document M (AD M) is based on and is complementary to the BS, although the BS contains much additional material that is not apt for, or not considered appropriate for inclusion in guidance accompanying regulation. In a few cases, the guidance in AD M differs from the recommendation in BS 8300. Compliance with the recommendations in the BS, therefore, while ensuring good practice, is not necessarily equivalent to compliance with the guidance in AD M". Where the recommendation in BS 8300 implies a higher standard than that recommended in AD M, clearly that would be acceptable. Also, where the BS recommendations post-date the publication of AD M and are based on new or re-evaluated research, such as described below, those recommendations too may be considered acceptable alternative s to the guidance in AD M. The BSI committee responsible for BS 8300 2001 intends to publish a consolidated amendment to the BS in the near future. Prior to commencing work on the major quinquennial review early in the second quarter. This amendment will address a number of issues some of which relate only to BS 8300 and some common to BS 8300 and AD M. |
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Design considerations Even a single step will prevent access for the great majority of wheelchair users
(and maybe a trip hazard for others), so alternatives must be provided; either
ramps or lifts. The design of steps and stairs is important. Good design can
assist ambulant disabled people and those with visual impairment. |
1.1.79 For passenger access to buildings the approach should be free of steps. If a change of level is necessary, provision should be made for a ramp and steps. The ramps should have a gradient no greater than 5 % (1:20); although in exceptional circumstance, a gradient of 8 % (1:12) is acceptable, provided it is no more than five metres in length. If a greater length is necessary, there should be level resting places of a minimum size of 1.5 m2 at five-metre intervals.
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Design considerations Ramps are not necessarily safe and convenient for ambulant disabled people. For example, some people who can walk but have restricted mobility find it more difficult to negotiate a ramp than a stair. Adverse weather conditions increase the risk of slipping on a ramp. It is beneficial to have steps as well as a ramp. Some people need to stop frequently to regain strength or breath or ease pain. Some people have weakness on one side and this leads to a requirement for support at both sides of ramps. |
1.1.80 Both the ramp and the steps should be provided with handrails on both sides. Ramps should have a minimum width of 2,000 mm between handrails. A reduced width of 1,350 mm may be acceptable over short lengths as long as there is a minimum width of 2,000 mm between handrails on landings at the top and bottom, and on any intermediate horizontal landings.
1.1.81 On longer ramps, separate 'up' and 'down' streams may be provided, with a minimum clear width of 1,000 mm between the side and central handrails. If the ground level falls away adjacent to the ramp, there must be a kerb upstand of at least 100 mm.
1.1.82 Where there is full height structural guarding, an additional lower handrail for children and people of short stature should be considered.
1.1.83 Handrails must be round with a diameter of 45-50 mm and no sharp bends. There must be a minimum clearance of 45 mm (preferably 50 mm) between handrails and any adjacent surface. Handrails must have an easily gripped non-slip surface, preferably with 'rigidised' or similar raised texture, in a bright colour which provides a clearly visible contrast (in both colour and tone) with the background against which it is seen.
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Design considerations Tactile paving surfaces can be used to convey important information to visually impaired pedestrians about their environment, for example, hazard warning, directional guidance or the presence of an amenity. |
1.1.84 The ramp should not be marked by tactile paving, but the corduroy profile should be used at the top and bottom of steps in accordance with Department for Transport guidelines "Guidance on the Use of Tactile Paving Surfaces"[16].
1.1.85 Arrangements prior to check-in will vary depending upon the method of arrival at the terminal and the method of onward travel. In general, these can be split into three main categories:
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Design considerations Parking bays for disabled people should be clearly signed and designed to allow enough space for easy access from the side and rear of vehicles for people with ambulant disabilities and wheelchair users. |
1.1.86 Some terminals (particularly those operating infrequent services) marshal traffic to a holding area prior to check in, or simply allow traffic to self-park in a holding area prior to check-in. If such marshalling takes place, clear signage should indicate a designated parking area for blue badge holders.
1.1.87 The disabled parking area for blue badge holders needs to be close to any facilities provided for customers.
1.1.88 For passengers arriving on foot, it is essential that the route to the terminal is accessible and has appropriate signage.
1.1.89 If the passenger arrives in private transport, appropriate designated short-term disabled persons parking should be provided. The parking should be convenient for entrance to the terminal and should allow enough parking time for the driver to accompany the disabled person through to check-in or reception if required.
1.1.90 If the passenger arrives on public transport the stopping point should be convenient for the entrance to the terminal. Port or shipping operators offering general courtesy transport between ports and town centres or railway stations should ensure that the vehicles used are accessible to all disabled people. The Public Service Vehicles Accessibility Regulations 2000 set access standards for new buses and coaches.
1.1.91 There are no regulations currently to ensure the safety and comfort of disabled people carried in small buses such as mini buses and other small buses. DPTAC recommendations "Accessibility Specification for Small Buses Designed to Carry 9 to 22 Passenger (Inclusive) " provides useful guidance[17].
1.1.92 In addition to the arrangements noted above, long-term parking for disabled motorist needs to be provided, together with appropriate accessible transfer arrangements between the parking area and the terminal.
1.1.93 Provisions should be made for car parking spaces for disabled motorists who are blue badge holders wherever conventional parking spaces are provided. In off-street car parks operated by a Local Authority and in car parks offered for public use by private companies, spaces for Blue Badge holders should be provided as close as possible, preferably within 50 metres of the facilities served by the car park with level or ramped (preferred gradient 5 %) access, and under cover if possible.
1.1.94 In open parking areas designated parking spaces should be located on firm and level ground. The surface of designated parking spaces should be even and stable with any variation of surface profile not exceeding + 5 mm (e.g. between paving, surface features or different surfaces).
1.1.95 Where the provision of designated parking spaces close to the building is not possible, a settingdown point for disabled passengers should be provided on firm and level ground close to the principal entrance to the building. The surface of the pavement or footpath alongside a settingdown point should be level with the carriageway at this point. Tactile indication of this type of setting-down point is necessary to enable people with impaired vision to determine whether they are on the pavement or the carriageway.
1.1.96 In multi-storey car parks the spaces should be on the level or levels at which there is pedestrian access or, if this is not possible, near to a lift usable by wheelchair users.
1.1.97 For all onward foot travel, the terminal or shipping operator may provide courtesy transport for the shore-to-ship interface for pre-declared disabled travellers and thus circumvent difficulties in providing solutions at the shore-to-ship interface caused by lack of space and tidal movement.
1.1.98 The entrance should be clearly identifiable by the provision of appropriate lighting, signage, use of colour and tone contrast and other distinguishing features. Guidance on sign-posting is given in 'BS8300', 'Inclusive Mobility' and the 'Sign Design Guide'.
1.1.99 Where there is only a single entrance, or entrance complex, this should be wide enough for all types of passengers whether they are non-disabled, use a wheelchair or have any other disability.
1.1.100 A transitional lighting zone could be provided in the larger terminals as this can be helpful to passengers (especially those who are visually impaired) entering or leaving the terminal, giving them time to accustom their eyes to changes in illumination level.
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Design considerations Doors to the principal entrance should be accessible to all, particularly wheelchair users and people with limited physical dexterity. A powered door opening and closing system either manually controlled or automatically operated by sensors is the most satisfactory solution for most people. |
1.1.101 Entrance doors should be automatic and side sliding. A powered door opening and closing system, either manually controlled or automatically operated by sensors, is the most satisfactory solution for most people. An automatic sliding door arrangement is particularly beneficial as it avoids the risks associated with automatic swing doors and its use can make it possible to reduce the length of any entrance lobby.
1.1.102 External entrance doors to buildings used by the general public should have a minimum effective clear width of 1000 mm. Entrance to all other doors used by the general public should have a minimum clear width opening of 800 mm.
1.1.103 Doors to accessible entrances should be wide enough to allow unrestricted passage for a variety of users; people carrying luggage, people with assistance dogs, and parents with pushchairs and small children. Where relevant to the building type, this should be borne in mind when determining an appropriate effective clear width for an entrance door.
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Design considerations People with visual impairments need to easily find the location of glass entrance doors, especially when they are within a glazed screen. The choice of a different style of manifestation for the door and the glazed screen can help to differentiate between them. Note: Where there appears to be a conflict between the guidance in Part M and Part N, Part M takes precedence. |
1.1.104 If entrance doors and side panels are fully glazed, they must be protected by prominent skirting or lower rail to provide protection from damage by luggage plus a dado or handrail at 1 m height.
1.1.105 There should be two manifestations on the glass at 850 to 1000 mm and 1400 to 1600 mm above the floor, contrasting visually with the background seen through the glass (both from inside and outside) in all lighting conditions. The Approved Document Part N1 of the Building Regulations contains additional recommendations on protecting glazing against impact[18]. Guidance on the design of glazed doors is given in BS6262.
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Design considerations Since doors are potential barriers, their use should be avoided whenever
appropriate. The presence of doors, whether open or closed, should be apparent
to visually impaired people through the careful choice of colour and material for
the door and its surroundings. For example, when a door is open, people with
impaired sight should be able to identify the door opening within the wall, as well
as the leading edge of the door. |
1.1.106 Where fitted internal doors should have a clear minimum opening width of 800 mm and be fitted with vision panels in accordance with Building Regulations Parts M.
1.1.107 Doors should be fitted with a push plate or 'L' - or 'D'- shaped handles. If lever handles are required they should be designed so that they can be operated by people with limited dexterity, with the open end of the lever turned in towards the door. It should be possible to open the doors by using a minimum of force.
1.1.108 Other design considerations for internal doors are set out in Building Regulations Part M and guidance in BS8300.
1.1.109 These facilities should be logically positioned so that they are easily identifiable from a building entrance, well signposted and wheelchair accessible.
1.1.110 It is essential that all counters include at least one position at a lower level for use by passengers of short stature and children, as well as for wheelchair users. Support rails or seating should be provided for those who cannot stand in queues for more than a few minutes (for example, people with arthritis).
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Design considerations People with impaired hearing can find it difficult to hear in large buildings because of poor acoustics, especially where there is competing background noise. Induction loops and infrared systems reduce the effect so that deaf people can hear more clearly. |
1.1.111 Service counters at ticket and information desks within port terminals should have Induction loops for people who use hearing aids (with the appropriate sign displayed to indicate facilities for deaf people).
1.1.112 Where safety screens are used they should be non-reflective so that a person who relies on lipreading or facial gestures can see the staff member.
1.1.113 Lighting levels should take account of the needs of deaf passengers who may be relying on lipreading and should be set at no less than 100 lux. Lighting should not cause the person's face to be in shadow.
1.1.114 If queuing barriers are in use, they should have solid top rails and should be highly visible. A lower tapping rail would also be useful. Such designs of barrier can still be mobile.
1.1.115 It should be possible for information about the building to be easily obtained from a reception point or gathered from notice boards and signs. Guidance on aids to communication is available in BS8300 and on the use of signs in the 'Sign Design Guide[19].
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Design considerations Standing can be difficult and painful for some disabled people, particularly those with arthritis, rheumatism and back problems. The provision of appropriately placed and designed seating at places where people may have to wait and along pedestrian routes are important. |
1.1.116 Adequate seating should be provided in waiting areas. Seats should be designed to meet the safety and comfort of elderly and disabled passengers; appropriate backrests and seats with different heights, including perch seating, should be provided. Information about seat heights is given in BS8300.
1.1.117 Space for wheelchair users should be provided within the seating areas. End seats should either be free of armrests or have moveable/removable armrests to enable a person in a wheelchair to transfer from the wheelchair to the seat without restriction.
1.1.118 A resting place should be provided every 50 m on long walkways.
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Design considerations Colour contrasting seating and tables will assist visually impaired
people, as will a contrast between wall and floor. |
1.1.119 Pedestrian routes through waiting areas, and the terminal as a whole, should be differentiated from waiting and amenity areas by the provision of differential floor finishes. A non-reflective slipresistant surface should be used for all routes. Highly reflective floor surfaces cause visual confusion and disorientation to many visually impaired people.
1.1.120 The use of occasional shiny floor tiles should be avoided as they create a feeling of insecurity to elderly and disabled people who perceive them as wet and try to step over them making them unsteady on their feet.
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Design considerations Toilets need to be suitable for all people using the building including disabled people. People with visual or hearing impairments, people with learning difficulties and people whose lack of tactile sensitivity can cause them to be injured by touching hot surfaces. Taps and WC cubicle doors should be operable by people with limited strength or dexterity. |
1.1.121 Wheelchair-accessible unisex toilets should always be provided in addition to any wheelchair accessible accommodation in separate sex toilet washrooms as it is sometimes necessary for a partner or carer of a different sex to give assistance.
1.1.122 When more than one unisex accessible toilet is available, a choice of layouts designed for lefthand and right-hand transfer is desirable. The handing should be indicated on the door to the toilet by a touch legible pictogram. Provision of an enlarged unisex toilet incorporating an adult changing table is also considered desirable[20].
1.1.123 At least one accessible unisex toilet should be provided where toilet accommodation is provided for the use of customers and visitors. Where there is space for only one toilet in a building it should be wheelchair accessible and be of unisex design.
1.1.124 Accessible toilets should be designed in accordance with Building Regulations Part M and BS8300. To aid the users of the accessible toilet attention should be paid to suitable height of wash basins, light switches and exposure to hot water pipes. Access to any toilets should be available at all times. If multiple toilets are provided directions to the disabled toilets, in appropriate formats, should be posted at the entrances to other toilets not suitable for wheelchair users.
1.1.125 All toilets should be adequately signed and fitted out internally using non-reflective surfaces, colour and tone contrast and good lighting. Seating intended for passengers with reduced mobility should have easy access to toilets.
1.1.126 All doors to toilet cubicles and wheelchair accessible unisex toilets should open outwards or slide sideways and it should be possible to unlock them from outside in an emergency by means of a key, even when the door signals "occupied".
1.1.127 Means to call assistance should be available in each toilet. Any emergency alarm systems should conform to the requirements in Building regulations part M and be available for use at all times. If pull cords are used care should be taken to avoid alarm cords being tied up which renders them unreachable from the floor.
1.1.128 Where possible, light switches with large push pads should be used in preference to pull cords.
1.1.129 Accessible toilets should be kept free of obstructions at all times and must not be used as storage rooms for example to store cleaning equipment such as buckets and brooms.
1.1.130 Unisex wheelchair-accessible facilities, for feeding and nappy changing, should be provided.
1.1.131 The nappy-changing facilities should be separate from the wheelchair accessible toilet. In existing buildings where this is not possible consideration could be given to installing a fold-down nappy changing table as long as its provision does not impinge on the manoeuvring space for the wheelchair.
1.1.132 It is not acceptable for reasons of hygiene to have babies fed in a toilet, therefore baby care facilities should be provided. This could either be a separate room or a screened-off area.
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Design considerations Refreshment facilities should be designed so that they can be
reached and used by all people independently or with
companions. Staff areas should also be accessible. |
1.1.133 Assistance dogs must be permitted into restaurants and other catering and service areas.
1.1.134 In self-service facilities the design should reflect the mobility and information needs of people with reduced mobility - for example, clear pricing displays will benefit deaf, hard-of-hearing and visually impaired passengers so they will not have to enquire. Displays also should be at an appropriate height for a passenger in a wheelchair.
1.1.135 In retail sales areas price lists should be available in large print. In restaurants and cafeterias menus and tariffs should be available in large print. Where practicable this information should be provided in Braille.
1.1.136 Self service serving counters should be continual to allow access for wheelchair users and set at a height of not more than 850mm above the floor. If the till and cutlery racks are located separately, assistance should be made available to carry trays.
1.1.137 Service areas and counters should be accessible to people with reduced mobility, including wheelchair users. For service counters, there should be at least one section set at a height suitable for wheelchair users.
1.1.138 Where there are dedicated seated areas for eating, tables should be wheelchair accessible and adequate space for manoeuvring. Tables, if rectangular, should have rounded corners.
1.1.139 A proportion of chairs should be movable. A proportion of the chairs should be fitted without armrests as some disabled people find them difficult to use. To assist partially sighted people the furniture should contrast in colour and tone with surrounding surface materials e.g. carpets and walls.
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Design considerations For all buildings a passenger lift is the most suitable form of access for people moving from one storey to another. For existing buildings where a passenger lift cannot be
accommodated, a vertical lifting platform (platform lift) may be
considered to provide access for persons with impaired mobility. The
case for using such a lifting device should be argued in the Access
Statement. |
1.1.140 These guidelines cover all aspects of design of lifts, steps, stairs and ramps where they are provided. The building regulations part M contains additional guidance covering dimensions which should be followed wherever possible.
1.1.141 Corridors should have a minimum width of 1800 mm or at least have sections of 1800 mm in order that two wheelchair users can pass. A minimum of 1000 mm should be provided where a permanent obstruction precludes the provision of 1800 mm and a minimum of 900 mm should be provided between the edge of an open door and the opposite corridor wall where the door opens into the corridor. A turning circle of 1800 mm diameter should be provided at corners to allow wheelchair users to pass/turn around.
1.1.142 Lifts should have a minimum space of 1500 mm x1500 mm in front of them.
1.1.143 Seating should be provided close to lift entrances for waiting passengers who cannot stand for long periods.
1.1.144 Care should be taken to ensure that such seating does not obstruct access to the lift or evacuation routes and a clear space of 1500 mm by 1500 mm is required in front of the lift doors.
1.1.145 Lift doors should be clearly indicated in a colour/tonal contrast with the surrounding wall.
1.1.146 A handrail should be provided on at least one wall of the lift at a height of 900 mm from the floor, and the back wall should include a mirror to enable a wheelchair user to see the floor indicator. Apart from the mirror, which should not extend below 900 mm from the lift floor to avoid confusing people with impaired vision, the lift cabin walls should not be reflective. If walls are of a metal finish they should provide adequate contrast to indicate the position of the controls and handrails.
1.1.147 Plain glass should be avoided because it can cause confusion to visually impaired people, but lift doors (except for those which are fire doors) should have sufficient glazing to enable lift users to be seen clearly from outside and vice versa. Lift floors should be covered with non-slip material.
1.1.148 The lift interior should be lit to similar levels as those floors at which it calls.
1.1.149 The landing call buttons and car controls should be located between 900 mm and 1100 mm, from the floor of the landing and at least 400 mm from any return wall to allow reach from wheelchairs.
1.1.150 Car controls should be located between 900 mm and 1100 mm from the car floor and at least 400 mm from any return wall. There should be nothing protruding more than 100 mm from the wall below the buttons. The buttons themselves should be at least 20 mm in width/height, slightly raised from their surroundings, and capable of being operated by using the palm of the hand as well as the fingers, and internally illuminated.
1.1.151 Floor numbers and other control information should be clearly visible in contrasting colours/tones with raised characters/numerals, in both text and Braille. There should be a visual and audible acknowledgement that a call has been registered, when the lift arrives and which lift it is (if there is more than one).
1.1.152 Within the lift audible and visual information should indicate the direction the lift will travel in and the floor reached. To assist visually impaired users and mobility impaired people an audible announcement complemented by visual indication should be given both inside and outside the lift when the doors are opening and closing and when the floor has been reached.
1.1.153 Controls inside the lift, while complying with the above recommendations, should be fitted on a side wall at least 400 mm from the front and back wall. The emergency controls should be positioned at the bottom of the panel: the centre line of these controls should be no lower than 900 mm from the lift floor.
1.1.154 Emergency buttons (with an embossed tactile legend) should be placed at the bottom of the control panel not less than 890-900 mm above the floor.
1.1.155 A visual and audible two-way emergency communication system should be provided between the lift and a point outside with the highest part of the system between 1200 and 1220 mm from the lift floor.
1.1.156 A foldable seat should be available in a position from which the controls can be reached. If a tipup seat is provided, it should not impede the normal use of the lift when in its folded position and it should be colour contrasted. Seat dimensions are described in "Inclusive Mobility".
1.1.157 Lifts should be fully automatic and fitted with automatic floor-levelling devices. Lift doors systems should be designed to allow adequate time for people and any assistance dogs to enter or leave the lift without coming into contact with closing doors.
1.1.158 Lift doors should open a clear width of at least 800 mm, except where building constraints or physical design prevent it.
1.1.159 Larger lift cars may require the fitting of control panels on either side of the doors designed to the specification given in the above section.
1.1.160 Further guidance on lifts is available in BS 8300 and Building Regulations Part M.
1.1.161 Stairs should be built in accordance with relevant parts of the Building Regulations. Good practise guidance is also obtainable from 'Inclusive Mobility'. The key features are set out in the following sections.
1.1.162 The steps should be of uniform dimensions. People with walking difficulties cannot manage long flights of steps. The maximum number of risers in a flight should be 12, with resting places between successive flights. The minimum number of steps in a flight should be three; fewer than this is less safe.
1.1.163 A contrasting stair nosing should be provided on each and every step. The nosing should contrast in tone and colour with the step finishing materials.
1.1.164 A handrail should be provided on each side of the steps. A central double handrail is desirable on wide staircases (over 2000 mm). The handrails should be of a rounded cross-section, diameter between 45-50 mm and at a height of 1,000 mm above the nose of the steps or 900 mm above the pitch line. The handrail should be continuous across the flights and landings of stepped access and extend horizontally 300 mm beyond the top and bottom steps.
1.1.165 Hazard warning tactile surfacing should be used at the top and bottom of the steps in accordance with the Department for Transport guidelines "Guidance on the Use of Tactile Paving Surfaces".
1.1.166 The underside of the staircase should be enclosed or protected to prevent people walking underneath the staircase and sustaining head injuries. Open sides should be avoided; if used, balustrades, cross-rails or similar should be installed.
1.1.167 Stairs should have closed risers. Open risers can become trip hazards and disorientate people.
1.1.168 Lighting should be provided specifically to illuminate the staircase. It is not acceptable to assume that adequate lighting will spill over from other areas.
1.1.169 At half landings, where the direction of travel changes, a 90° or 180° turn should be provided. Handrails should always be continuous across or around half landings. Corduroy surfacing is not required on half landings.
1.1.170 Where ever possible, curved or spiral staircases should be avoided.
1.1.171 Except where physical constraints prevent it, the maximum rise of a flight of steps between landings should be 1200 mm. Resting areas should be a minimum size of 1200 mm by 1200 mm, although 1800 mm by 1800 mm is preferred. The minimum width of stairs between handrails should be 1200 mm. To assist visually impaired people, a colour or tonal change to the surface at the top and bottom of each flight of stairs is useful to complement the hazard warning tactile surfacing.
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Design considerations People who have physical difficulty in negotiating changes of
level need the help of a handrail that can be gripped easily, is
comfortable to touch and, preferably, provides good forearm
support. |
Handrails should:
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Design considerations Some basic principles to create well designed environments and buildings for everyone to use, including people with sensory impairments are those that provide; simple, logical lay-outs which are memorable; use colour contrast to raise visibility; evenly distributed/adequate lighting; and visible, tactile and concise signage. |
1.1.172 Throughout the terminals, decorative finishes should avoid the use of high-gloss reflective surfaces and excessive use of glass. Where glass is used it must be protected and highlighted. Stainless steel and other reflective materials should be avoided. Effective colour and tone contrast in accordance with the 'Rainbow Technique' developed by the University of Reading should be used. Grey tones should be avoided.
1.1.173 Elaborate patterns should be avoided. Visually impaired people may be confused by bold patterns used in wall and coverings, as they distort the perception of distance. Patterns on floor coverings can also be mistaken for changes in level.
1.1.174 Deep pile carpets should not be used as these are difficult for many people to get across, especially wheelchair users and people with ambulant disabilities.
1.1.175 Waste bins and similar fittings, including decorative fittings such as plants, should be designed and positioned so that they are not an obstruction to elderly and disabled people. If pedestal designs are used they should be detectable by those using a long cane or guide dog; in other words, the widest dimension should be extended to ground level. These facilities should be colour/tone contrasted for easy identification.
1.1.176 In general, lighting intensity should be to the Chartered Institute of Building Services Engineers (CIBSE) standard for public buildings.
1.1.177 Lighting should be uniformly distributed so that pools of light and dark are avoided. Different lighting levels can be used to differentiate one area from another. For example, brighter lights can be used over circulating areas and pedestrian routes, and a lower lighting level over waiting areas.
1.1.178 Light fittings and luminaries should be chosen so as to avoid glare and dazzle.
1.1.179 Where port staff need to communicate with passengers there should be sufficient light to enable those passengers who lip read to do so.
1.1.180 In some areas adjustable levels of lighting could be helpful - for example any transition zone at the entrance to the building.
1.1.181 Attention should be paid to providing control of natural lighting (e.g. blinds), which under certain conditions causes glare and dazzle.
1.1.182 In walkways and corridors light fittings should be positioned well above head level.
1.1.183 Floor level and low level lighting can disorientate some visually impaired people and should be avoided.
1.1.184 Detailed design guidance on the provision and design of signs is available in the Sign Design Guide[21] and Wayfinding[22].
1.1.185 Where appropriate new signage should be tactile as this is essential for people with no sight at all or with only sufficient vision to locate a sign but not distinguish individual characters.
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Design considerations Characters on tactile signs should be embossed, not engraved, and should
be raised from the sign's background by 1-1.5mm with a stroke width of
1.5-2mm. The signs should be located so that they can comfortably be
touched; an ideal height range is between 1400mm and 1700mm from the
floor with a maximum horizontal stretching distance of 500mm. |
1.1.186 Where overhead signs are used, care should be taken to position them so that they are not seen against a background of light.
1.1.187 Signs should be positioned so that their faces are well illuminated, or alternatively back-illuminated signs may be used. Care is needed to avoid glare.
1.1.188 Portable signs should be mounted on a stable structure designed to assist those who are longcane or guide-dog users.
1.1.189 Audible announcements and dynamic electronic signs should be used where appropriate. These signs allow messages to be relayed to passengers who are blind or visually impaired and people who are deaf or have hearing impairments and should be included at ports as they are in airports.
1.1.190 Operators should decide their first-aid policy and make appropriate arrangements to ensure that in the event of a disabled passenger becoming ill they can be given the same attention, including access to any first-aid rooms, as any other passenger.
1.1.191 Where practicable a secure area should be provided close to the terminal building. The access route to and from that area should be step-free. The dog relief area should be a minimum of 3m by 4m with a 1.2m high secure fence. The entrance gate to the enclosed area should have a simple to operate and secure catch. The surface area should be concrete with a smooth surface to assist cleaning, and a slight fall, say 3.5 per cent, to assist drainage. Adjacent to the entrance should be a waste bin with cover and a supply of plastic bags to facilitate waste disposal. A sign saying "For assistance dogs only" should be displayed.
1.1.192 Where telephones are provided there should be at least one that is accessible from a wheelchair. The control should be located between 750-1000 mm above the floor.
1.1.193 Telephone booths and fittings should contrast visually with the surrounding walls.
1.1.194 The information surface as recommended in the DfT 'Guidance on the Use of Tactile Paving Surfaces' could be used to indicate the presence of telephones.
1.1.195 All telephones should be fitted with inductive couplers and volume control. Key '5' should have a raised 'pip' or similar identification and key-pads should be inclined back from the vertical plane for easy operation. The handset should be mounted on a bracket so that it can be gripped easily by those with limited hand movement. Flush-fitting handsets are difficult to remove and replace. One telephone should be a text phone.
1.1.196 Acoustic hoods, if provided, should be designed so as not to present a hazard. If made from glass or transparent materials, they must be adequately highlighted with the side panels extended to near ground level.
1.1.197 Departure and arrival information systems should be accessible to disabled people.
1.1.198 Travel emergency information and all other essential information should be provided through clear audible announcements and clear visual displays.
1.1.199 Port operators should make leaflets available on request to disabled people detailing the facilities. Such written material should conform to RNIB clear print guidelines in "See it Right".
1.1.200 Many people with poor eyesight will be able to read large print. Large print is easy and simple to produce on most standard word processors and printers.
1.1.201 Legibility is enhanced by using black type on off white or pale yellow paper. If coloured text is to be used, it should be in a dark tone. Many organisations around the country have good quality recording and production equipment. Such organisations include the RNIB and many local associations for blind and partially sighted people.
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Design considerations Planned and well thought out signage will mean that people with visual impairments, hearing impairments and those with learning difficulties can function more independently in external and internal environments. Effective signage will benefit everyone. |
1.1.202 Any general information signs should be provided in accordance with the following design criteria:
1.1.203 Visual Display Units (VDU) ,if fitted, should be positioned at a height where a disabled passenger can get very close and should have the following design features:
Further information can be obtained from Inclusive Environments 'Designing for Accessibility' Centre for Accessible Environments.
1.1.204 Audible announcements to passenger, when used, should be made in a clear voice with good diction.
1.1.205 Announcements should be well structured, with the key words at the beginning to attract attention.
1.1.206 Use plain language and avoid jargon and technical terms.
1.1.207 Spoken announcements should be preceded by a tone to attract attention.
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Design considerations Symbols are an essential aid for people with learning disabilities. |
1.1.208 Information should be made available in forms that are easy to understand. This will be particularly helpful for people with learning disabilities, those whose first language is not English and children.
1.1.209 Signs and other material can be made easy for these groups to understand, or operators can produce alternative "easy read" versions of it.
1.1.210 The Disability Rights Commission has published two guides to "Good Signs" and "How to use easy words and pictures".
1.1.211 A small number of people have both a hearing and visual impairment. They will not be able to access information by any of the means listed above, other than possibly Braille.
1.1.212 It is recommended that, where appropriate, a member of staff receive training in the use of the deafblind alphabet. This is a simple system which can be easily learnt. As a member of staff is unlikely to use a deaf blind alphabet regularly, they could carry an instruction card to assist them.
1.1.213 Further advice is given in RNIB's "See it Right".
1.1.214 The design of safety signage used throughout the port should consider the requirements of disabled people; particularly in respect of lettering, size and positioning and including height as outlined above. The content will need to cover the needs of other persons with reduced mobility, such as when the arrangements may be different to those that would apply to other passengers.
1.1.215 Emergency alarm systems should be both audible and visual. Staff should receive specific disability awareness training to assist persons with reduced mobility.
1.1.216 Means of egress should be designed to at least the same standard as other circulating routes and facilities as described elsewhere in this document.
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Published: 11 September 2007 | Copyright disclaimer | Content disclaimer | © Crown copyright 2008