Inter-American Development Bank
OPERATIONAL GUIDELINES ON ACCESSIBILITY
IN URBAN DEVELOPMENT PROJECTS
WITH UNIVERSAL DESIGN PRINCIPLES
Eduardo Alvarez and Verônica Camisão Authors
José Brakarz and Tomás Engler Editors
Vinicius Voguel Illustration
Xavier García-Milà, Claudia Sánchez and María del Socorro Núñez Collaborators
INDEX
PRESENTATION………………………………………………………………………… 1
DEFINITIONS…………………………………………………………………………….. 2
INTRODUCTION…………………………………………………………………………. 5
MAIN OBJECTIVES OF THESE GUIDELINES…………………………………….. 11
CONCEPTUAL RECOMMENDATIONS……………………………………………... 12
METHODOLOGICAL RECOMMENDATIONS……………………………………… 13
STEP BY STEP: WHAT TO PRIORITIZE…………………………………………… 14
ELIGIBILITY CRITERIA FOR ACCESSIBILITY PROJECTS……………………. 23
OPERATIONAL RECOMMENDATIONS FOR INCLUSIVE PROJECTS……….. 25
GENERAL RECOMMENDATIONS………………………………………………….. 50
TECHNICAL SUPPORT………………………………………………………………. 51
ANNEX I: RIO DE JANEIRO DECLARATION……………………………………... 52
ANNEX II: SUPPLEMENTARY DOCUMENTATION………………………………. 57
PRESENTATION
AIM
The general aim of these operational guidelines is to facilitate the incorporation of
accessibility – with universal design principles – into the preparation phase of urban
development, building and public transportation projects.
The guidelines seek to provide conceptual and technical information for professionals who
are responsible for new initiatives. The ultimate aim is to facilitate the analysis and design of
projects, which focus on access to services and environments – and interaction with the
same – for a greater number of people, independently of their physical or sensory
characteristics.
This manual serves as an orientation document, offering a general view of issues related to
the implementation of accessibility. The principles, parameters and technical
recommendations listed in this document are based on the Regional Technical Standards of
COPANT (Pan-American Commission on Technical Standards) and these must take
precedence where no local, more stringent accessibility standards exist.
1
DEFINITIONS
Wherever there is reference to any of the terms listed below, these should be understood
according to the following definitions:
“ACCEPTABLE” LEVEL OF ACCESSIBILITY
An “acceptable” or “adapted” level of accessibility is one which meets all applicable
functional criteria and dimensional parameters for accessibility, with a view to achieving use
by all people in the safest and most independent and comfortable manner possible.
ACCESSIBILITY
Accessibility – in a general sense – is a feature which allows an environment, object or
instrument to be used safely by all people in the most equitable, independent and
comfortable manner possible.
APPROACH AREA
A barrier-free space which allows any person – including people with reduced mobility,
wheelchair users and people using other technical aids – to manoeuvre, approach, orient
themselves and use tools and equipment safely and in the most equitable, independent and
comfortable manner possible.
ARCHITECTURAL, URBAN DESIGN, ENVIRONMENTAL OR COMMUNICATION
BARRIER
Any natural, installed, built or virtual element which impedes movement in a space or
approach to tools, equipment or furniture. Such an obstacle might also impede transfer,
perception or communication (direct, mechanical, electronic or digital).
“BASIC” LEVEL OF ACCESSIBILITY
A “basic” or “workable” level of accessibility is one which meets the minimum functional
criteria and dimensional parameters for accessibility, with a view to achieving use by all
people in the safest and most independent and comfortable manner possible.
CONVERTIBILITY
The feature of an environment, object or instrument which allows it to be adapted to suit
specified accessibility conditions.
“CONVERTIBLE” LEVEL OF ACCESSIBILITY
A “convertible” level of accessibility is one which allows the environment to reach an
acceptable or basic level of accessibility through minimal adaptation which has already been
worked into the design.
CURB RAMP
The lowered part of a pavement or curb which facilitates access, easing the transition
between the level of the pavement and the level of the street.
ERGONOMICS
The discipline which investigates human behaviour, habits, limitations and other
characteristics and applies this information in the design of environments, tools, objects and
machinery to ensure productive, safe, comfortable and effective human use. Ergonomics
seeks to optimize the interaction between human beings, physical space and the objects,
tools and equipment which are part of any human activity within a given environment.
2
MIXED PEDESTRIAN ROUTE
A route which allows a pedestrian with reduced mobility to move around with the use of a
technical transportation aid or device.
MODAL INTERCHANGES
These are spaces intended to facilitate a change in the means of transport or a person’s
means of movement, e.g. bus stops and bus terminals, train stops and train terminals and
airports.
PEDESTRIAN ROUTE
A route which allows for the horizontal movement of pedestrians – with a possible change of
levels – and which meets all applicable accessibility criteria and parameters.
ROUTE
An external or internal walkway which may be horizontal or may involve a change of levels.
SAFE ZONE
Also called a rescue area, this is an accessible location which allows occupants to wait in
safety while an emergency situation is resolved or attended to.
TACTILE FLOOR
A surface characterized by a difference in texture relative to the adjacent floor – intended to
serve as a warning or a guide – perceptible to people who are visually impaired.
TECHNICAL STANDARD
The collection of technical directions, which establishes guidelines and restrictions for the
development of technical products or guidelines for specific activities. A technical standard
is the consolidated result of a universal process based on science, technology and
experience and applied by a recognized standardization body. The standards referred to in
this document are taken from the following bodies:
ISO International Standardization Organization – the international body responsible
for dialogue between national standardization bodies
COPANT Pan-American Commission
Panamericana de Normas Técnicas)
for
Technical
Standards
(Comisión
UNIT Uruguayan Institute of Technical Standards (Technical Secretariat of the
Accessibility Committee of COPANT) (Instituto Uruguayo de Normas Técnicas)
ABNT Brazilian Association for Technical Standards (Associação Brasileira de
Normas Técnicas)
TRANSFER AREA
A barrier-free space which allows a wheelchair user or a person using other technical aids to
position themselves close to the furniture to which they must transfer.
UNIVERSAL DESIGN
Universal Design – understood as universalized design – conceives of spaces and products
which can be used by all people, to the greatest extent possible, without the need for specific
adaptation.
3
INTRODUCTION
WHY ACCESSIBILITY MATTERS
According to studies carried out by the United Nations, people with disabilities make up
between 7% and 10% of the general population. The 2002 annual report of the PanAmerican Health Organization (PAHO/WHO) suggests that “accessibility and mobility are the
primary issues facing the disabled population and that this is due to architectural and urban
design barriers, which intensify the difficulties faced by persons with disability in integrating
into the labour market and in conducting daily activities.”
However, this percentage cannot be considered to refer strictly to a minority population. One
person’s disability affects not only their own situation but also that of their family (and even
their community) throughout their entire lives. The number of people directly or indirectly
affected by issues related to disability is much broader and much more significant than this
percentage would suggest.
On the other hand, in relation to average life expectancy, it has been estimated that by the
year 2030, 20% of the world population will be over 65 (Ratzka). According to this data, most
people will reach old age and a minor but significant proportion will suffer from physical or
sensory limitations, which will compromise their independence. These statistics show that
urban planners must continue to pay careful attention to the design of the built environment,
given that such environments can facilitate or inhibit social inclusion.
We will all grow old one day (and we will perhaps no longer be
able to climb stairs as easily) – and specific groups, such as
children, pregnant women and senior citizens require greater
attention with respect to safety. This reality suggests that a new
focus is needed in the design of public spaces and buildings.
These must guarantee accessibility, independently of the stages
of life and condition of each individual. We will also need
accommodating environments for regular physical activity, which
will help to prevent and reduce disability.
Image text: The lack of pavements with firm, flat, non-slip
surfaces reduces the safety and movement of senior citizens,
forcing them to walk in the streets.
Investing in accessibility gives good returns – a guarantee of greater independence for some
and a benefit for all – because an inclusive environment incorporates the universal
requirements of safety and comfort. Among the tangible benefits are a reduction in the
number of accidents and, consequently, lower health care costs and increased productivity.
4
The Scope of the Problem in Latin America
Most urban environments constructed in large Latin American cities remain inaccessible and
many cities in the region have not even begun the process of adaptation. In the following
table, we can see the size of the disabled population in the region:
Population (in thousands)
Region
2000
2005
2010
2030
2050
Latin America and the
Caribbean
520,229
558,281
594,436
711,058
767,685
People with disabilities
(10%, according to WHO)
52,022
55,828
59,443
71,105
76,768
Efforts to improve accessibility are still in the initial stages and this is a reflection of the
precarious financial situation of the majority of Latin American cities. Pro-accessibility action
is also difficult for the following reasons:
•
•
•
Universities do not provide proper training or information for architects and engineers
Legislation is inconsistent, deficient and incomplete
Technical standards are poorly disseminated and compliance is not mandatory
In spite of these difficulties, many governments and institutions in Latin America have moved
forward with important initiatives for including accessibility in the urban environment, in
transportation and in buildings. However, even in cities which have made the greatest
progress, it is common to find incomplete projects or deficient work with poor quality designs,
materials or finishing: recently constructed roads with uneven surfaces; curb ramps with
edges which do not facilitate wheelchair manoeuvrability; poor quality, low resistance
railings. All of these are counterproductive efforts. Some examples are shown in the
photographs below.
INADEQUATE PROJECT
EXECUTION
Pedestrian crossing and
curb ramp in Córdoba,
Argentina.
5
From Specific to Universal
In the 1980s and 1990s, the notion of eliminating architectural barriers to serve the needs of
people with disabilities took on broader meaning. It incorporated the idea of “Universal
Design” and thus became another essential element of urban rights and policies of social
inclusion.
The new concept developed through the recognition that a large part of the world’s
population is not easily accommodated within the standard model upon which public spaces
and buildings are based. The traditional model ignores the specific needs of senior citizens,
people with obesity, those who are very tall or very short (including children), pregnant
women and people with physical or sensory limitations.
Universal Design aims to serve the widest possible range of people. It does this by designing
spaces and products with dimensions and forms, which are appropriate for interaction and
use, independently of the size, posture or mobility of the user. Universal Design recognizes
and respects physical and sensory diversity and the changes, which our bodies undergo
from infancy through old age.
ADAPTING THE ENVIRONMENT OR THE INDIVIDUAL
Before the 1970s, the policy paradigm with regard to persons with disability was the “medical
model”. In this model, problems were defined according to an individual’s inability to perform
daily activities or to take up employment (DeJong, 1981). The problem was thought to lie
with the individual – and it was the individual who was seen to need “treatment”.
With the introduction of the “independent living model”, it was recognized that people with
disabilities, senior citizens or people with diminished capacity, had specific capabilities and
needs. The independent living model suggests that all people share the same basic
individual rights and that people with specific needs should have access to an environment,
which maximizes their personal level of autonomy.
6
Adaptations in the environment, housing, transportation, the workplace and education
centres are means of social integration that allow individuals to lead independent lives. So
too are adaptations in communications, shopping centres and rest and recreation areas. At
the same time, it is also appropriate to ensure the “adaptation” of the individual in ways,
which facilitate access to mechanisms that can increase their autonomy – devices such as
strollers and wheelchairs, canes and prostheses, which allow movement in universally
accessible spaces.
ACCESSIBILITY IS IMPORTANT FOR BOTH THE STATE AND FOR SOCIETY
There is enough evidence to show that the inclusion of persons with disability in the socioeconomic life of a society is not only an issue of social justice and human rights but also a
cost-benefit issue. Insertion into the labour market is the most effective way of reducing
poverty among persons with disability as well as their families and communities.
In general, there are two challenges faced by families with a disabled member. In the first
instance, family resources are considerably reduced when a person with a disability is
unemployed. Unemployment in this case often results from the impossibility of getting to
work – a blind person may have difficulty taking the bus on a daily basis, a wheelchair user
may have difficulty working in a location without access to washrooms or elevators.
In addition – and this depends on the type and severity of the disability as well as the level of
accessibility at home or in the environment – a person with disabilities may rely on the
constant help of family members. These factors – lack of employment and the need to rely
on others – compromise the social and economic integration of people with disabilities.
This question also arises in the case of senior citizens,
who may or may not require assistance, depending on the
accessibility of their environment. This is particularly the
case in terms of mobility and safety, which determine the
degree of their independence.
Thus, from an economic and social point of view, it is in
the interest of both the state and society in general to
eliminate architectural barriers and to build integrated and
accommodating environments, which facilitate the
development, productivity and quality of life of all.
Image text: Inaccessible telephone booth
7
WHY PUBLIC POLICY IS FUNDAMENTAL TO ACCESSIBILITY
The concept of “Inclusive Development” seeks to expand the vision of human and socioeconomic development. It recognizes diversity as a fundamental aspect of the development
process and recognizes also the contribution of each human being to the process. Instead of
imposing isolated policies and actions, inclusive development promotes an integrated
strategy, which benefits individuals and the society as a whole. Inclusive development is an
essential strategy for overcoming social exclusion and, consequently, for eradicating poverty.
The inclusion of Universal Design in public policy and urban interventions should therefore
be a priority.
In the last decade, governments of many Latin American cities made significant financial and
political investments targeting a more accommodating urban environment for the entire
population. However, when Universal Design principles are not taken into account in the
planning stages, the result is a series of costly repairs and adaptations that affects the
project’s integrity.
In Latin America, in spite of the significant number of people with disabilities (according to
the table above), attention to the needs of this group is limited to “micro-solutions” –
solutions which are barely adequate for specific persons or buildings. Examples of microsolutions are:
•
•
•
at the request of a wheelchair user, a single accessible telephone booth is installed –
in the middle of dozens of other, inaccessible booths;
a single accessible washroom in a block of buildings;
an accessible road where a school for children with special needs is located – in the
middle of an inaccessible city.
It is clear that there is a need to consider accessibility at the macro planning level, as a
standard element of all urban development projects.
8
The Accessible School: A Priority for Inclusion
“Inclusive education involves consideration for the identification and
surmounting of all barriers to effective, continuous and quality participation in
education – particularly during the primary school years. This has been
widely accepted and documented as a human right of free participation.”
(World Forum, Dakar, UNESCO 2000)
In the school setting in particular, an accessible physical environment can be extremely
liberating and can facilitate integration among children, thereby improving their performance.
Inaccessible environments are overwhelming factors in the exclusion of children with
disabilities at school and this sets the stage for future marginalization in the labour market.
The school environment can exacerbate a disability by increasing the level of functional
difficulty – or it can minimize the effects of disability, transforming a student’s experience into
one of efficiency, ability and independence.
When schools maintain barriers that hinder independent access to the classroom, the
computer or washroom, they establish a powerful factor of social exclusion. School
infrastructure must allow institutions to receive all students in an environment, which meets
the students’ needs and requirements and facilitates the full expression of their capabilities.
The use of computer systems
equipped with audio facilitates access
to information and significantly
transforms the learning experience for
blind or visually impaired students
– all at low cost.
Image text: A classroom for blind students.
Municipal Network for Mainstream Education Rio de Janeiro, Brazil.
One positive example of a policy designed to eliminate these barriers is the one adopted by
the Municipality of Rio de Janeiro in relation to schools, which offer a mainstream curriculum.
All new schools constructed within the municipal zone of the city feature accessibility
projects. In addition, the municipality has a works program for already existing schools,
which guarantees that any school being upgraded or remodelled will include adaptations to
make it accessible.
9
MAIN OBJECTIVES OF THESE GUIDELINES
GENERAL OBJECTIVES
a. To ensure that projects funded by the Inter-American Development Bank adopt
accessibility and the application of Universal Design principles as standard practice –
based in each case on an analysis of social and economic costs and benefits
including, among other things, the prevention and reduction of the prevailing levels of
disability.
b. To help Member Countries identify problems and formulate diagnoses, solutions and
plans for the gradual inclusion of accessibility in the built environment (equipped and
endowed with spaces, services and communication).
c. To facilitate the incorporation of the concept of accessibility in a cross-cutting,
consistent and coordinated fashion into the policies of the various national
institutions.
SPECIFIC OBJECTIVES
a. To ensure the inclusion of all people – with the greatest equity, independence and
comfort possible – in individual and shared activities, using designs which overcome
discriminatory practices in urban spaces, buildings, places of interest, public services,
transport
and
means
of
communication,
among
others.
b. To stimulate the processes of incorporating accessibility in a cross-cutting, consistent
and coordinated fashion into the global thematic of development projects.
c. To promote the application of recommendations and principles to achieve practical,
efficient and sustainable solutions in new projects.
d. To instrumentalize the application of technical support for accessibility in
infrastructure projects, using international and regional criteria, principles and
guidelines arrived at by consensus.
e. To provide a methodology to support the establishment of accessibility processes,
management and implementation developed for typical contexts such as urban
development or renovation, neighbourhood improvement or the improvement of
irregular settlements, housing projects, projects involving the adaptation of public
buildings or protected heritage sites and public transportation, among others.
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CONCEPTUAL RECOMMENDATIONS
In order to contribute to a comprehensive treatment of the issue, the incorporation of
accessibility with Universal Design principles must follow these conceptual
recommendations:
a. Bear in mind that accessibility of a route, a location, an object or an environment
involves people arriving, entering, using and leaving in safety and with the greatest
degree of equity, autonomy and comfort possible.
b. Consider the direct relation between accessibility and ergonomics, in the sense of
optimizing the interactions between people, environments and machinery or
equipment.
c. Base the application of Universal Design principles on uniform regional and
international guidelines arrived at by consensus.
METHODOLOGICAL RECOMMENDATIONS: CREATE OR ADAPT?
It is much easier – and much more economical – to plan an accessible environment than it is
to adapt an existing one. Every opportunity should be taken to adopt Universal Design
principles in the design stage.
Nevertheless, in many instances, very successful solutions can be found in existing
environments through simple adaptations. The quality of the adaptation is directly linked to
the safety and comfort of the users – ramps with gentle gradients, bars with firm support,
tactile floors with visual contrast to signal uneven surfaces, among others.
In new projects, and in existing ones, it is important that interventions be well executed.
Sometimes, with the best of intentions, we create “almost acceptable” modifications.
However, in accessibility, “almost” is not good enough. A few centimetres can make a big
difference and can ruin an entire, well-planned route. In many cases, when a project is
completed, the adaptation work does not meet the minimum parameters of efficiency, and
this renders the investment useless.
Image text: Careless placement of a temporary wall to
facilitate the construction of a building can disrupt an
existing accessible pedestrian route and render it
unusable.
11
STEP BY STEP: WHAT TO PRIORITIZE
Conflicts will arise in the day-to-day process of constructing an accessible environment.
Many of these can be avoided if project management is supported by a methodology, which
facilitates prior knowledge of the stages of the process and possible complications – and if
an acceptable list of priorities is established beforehand. How can this be accomplished?
1. With the Work Team: Invest in an Understanding of the Issue
From the political, social and ethical points of view, every public project must support the
right of each citizen to mobility and integration. Project managers must be convinced of the
importance of accessibility. If they do not believe in the importance of an adequate level of
support for the issue, the projects will certainly not meet the necessary requirements.
Every investment in the initial stages of a project – in the sense of facilitating an
understanding among the teams involved (design, execution, control and others) of the
advantages of a more inclusive environment – will result in future savings of time, effort and
money.
The Latin American region has at its disposal the technical standards on accessibility of the
Pan-American Commission on Technical Standards (COPANT), which provides an adequate
level of technical support where there are no national technical standards available. These
standards allow new projects to meet acceptable specifications, avoiding questionable work
that might require entirely preventable adjustments and investments in the future.
It is clear, however, that the availability of standards is a necessary but insufficient condition.
Too often, completed work must be corrected when legal action is taken by local nongovernmental organizations. In many cases, this problem arises with recent work – new
subway stations, which are inaccessible, or urban development schemes with inadequate
accessibility.
Image text: This access ramp to the beach in
Montevideo is an example of an acceptable
accessibility solution.
12
MAPPING OUT THE PROJECT
In project planning, it is very important to emphasize specific recommendations for
acceptable design, quality and maintenance.
2.
Measurements and Detailed Models of the Area
It is essential to analyze existing conditions, paying attention to both the general and specific
objectives of the project. It is also important to obtain detailed measurements through
fieldwork – both in the case of new undertakings and in areas and buildings already
constructed.
With existing conditions is meant the sum of natural and urban elements, buildings,
equipment, transportation, objects and services that exist on the site, and which is being
considered for development.
In the case of the placement of curb ramps or ramps along pedestrian routes, measurement
or detailed scale modelling of the physical space of the intervention is essential. This must be
done so that all elements can be marked precisely and ramps can be made compatible with
all other elements in the environment such as drainage grills and trees which might be difficult
to relocate.
Drain in front of curb ramp. La Paz, Bolivia.
13
3.
Preparing a Diagnosis
Once a detailed relief of the object of intervention has been completed, an analysis of the
conditions of the area must be done. This analysis must include a study of the function of the
site and the activities, which will take place there. Criteria of safety, equity, autonomy and
mobility for a broad range of users (including the needs of children, senior citizens, pregnant
women, people with reduced mobility and those who are distracted or in a hurry) must be
used.
Image text: Unexpected
object: low wire in Plaza Fabini, Uruguay.
The analysis must be supported by the specifications and recommendations of existing local
and regional technical standards on accessibility as well as the guidelines in this document.
Starting from this basis, several elements can then be identified, as dictated by the scope of
the project: barriers and aspects of accessibility that must be considered; the recommended
level of accessibility; and the corresponding priorities.
Image text: Unexpected object: A route beneath a
staircase in Malecón de Guayaquil, Ecuador.
At this stage, contact and talk with associations of people with disabilities and senior citizens
within the community, with a view to ensuring their participation and collaboration on issues
regarding accessibility in the diagnosis, design and implementation of the work.
14
4.
Design: Guaranteeing Accessible Routes
In new plans – and in adaptations intended to make existing areas or buildings more
accessible – it is important to establish accessible routes which ensure unhindered, barrierfree travel and integrated priority areas. In the case of a public building, the priority must be
routes, which guarantee access through the main entrance of the building and the integration
of the main working areas, as well as accessible washrooms.
15
a.
City Streets
It is important that there always be, at a minimum, the possibility of one accessible route for
all pedestrians. In the analysis of a city space, for example, all routes which join main
avenues, secondary roads, bus stops and other access points for public transportation and
parking lots must be examined. Among other items, the following should receive special
attention:
•
•
•
•
•
•
•
•
•
Surfaces in general
Existing unevenness
Width and gradient of pavements
Location and accessibility of street furniture
Elements which encroach on pedestrian areas
Visual and informative signage
Traffic lights and audio signals
Public parking
Conditions for access, movement and interaction with equipment in parks and
playgrounds
b.
Buildings
In the analysis of buildings, in general, priority must be given to an accessible route from the
main entrance, which connects with the other public or common areas of the building.
Particular attention must be paid to the following:
•
•
•
Surfaces in general
Existing unevenness
Means of movement between surfaces
16
•
•
•
•
•
•
•
Width of doors and traffic areas
Placement, access and height of equipment – as well as possibility for interaction
with equipment (telephones, counters, booths, self-help terminals and elevators,
among others)
Visual and aural communication
Washrooms: common areas and private stalls
Rescue and emergency areas
Parking spaces
Conditions of access, movement, seats and arrangement in auditoria and galleries
5.
Project Compatibility
Different projects must be made compatible – in order both to achieve accessibility and to
meet other demands of the municipality or the concessionaires responsible for lights,
phones, water, plumbing, landscaping and other amenities. Careful planning in the
placement of lamp-posts to provide suitable lighting, for example, is not sufficient if the
physical conditions surrounding the placement of these posts are not also considered. They
must be placed in a manner, which will not hinder pedestrian or vehicular routes.
Image text: This curb ramp was constructed
without considering its compatibility with the
location or relocation of existing posts and
levels. This is totally inefficient and renders
the investment useless. Maracaibo, Venezuela.
Street furniture must be designed in an integrated fashion. In order to avoid surprises and
undesirable results, it is critical that designers of the various technical specializations needed
in large projects communicate and share information at the very early stages of the project.
It will not do to discover after work has been completed that, for example, a lamppost has
been placed opposite a pedestrian ramp. This can be avoided if the specialists responsible
for lighting and accessibility communicate from the very start.
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ADEQUATE SOLUTION
Overhead pedestrian crossing. Bogotá, Colombia.
ADOPTING TECHNICAL STANDARDS FOR A PROJECT
Technical standards related to accessibility must be applied to architectural, urban
development and transportation projects, as well as the design of equipment, accessories,
communications and services.
A Technical Standard – national, regional or international – in the manner in which it is
developed and the scope of its application, following the guidelines of the International
Standardization Organization (ISO), is “voluntary”. However, its application can be
suggested or declared to be mandatory.
Mandatory compliance can be established by organizations with legal or regulatory authority
for reasons of public health, safety of persons and property, environmental protection,
consumer protection, accessibility, etc. In practice, a large number of countries refer to
technical standards when applying regulatory criteria in these areas.
Technical standards are regularly included in terms of reference, construction specifications
and technical criteria to be used in project development. There are several factors which
favour the acceptance, adoption and application of technical standards: they deal with welldeveloped technical specifications; they follow a universally accepted methodological
procedure and scope; and – especially – they are arrived at by consensus and through the
participation of interested parties.
Relevant information can be found through the accessibility link on the UNIT website
(Technical Secretariat of the Accessibility Committee of COPANT, member of the ISO):
www.unit.org.uy.
WORKING TOGETHER WITH COMMUNITY ORGANIZATIONS
It is important to work together with local community organizations – and especially with
associations of people with disabilities and senior citizens’ associations. Priorities for
accessibility must be discussed with representatives of these users, given that accessibility
is a prerequisite for a full life for these communities.
18
Image text: A park or a public square can
be immensely enjoyable for a blind
person who is able to smell the aroma of
flowers and hear the singing of birds.
Identification of the different species and
their characteristics through embossed
figures and text in Braille would help to
complete this experience.
Investigating the Possibilities for Accessibility
Is it always possible to establish a route with an acceptable level of accessibility? As
much as it is important to exhaust all possibilities in the search for routes with an
acceptable level of accessibility at the consolidated planning stage, it is possible that
the search will not be successful. In such cases, one can resort to creating routes
with a basic level of accessibility – spaces that are safely accessible, but less
comfortably so, or which require the use of technical aids.
One such situation can arise in areas where there are sharp inclines or where the
street surfaces are very irregular. In these cases, one could consider incorporating
technical aids such as lifts or other means of transportation – such as all terrain
vehicles – which would allow a mixed form of movement along these routes.
We recommend that special care be taken when these situations occur in high-risk
areas, for example areas that might need to be evacuated in the case of a hurricane,
flood or fire.
SUPERVISION IN PROJECT IMPLEMENTATION
Supervision is indispensable in all work, if faithfulness to the original project is to be
maintained. Since the concept of Universal Design is relatively new, the special importance
of attention to detail in the area of accessibility has not yet been internalized. One centimetre
of difference between the design and the execution can compromise an entire route. We
must insist, therefore, on the importance of supervision with an emphasis on Universal
Design requirements.
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ELIGIBILITY CRITERIA FOR ACCESSIBILITY PROJECTS
Fulfilment of the objectives of these Operational Guidelines – and compliance with the
conceptual recommendations found here – constitutes a general criterion of eligibility.
In infrastructure and urban development projects, from project identification through all
subsequent stages, the following aspects must be taken into account as a basis for
establishing accessibility:
PLANS. The project must offer detailed drawings or scale models of the area to be
developed. These must focus on the accessibility of public spaces and private and public
buildings.
INTERVENTIONS. The project must contain design elements, which will allow public
spaces, buildings, and other elements to be constructed or remodelled according to the
principles of Universal Design applicable in each case.
TECHNICAL STANDARDS. Local technical standards for accessibility must be adopted. In
cases where such standards do not exist, the technical standards established by the PanAmerican Commission on Technical Standards (COPANT) should be used. The principles
and parameters outlined below, under “Operational Recommendations for an Inclusive
Project”, represent a synthesis of the most important aspects of these standards.
General Recommendations for the “Multi-Phased Housing Programme for
Moderate to Low Income Sectors” in the Dominican Republic, 2004.
The above-mentioned project in the Dominican Republic offers a practical illustration
of the adaptation of an IDB project to the principles of accessibility. This project
included components related to neighbourhood improvement and the development of
housing lots. The following main observations were made:
Making Projects Compatible
Accessibility elements of a project must be compatible with the other components of
integrated interventions such as public road projects in neighbourhood development,
drains and areas of common access.
20
UNACCEPTABLE DESIGN OF A PAVEMENT
Image text: The design of pedestrian routes placing drainage gutters in the central area without
considering, for example, the minimum width and maximum transverse gradient required or the
relevant accessibility criteria and parameters can be totally inefficient as an inclusive solution. It
can also turn out to be a wasted investment.
• All existing elements of a site must be clearly marked in the plans. Before
placement of curb ramps on pavements, other elements must be considered.
These include: trees and sewers which are difficult to relocate; unevenness in the
road; width of pavements and roads; and the angle between the surface of the
pavement, the surface of the road and the level of the ramp. Always seek to align
the curb ramps on both sides of the street.
• Planning for the provision and availability of urban amenities or equipment in
public sites (such as signage, public telephones, kiosks, traffic lights, lighting,
garbage bins, benches, etc.) must take place in an integrated manner. Attention
must always be paid to accessibility. This involves detailed coordination among
the different elements of the project from a single development plan incorporating
all aspects of street furniture.
Image text: Actual situation, the scene before basic
development in settlements on the outskirts of Santo
Domingo, Dominican Republic.
21
OPERATIONAL RECOMMENDATIONS FOR INCLUSIVE PROJECTS
We have brought together, below, the points, which best characterize accessible
environments in urban spaces, buildings and transportation.
URBAN SPACES
Pedestrian routes in urban areas, modal interchanges with sites of cultural and
tourist interest.
The following critical points must be addressed:
a. Continuity: Pedestrian routes must be
accessible in continuous fashion throughout.
Their surfaces must be firm, compact, non-slip
and without irregularities.
Image text: Athletes’ Village for the Pan-American
Games, Santo Domingo, Dominican Republic.
b. Width: It is very important that the
width of pedestrian routes be adequate for
their possible maximum use.
In no
instance must they be narrower than
0.90m. This is to allow the passage of
people using canes, crutches or
wheelchairs or pushing strollers or
trolleys.
Image text: Avenida 18 de Julio, Montevideo,
Uruguay.
22
c. Pedestrian Crossings: In streets open to
vehicular traffic, where there are different
levels, the curb must be lowered in front of
pedestrian crossings and ramps must be built to
overcome the unevenness between the
pavement and the street. These ramps should
preferably be the same width as the pedestrian
crossing, or a minimum of 1.20m.
Image text: Rocha Miranda, Rio de Janeiro, Brazil.
d. Transverse Gradient: Routes must be as
flat as possible in both longitudinal and
transverse directions.
They must allow
adequate drainage or outflow of water.
However, the transverse gradient must not be
greater than 2%, in order to facilitate the
movement of people who are not steady on
their feet and wheelchair users who would risk
falling, tripping or turning badly if the transverse
gradients were greater.
Image text: Remodelled city centre in Madrid, Spain.
e. Longitudinal Gradients: Longitudinal
gradients must not be greater than 6% and they
must be in sections no longer than 15m. Larger
gradients can be considered – but only in
shorter sections. In no case should the gradient
be greater than 12% and this can only be
allowed in sections no longer than 1.50m as in
the case, for example, of curb ramps at
crossings where there is vehicular traffic.
Image text: Historical centre in Barcelona, Spain
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Accessible Pedestrian Ramps
The following critical points must be addressed:
a.
Obstacles. Pedestrian ramps – and approach areas – must be completely free of
obstacles.
b.
Irregularities. Attention to detail requires that the area where the ramp meets the
road must be level, with no steps or irregularities.
c.
Maximum longitudinal gradients.
12% for sections less than 1.50m in length (1:8)
10% for sections between 1.50m and 3.00m in length (1 in 10)
8% for sections between 3.00m and 10.00m in length (1 in 12)
6% for sections up to 15.00m in length (1 in 16)
Curb Ramps (Access Ramps on Pavements)
The following critical points must be addressed:
a.
Height and length. Attention must be paid to the relationship between height and
length. The greater the height of the pavement in relation to the road, the greater the
length necessary for a suitable ramp. When the difference in height is small – or the
curb is shorter – (maximum 0.10m) the installation of the ramp will be simpler.
b.
The most common types of curb ramps.
CURB RAMP
DESIGN
Type A
Longitudinal gradient ≤12%
Type B
Type C
Longitudinal gradient ≤12%
Longitudinal gradient ≤12%
Type D
Longitudinal gradient ≤12%
No curb ramp
Longitudinal gradient ≤12%
PLACEMENT
Allows 1.20m free space for pedestrian
flow.
Allows 1.20m free space for pedestrian
flow.
Allows 0.90m free space for pedestrian
flow.
Allows a circle of 1.20m.
Allows 0.90m free space for pedestrian
flow.
Allows a circle of 1.20m.
Varies by type.
Figure 1: Most common types of curb ramps. Note: All curb ramps must have a minimum width of 1.20m
and a transverse gradient less than or equal to 2%.
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25
26
c. Street elevation In streets with little
vehicular traffic or few pedestrian
crossings, curb ramps can be replaced by
vehicular entrances. This can be done by
maintaining the existing level of the
pavement and raising the level of the
street, creating a vehicular crossing. A
warning surface must signal the beginning
and the end of the area shared with
vehicular traffic.
Image text: Sarandi Pedestrian Street, Ciudad
Vieja de Montevideo, Uruguay.
Tactile Floors as Guides
The use of differently textured surfaces is recommended in order to guide orientation and to
serve as a warning to people who are visually impaired. International guidelines must be
applied in order to avoid results that are counterproductive.
What is a Tactile Floor?
People who are visually impaired guide themselves with the help of canes and they perceive
changes through their contact with the floor and walls and through the texture and
irregularities of these surfaces. A tactile warning surface serves to alert blind people and
people who are visually impaired (e.g. those who can barely discern shapes) to the presence
of unevenness such as steps and ramps or other obstacles. A tactile warning surface is
used as a point of reference to help guide pedestrians and offer a greater sense of security
and independence.
Tactile floors are strips of raised surfaces, distinguishable from the surface of the
surrounding floor, which can easily be perceived by the feet or a cane. Along pedestrian
routes in parks, gardens, squares, avenues, boulevards, etc., which do not have borders or
buildings, which can be used as a point of reference, a guide, is installed (a directional
surface) to allow pedestrians to determine direction.
For people with low vision, it is important that the
tactile floor be of a contrasting colour (different
from the colour of the surrounding floor) so that
they can be properly oriented. A tactile floor must
be carefully placed in relation to other elements of
the project and it must be installed in a manner
that does not create unevenness or any other
inconvenience for pedestrians in general.
Image text: Warning and Guiding Surfaces:
Example from Rio de Janeiro, Brazil
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Routes in Urban Areas with Steep Inclines
Current projects in urban areas with steep inclines are often found in historical centres and
areas which are not regularly occupied. In these locations, the original intention was to
achieve visual dominance over the surrounding area and “inaccessibility” or difficulty of
access served a defensive function. However, this feature turns out to be paradoxical in the
context of new development proposals.
Similar characteristics are also found in irregular settlements developing spontaneously in
terrain with steep inclines and abrupt changes in levels or conditions (a situation which
involves costly development work). These settlements are generally found in areas
neighbouring or close to urban centres.
The modification of existing slopes along access or evacuation routes can significantly alter
the traditional face of an area and can lead to extensive and very costly remodelling, with
relocations which are difficult to justify. In such cases, one can design a route with a level of
accessibility which allows a person with reduced mobility to move around with the use of a
technical aid or a means of transportation. In this way, access will also be possible for
ambulances, fire engines, private and official vehicles, taxis and public transport. In certain
cases, the difference in levels can also be resolved through the use of technical aids such as
elevators, platform lifts, or seated lifts.
Image text:
Favela-Bairro Project – before and after. Intervention in Rua Vicente de Carvalho, Rio de Janeiro, Brazil.
BEFORE
AFTER
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The Rio Cidade Project
The Rio Cidade Project involved a significant diversity of re-developed areas and offered a
rare opportunity for the development and application of practices that, in terms of
accessibility, changed the face of the city of Rio de Janeiro in Brazil.
Begun in 1994 as one of the main urban programmes of the Municipal Government, the Rio
Cidade Project proposed the reconstruction of public areas along the main axes that
constitute the secondary centres of the city. Initially, fourteen neighbourhoods were
selected, and this figure increased in the following years.
A specialist group – the NGO, Independent Living Centre of Rio de Janeiro – served as an
advisor to the accessibility projects and also supervised the implementation stages.
Attention to the subject of accessibility on this scale was an innovative experiment – both for
the professionals hired to work on the project and for the specialists working for the
municipal government – and resulted in a new praxis, which was subsequently repeated in
other projects within the municipality.
Curb Ramps
This was the first time that Universal Design was included in re-development projects in such
extensive areas in Brazil. Universal Design involves planning with consideration for all
users, respecting differences among people and recognizing that pedestrians present varied
levels of speed and mobility. Universal solutions were adopted wherever possible, e.g. curb
ramps serving people with strollers as well as people with limited mobility. Instead of placing
narrow “ramps for people with disabilities” as had been practised until then, the entire width
of the pavement at pedestrian crossings was lowered. The lowered areas, running along the
entire length of the crossings, came to be called “pedestrian ramps”.
Image text: Pedestrian Crossing – Ipanema, Rio de Janeiro, Brazil
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In order to achieve acceptable mobility conditions for groups with more specific needs (e.g.
people who are blind or visually impaired) special solutions were adopted, such as a code
governing the textured differentiation in surfaces to facilitate the orientation of these groups
along the pavements of the city. As part of the search for a surface that would adequately
meet this objective numerous trials were conducted, in collaboration with institutions for
people who are visually impaired, until consensus was reached. As a result of this
experiment, there are now various ceramics and other materials available, which serve this
purpose.
In the first neighbourhoods to be refurbished, great effort was made to ensure that the areas
relevant to accessibility were incorporated and implemented adequately. This was chiefly
due to the novelty of the subject. Nonetheless, in the design of projects and neighbourhoods
which followed, accessibility was accepted as one of the most important requirements – the
concept of accessibility had been so deeply internalized by the professionals involved in the
earlier stages that they influenced subsequent planning and development.
Image text:
Orientation strip
for people who are
visually impaired.
Main Square. Rio
Cidade Project,
Rio de Janeiro,
Brazil.
Thus, beyond the thousands of pedestrian ramps and curb ramps constructed, the true
contribution of the project was the internalization of the principle of accessibility among the
hundreds of professionals involved who, since then, have gone on to incorporate the theme
in their other work.
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Street Furniture
“Street furniture” refers to pieces of equipment for public use in urban spaces, modal
interchanges and sites of cultural and tourist interest.
Pavements should be organized in such a way that all amenities (e.g. mailboxes, telephone
booths, litter baskets, traffic lights, benches, etc.) are located along the same strip – parallel
to the direction of the pavement – leaving a free area for the movement of pedestrians. All of
the amenities should be placed, preferably, on the outer edge of the pavement, leaving a
clear path for pedestrians next to the buildings.
The location of street furniture must be planned in an integrated fashion, with attention to
accessibility. This means that the possibility of using street furniture should be within reach
of everyone, including people with reduced mobility or reduced communication capacity. At
the same time, planners must be careful that the placement of such amenities does not
become an obstacle.
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Accessibility at Heritage Sites
“In practical terms, symbolic areas and monuments can only be
protected and valued if they are appropriately used in the
present. The refurbishment necessary to meet accessibility
requirements at these sites (e.g. lighting, equipment, signage,
mechanisms and technical networks) is just as valid as the
refurbishment required in recently constructed areas.” (Cravotto,
1990)
Accessibility of historical monuments must be ensured through
the participation of local institutions officially responsible for the
preservation of historical and cultural patrimony. Each case must
be examined carefully, in order to preserve authenticity.
Image text: The original surface was partially preserved, adding strips
with more uniform surfaces. Historical centre, Salvador, Bahia, Brazil.
Accessible Parking
The following points must be addressed:
a. Reserved Spaces: In all public
and private parking, 2% of the total
number of spaces must be reserved
for the exclusive use of people with
disabilities.
b.
Acceptable
Specifications:
Designated spaces must measure, at
minimum, 3.50m x 5.00m and must
be indicated by the accessibility
symbol on the ground and a vertical
sign placed in a visible location.
c. Placement: Designated spaces
must be placed close to corners or
entrances to places of major public
interest
(e.g.
parks,
cinemas,
theatres, shopping centres, meeting
places or customer service centres).
Image text: Designated spaces for people with
disabilities are included in all parking lots in streets that
have been remodelled through the Rio Cidade project.
There is vertical signage and signage on the ground.
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Recommendations for Projects in the Programme for the Integration of Irregular Settlements
(PIIS) in Uruguay
The PIIS has been operation since 2000 and is a good
example of a situation analysis of accessibility conditions in
a typical neighbourhood improvement project – and
recommendations for projects already in the implementation
stage. It was noted that, in neighbourhoods already under
development, proposals did call for curb ramps or minimum
widths for pavements to allow wheelchair access. From this
and other observations, recommendations were made to
adapt the projects to the principles of Universal Design
through the following: i) the widening of pavements; ii) the
placing of curb ramps at strategic areas along pedestrian
crossings; and iii) the redesign of the lighting system along
narrow pavements, avoiding placement of lamp-posts in the
central area of the pavement which would obstruct
pedestrian movement and make use impossible for
wheelchair users.
Image text: The stage at which it is most convenient to
make adjustments in the design. La Boyada, Uruguay.
This “case study” seized the opportunity to make
an inclusive urban intervention and added, among
other things, accessible routes for all people. The
recommendations coming out of this project will be
incorporated into the Operational Regulations of
the programme to guide the development of future
designs for neighbourhood intervention.
Image text: Increasing accessibility is particularly needed
in poor and underserved neighbourhoods. Settlement of
Nuevo Amanecer, Montevideo, Uruguay.
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BUILDINGS
New Public Buildings
Planning for a system of accessible horizontal and vertical routes from the first stages of the
design is the most economical way to facilitate accessible use of a building. Adaptation or
addition of these routes once the building has been designed or constructed, is much more
difficult. At the very least, a main entrance between the public road and the interior of the
building – leading towards the elevator hub and interior sites – should be planned. This
route should be horizontal or at a gentle gradient (less than or equal to 6%).
Image text: Inside area. Cité des
Sciences, La Villette, Paris.
34
The system of accessible routes should cover, at a minimum:
a. Main entrance: A main, public entrance from the public road and accessible parking to
the interior of the building.
Image text: Accessible main entrance.
Museum of Modern Art, Rio de Janeiro.
b. Installations and Services: The various buildings, sections, installations and services
for the public, must all be accessible one with the other and with the public road.
c. Interconnected Spaces: All public spaces within a building should be interconnected to
ensure full accessibility.
d. Emergency Exits: Emergency exits must be accessible and secure. They must be
easily identifiable and clearly marked.
e. Safe zones: Safe zones should allow persons to wait in safe conditions while an
emergency situation is resolved or attended to.
Image text: Safe zone along an emergency exit,
with positive air pressure (from fans in the ceiling)
to keep smoke out in the case of a fire.
IDB Country Office, Montevideo, Uruguay.
The following points, in particular, must be addressed:
f.
Dimensions and Specifications:
•
There must be a minimum barrier-free width of 0.90m
(1.40m recommended) and a free height of 2.20m all
along the route
On each floor of the adapted space, there must be a
free turning space which allows a circle of 1.50m in
diameter with a height of 2.20m
A solid, smooth, non-slip surface
•
•
35
g. Doors:
Minimum free width of 0.80m and minimum free height of 2.05m
h. Accessible Parking Area: At a minimum, this must measure 3.50m x 5.00m. The
parking area must be located as close as possible to the entrance to the building and
connected to the entrance by an accessible route. It must be marked with an
accessibility symbol on the ground and a vertical sign placed in a visible location.
i.
Accessible Washrooms and Washroom Facilities: Use of a building is possible to the
extent that it is possible to enter and stay in its various spaces and to operate and control
various elements. This includes the obvious and immediate use of washrooms. These
facilities also allow users to stay in one location engaged in an activity – be it business,
work, cultural or recreational – for a prolonged period.
36
j.
Units: There must be, among the public washrooms, at a minimum one washroom unit
that has been fully adapted (minimum one per establishment).
k. Stalls in service areas: In washrooms intended for general use, it is advisable to have
one accessible stall for each sex within the respective facilities.
l.
Family units: It is advisable to have one independent accessible unit for family use, that
is, one which allows (for example) an adult to attend to their spouse, father, mother, son
or daughter while using the washroom without having to go into the washroom intended
for the opposite sex.
For accessible bathrooms, the following critical points must be addressed:
m. Room to manoeuvre: There must be a free turning space of
1.20m in diameter, at a minimum, within the washroom.
n. Approach to the sink: There should not be any pedestal or
fixtures beneath the sink which would make approach
difficult for a wheelchair user.
o. Transfer space: There must
be a space beside the
toilet, measuring a minimum of 1.20m long x 0.80 wide,
which allows transfer between a wheelchair and the toilet.
p. Support bars: There must be a solid support bar beside the
toilet and the bidet, opposite the approach space. The bar
should be, on average, between 0.70m and 0.75 from the
floor. This will allow a wheelchair user to grip firmly while
transferring sideways.
37
q. Taps, handles and accessories: Taps or handles
must have a lever or crossed operating device (not
spherical), in order to allow for greater control by
people with limited fine motor skills. A mechanism for
providing water (“hand-held shower” type) must be
placed within reach of the toilet. A coat rack and other
supports for canes and crutches should be close to the
points at which the various facilities are being used.
The accessories or operating mechanisms must be
placed at a height no greater than 1.40m and no less
than 0.40m, on average, from the floor and at an
average minimum distance of 0.40m from one of the
corners
Image text: Lever-command tap
r. Direction of door: The door should open out from the cabin or unit and the lock or latch
should be such that it can be opened from the outside in case of an emergency.
Accessible Furniture and Equipment for Customer Service
The following critical points must be addressed:
•
•
•
In considering furniture used to serve the public, there must be at least one area with a
counter or desk at a maximum height of 0.80m
The lower part of counters or desks in this area must be free of obstacles and must be
of 0.80m minimum width and 0.70m minimum height from the floor to allow wheelchair
users to approach
In a row of telephones, there must be at least one where the highest element is
operable or visible from a maximum height of 1.40m and where there are visual,
auditory and tactile signals
Image text left: Counter at an
airport in Sao Paolo, Brazil.
Image text right: Lack of
communication. The possibilities
for use of this automatic bank
machine in Caracas, Venezuela are
limited. The screen is at an
inadequate angle, creating a
reflection of the sky. In addition,
regulations regarding visual,
tactile and auditory features and
standardization of the panel have
not been observed.
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Planning that Allows Convertibility of Routes or Spaces
•
•
•
It is recommended that, in the construction of buildings, which do not require an
elevator, designers plan a convertible space for future placement of an elevator, as
well as its connection with an accessible route.
Some forethought regarding the installation of the elevator is advisable so that, at the
time of installation, it will not be necessary to modify the foundation, the structure or
the existing installations and the requirements will remain part of the completed
project.
The need to have a lateral transfer space for wheelchair users (for transfer to toilets or
other furniture) can be anticipated in the planning stages – a dispensable item can be
removed to create a space. This need might arise when ownership of a housing unit is
transferred – or if the current owner is faced with a temporary disability.
Number of Accessible Units in Apartment Buildings
In the construction of apartment buildings, a minimum of 3% must be accessible units
designated for people with reduced mobility or wheelchair users. These units must have an
accessible route from the outside and connections to common areas as well as doors,
corridors, bathrooms and other surroundings, services and equipment. These must be
appropriately outfitted for use by person with disabilities and they must be adapted to the
criteria and principles of the applicable technical standards.
Adaptation of Existing Public Buildings
If it is impossible to create an accessible main entrance during adaptation of an existing
building, one can create an alternative accessible route with a basic level of accessibility.
The route should avoid the need for excessive movement on the part of users and it should
operate under schedules and controls similar to those, which are in effect at the main
entrance.
Protected Heritage Buildings
a.
b.
General criteria for non-protected buildings should
apply except in cases where the necessary
modifications will alter the heritage character of
significant elements of the building.
In order to preserve historical value – and in
anticipation of advances in technology and changes in
criteria and parameters – the mechanisms or systems
employed should be:
• Identifiable as current additions
• Adapted formally into the surroundings
• Completely reversible
Image text: Reversible Access.
Teatro Solís, Uruguay.
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Relocation of People with Reduced Mobility
In integral neighbourhood improvement projects, the relocation of housing units is
sometimes considered indispensable (because the units are located in flood zones or for
other reasons). In such cases, priority must be given to wheelchair users or persons with
reduced mobility in the assignment of units. These must be located along routes with a level
of accessibility suited to their capacity for movement.
PUBLIC TRANSPORTATION
New Public Transportation Systems and Units
Integrated accessibility must form an essential part of every new transportation project.
Accessible transportation facilitates the movement of people with severe mobility difficulties
such as wheelchair users or people on crutches. It also facilitates the movement of people
with reduced mobility such as senior citizens, women in the advanced stages of pregnancy,
families carrying small children or pushing small children in strollers and people carrying
suitcases or packages.
An accessible transportation system using low-floor buses – or allowing level access from
platforms – facilitates the movement and integration of people into productive activity. It also
improves the performance of transportation routes by expediting the loading and unloading
of passengers and improves transit time for busy passengers. No less important, if not
essential, is the increased safety of use, which comes from permitting a flow of passengers
at level access at the various modal interchanges.
Examples
Examples of best practice in integrated accessibility include: the Integrated Transportation
Network of Curitiba in Brazil; El Trole in Ecuador; the Bogotá Transmillenium in Colombia;
improvements in the subway system in Santiago de Chile, San Pablo and Rio de Janeiro;
and the incorporation of low-floor buses in Buenos Aires.
40
Figure 2: Low-floor bus, Buenos
Aires, Argentina.
Figure 3: Loading platform for the
“Ligeirinhos” buses – part of the
accessible Integrated
Transportation System in Curitiba,
Brasil.
Figure 4: Warning surface in
contrasting colour at the edge of the
platformat the “Trole” stops in
Quito, Equador.
SIGNALS AND SIGNAGE
In Urban Development
Signals and signs for pedestrian routes, street furniture and various other urban features – in
the form of labels or signs – must be clearly outlined in bright colours on a contrasting
background. Their measurements must conform to the relevant technical standards. In cases
where such signs are lit, they must always be lit from the outside, so that they may be read
at close quarters, and they must be placed in such a way as not to create obstruction.
In Buildings
Alarm systems must function systematically through sound and light, each of suitable and
equivalent intensity.
In Public Transportation
No less important is the incorporation and maintenance of accessible signs and signals
which are adequately perceptible in visible and audible form in vehicles and at stops or
stations of existing transportation systems. This includes seats, surfaces, bars and handles
which must also be available in acceptable form, size and colour.
Signage at an “El Trole”
stop in Quito, Ecuador.
Station identification is
made possible through
the colour of the
furnishings on the
accessible Number 5
Line in the Metro,
Santiago de Chile.
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GENERAL RECOMMENDATIONS
PROGRAM IMPLEMENTATION
Adequate implementation and maintenance of projects requires appropriate training of the
relevant parties and consistent, appropriate management during the stages of design,
construction and assembly, quality assurance certification and maintenance (both preventive
and corrective). It is therefore recommended that support for training, project management,
quality certification and maintenance in areas related to accessibility be incorporated into
programmes.
MAINTENANCE
It is not enough to complete specific projects. The work that has been completed must be
kept in good condition and respected by the general public. Continuous maintenance is
therefore necessary to ensure that all equipment and adaptations are intact and in good
working order. In order to facilitate this maintenance, public cooperation must be encouraged
and this can be done through awareness and education.
INFORMATION
For the Public
The field of accessibility is subject to the dynamics of constant change. No accessible site
can be considered to be permanently so. External factors constantly intervene and must be
closely monitored.
The public must be made aware of the issue through mass campaigns providing information
on what it means to invest in the elimination of barriers.
For Professionals
It is important that the authorities exercise rigorous supervision in areas which have been
developed. In order to achieve this, it is also necessary that members of the supervisory
bodies be trained.
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TECHNICAL SUPPORT
The process of implementing and consolidating an accessible environment involves
consideration of diverse criteria and parameters. These considerations relate to the
characteristics and dimensions of the elements to be incorporated into the environment and
the availability of these elements as well as their makeup, finish, connectivity, safety and
management, among other aspects. Coherence, ownership and consensus concerning
these criteria and parameters are essential ingredients for avoiding imprecision. Imprecision
might arise from nuances or small differences and can delay application or efficient action.
The application of technical standards tends to be voluntary. Nevertheless, mandatory
application can be suggested or imposed by governmental bodies with legislative or
regulatory power – or through its inclusion in terms of reference or specifications in private
agreements. A technical standard is established through the consensus of interested
persons and institutions. This creates a shared feeling of acceptance – social acceptance of
a legal or contractual instrument – and the standard therefore provides an ideal technical
support.
In practice, it is normal for a country to base its regulations on technical standards or to
formalize compliance, making it mandatory. Such is the case, for example, in Brazil in
relation to the application of the ABTN’s technical standard NB 9050 on accessibility. This
technical standard can be found on the relevant link at: www.presidencia.gov.br/sedh/corde.
Institutions for technical standardization have regional standardization structures, as in the
case of the Pan-American Commission on Technical Standards (COPANT) which is made
up of 28 regional organizations. Information on the active members of the Pan-American
Commission on Technical Standards in different countries can be found at
http://www.copant.org/public/member/Active.asp.
The PACTS Technical Standards, together with the UNIT technical standards on
accessibility, as well as the UNIT-ISO-IEC/71:2004 Guide and the UNIT 200:2004 Guide on
Recommended Levels of Accessibility, can be found on the “accessibility” link of the
following website: www.unit.org/uy (COPANT Technical Secretariat on Accessibility, ISO1
member).
1
The Technical Committee ISO/TC59/SC16 of the International Standardization Organization (ISO), with the
Technical Secretariat of AENOR (Asociación Española de Normalización y Certificación [Spanish Association of
Standardization and Certification]), is developing the International Technical Standard on Accessibility, based on
the ISO/TR 9527:1994 Technical Report and having as reference the ISO 7000 and ISO 7001 technical
standards on graphic symbols – as well as the ISO 9386-1 and ISO 9386-2 on platform lifts. The widest possible
participation of interested parties is being sought in this process through national standardization organizations.
43
ANNEX I
RIO DE JANEIRO DECLARATION
“UNIVERSAL DESIGN FOR INCLUSIVE AND SUSTAINABLE DEVELOPMENT”
Having met in Rio de Janeiro, Brazil, on December 12, 2004, within the framework of the
International Conference on Universal Design, “Designing for the 21st Century” we, as
professionals, representatives of NGOs and different sectors of civil society and universities,
employees of state institutions and of international and multilateral institutions, from diverse
countries in Latin America, agree to the following declaration:
1.
The purpose of Universal Design is to serve the needs of a wider range of users and
to make possible their social participation and access to goods and services,
contributing both to the inclusion of people who have been prevented from interacting
with society and to their development. Examples of these excluded groups are: poor
people, people marginalized because of their culture or ethnicity, people with different
types of permanent or temporary disabilities, very obese people, pregnant women,
very tall or very short people, including children and others who, for different reasons,
are also excluded from social participation.
2.
We understand universal design to be an approach for creating accessible
environments, services, programs and technologies that can be used equitably,
safely and independently by all people – to the greatest extent possible – without
having to be specifically adapted or readapted, by virtue of the following seven
principles which support it:
Equitable use (for persons of diverse capacities)
Flexible use (for persons with a wide range of preferences and abilities)
Simple and intuitive use (easy to understand)
Perceptible information (communicates the necessary information effectively)
Tolerance for error (reduces risk or involuntary action)
Low physical effort
Adequate size and space for access and use
3.
We recognize the value of the emerging concept of Inclusive Development, inasmuch
as it seeks to expand the vision of development, recognizes diversity as a
fundamental aspect of the socio-economic and human development process,
validates the contribution of every human being to the development process and,
instead of imposing isolated policies and actions, promotes an integrated strategy for
the benefit of individuals and the society as a whole. Inclusive development is an
effective tool for overcoming the prevalence of social exclusion in the world and,
consequently, of advancing the move towards eradicating poverty.
4.
We conceive of sustainable human development as a productive way of
understanding social policy, bearing in mind the links between economic growth, the
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equitable distribution of the benefits of that growth and harmonious co-existence with
the environment.
5.
We consider that the situation of poverty and social exclusion affects millions of
people around the world, impedes human development and the enjoyment of a life of
dignity and quality and that, in Latin America and the Caribbean, this situation affects
almost half the population. We are also convinced that this situation of exclusion and
poverty as well as inequality, disease, insecurity, pollution and degradation of the
environment and inadequate design are public hazards, which affect many people
and threaten all.
6.
In this prevailing context of exclusion in development, we set ourselves the following
challenges:
a.
How can we apply the principles of Universal Design when there are people whose
chief preoccupation is not “tomorrow” but the uncertainty of the next meal … or who
lack housing and the most basic healthcare?
How can we make such principles consistent with the fact that, for the majority of the
world’s population, such concepts as “basic standards”, “building codes” and
“regulations” do not exist?
In such a framework, what real meaning is there in amenities such as “bath”,
“kitchen”, “lobby”, “ramp”, “lighting” or “acoustics”?
And, above all, how can we add quality of life through Universal Design?
b.
c.
d.
7.
We wish to emphasize that the current application of inadequate design in programs,
services and infrastructure creates inaccessibility and perpetuates conditions of
exclusion in the future. Therefore, we consider it unacceptable that barriers of
different kinds continue to be designed and constructed with the use of public funds.
8.
We agree that Universal Design should become an indispensable part of policies and
actions that promote development so that development might become truly inclusive
and contribute effectively to the reduction of poverty in the world.
9.
We agree, also, that in order to progress towards Universal Design for sustainable,
inclusive development, each new activity must:
a.
Be planned with a view to striking a balance between legal concerns, human rights,
economics, technology and local culture
Serve the true needs of the community
Rely on the participation of stakeholders
Incorporate Universal Design principles so that current investments will not generate
additional costs through necessary adaptations in the future
Use locally available materials and technology, at the lowest cost possible
Plan for its maintenance using local resources
Offer training geared towards increasing the technical application of Universal Design
b.
c.
d.
e.
f.
g.
10.
We are convinced that, in order for Universal Design to become an instrument in the
service of inclusive development, all stakeholders (states and governments, the
private sector, the media, civil society, NGOs, universities, professionals, regional
and international organizations) must actively fulfil their roles. Therefore we consider
that they should pursue the following courses of action:
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•
•
•
•
•
•
•
Governments should direct their efforts towards availing themselves of the
legal instruments to ensure that Universal Design is applied sustainably and
that it is a cross-cutting element within national development plans and public
policy
The private sector should be encouraged to apply Universal Design in the
design of products, spaces and services and this issue should become a
matter of public interest
Universities should promote Universal Design in professional training in areas
related to, or affiliated with, the concept and encourage research which would
favour the expansion, application and development of Universal Design
Professionals in fields related to Universal Design should lend technical
assistance in order to support the most effective and efficient application of
Universal Design, directed towards development and social inclusion
Organizations which are currently most conscious of the need for Universal
Design should make a commitment to spread the concept to other sectors of
civil society and play an active role in social monitoring so that society
progresses sustainably in matters of accessibility and inclusion through the
effective application of Universal Design
International and regional organizations should develop legal instruments with
the support of international and regional technical standards which promote
the sustainable application of Universal Design in the service of inclusive
development
Multilateral lending agencies should make Universal Design a development
issue and promote its progress, practical application, investigation and
diffusion, by providing financial resources and considering Universal Design a
basic standard in project development and a requirement for the approval of
loans to countries
11.
We think that all efforts and actions, which are undertaken to this end, will be
stronger and more efficient if we move forward with a common agenda on Universal
Design and inclusive development and if we build alliances between the diverse
sectors and actors involved. It is also necessary to build networks to promote these
issues and contribute to the dissemination of related information and constructive
debate which will support the various efforts.
12.
Finally, we affirm that we are deeply persuaded that if we work on the construction of
a world guided by the principles of Universal Design and Inclusive Development the
world will be a better, more peaceful, more habitable, more equitable place, with an
undeniably better quality of life.
Rio de Janeiro, December 12, 2004
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ANNEX II
SUPPLEMENTARY DOCUMENTATION
Technical Documents
“Accessibility for Infrastructure, Transportation, Technology and Communication”.
American Development Bank, 2001.
Inter-
“Facilitating Transportation for All”. Charles Wright (ed.), Inter-American Development Bank,
2001.
“UNIT Guide for Accessibility in the Built Environment”. Uruguayan Institute for Technical
Standards.
(Instituto
Uruguayano
de
Normas
Técnicas).
(www.unit.org.uy/Catalogo/descarga/GUIA_UNIT_200/pdf).
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