Research Study for National Trust - Meetupfiles.meetup.com/14184/Research_Study_Road_Safety_for_National_Trust... · project. Samarthyam, National Centre for Accessible Environments,

Report

Research Study

and

Pilot Project on Road Safety Aspects & Right of Way

For Persons With Disabilities

January 2008

New Delhi, India

Research & Pilot Project on Right of Way 2

Research Study and Pilot Project

Supported by

THE NATIONAL TRUST For the Welfare of Persons with Autism, Cerebral Palsy,

Mental Retardation and Multiple Disabilities (Ministry of Social Justice & Empowerment, Government of India)

9th

Floor, Jeevan Prakash Building, K. G. Marg,

New Delhi-110001

Tel: 43520861-2 Fax :23731648

Email : [email protected]

www.nationaltrust.nic.in

Led by

SAMARTHYAM

National Centre for Accessible Environments B-181, Mansarovar Garden, New Delhi, India

Telefax: 91-11-41019389 (M) 9810558321

Email: [email protected]

www.samarthyam.org


Preface

Every person including person with disability and reduced mobility, have right to seamless journey from the point of origin to destination. Thus accessibility is important for everyone, as it plays a crucial and critical role in day to day life; activities of daily living; development of one’s personality; educational and employment opportunities of their own choice’. One should not take accessibility in the limited sense of the term, restricting only to “reachability” of the built environment; in fact it is “utilization of all the facilities to the fullest”. Accessibility also covers attitudinal aspects as well. In the current scenario, there is a phenomenon of Universal Design emerging; in simpler terms it is design, facilities and products usable by “All”. Persons with Disability Act, 1995 provides equal opportunities, protection of rights and full participation to the disabled persons; especially non-discrimination in transport and access to the built environment. However, this is not enough! Majority of persons with disabilities face communication and information barriers, which not only hampers their independence but also discriminates them from the vision of inclusive society. For example, a pictogram of lady displayed in bright and contrasting colour along with “Ladies” toilet signage benefits everyone including persons with learning disabilities. Same can have a Braille marking to help persons with Deafblindness. A combination of all such features makes a signage “inclusive”. In order to initiate a sustained advocacy campaign to achieve goal of “Accessibility & Mobility for All”, National Trust for the Welfare of Persons with Autism, Cerebral Palsy, Mental Retardation and Multiple Disabilities Act, 1999 (Ministry of Social Justice & Empowerment, Government of India) supported a short-term action oriented research project. Samarthyam, National Centre for Accessible Environments, conducted the research study in three months time, to assess and document the present situation and provide certain concrete direction on how to make streets/roads infrastructure more user friendly and safe. Under the research project, 1 sq. km radius around the National Trust office was identified. The methodology adopted is Questionnaire survey, field visits and accessibility checks (Access Audit) by the user groups, Manual Traffic Counts, data analysis, best practices and comparative study of latest international and existing Indian Road Congress standards. Leading organizations working towards the empowerment of persons with Autism, Cerebral Palsy, Mental Retardation and Multiple Disabilities (Deaf Blind) such as Vidyasagar, Chennai; Action for Autism, Sense International, Action for Ability Development and Inclusion (AADI), Handicap Children Parents Association (HCPA) and Muskaan, New Delhi; enthusiastically joined hands with Samarthyam in conducting the project. This research will also serve as a pilot project to be implemented and replicated in both urban and semi urban perspective. Therefore, the Research Project offers a unique opportunity to bring into limelight issues related to Universal Design. The project also promotes pedestrian audits to implement improvements which meet the access needs of pedestrians with disabilities. The project proposes amendments/ additions to the existing standards such as Indian Road Congress, Guidelines and Space Standards for Barrier free Built Environment for Disabled and Elderly Persons, Central Public Works Department, Ministry of Urban Affairs and Poverty Alleviation among others.


Samarthyam extends its deep gratitude to Ms. Poonam Natrajan, Chairperson and Shri Atul Prasad, CEO & Joint Secretary, National Trust for not only promoting and supporting ‘User’s Perspective & Inclusive Design’ through this endeavor, but also undertaking implementation strategies in the site with the concerned agencies. We sincerely acknowledge our deep appreciation for Prof. Dinesh Mohan and Dr. Geetam Tiwari, Transportation Research and Injury Prevention Programme (TRIPP), Indian Institute of Technology (IIT) Delhi and Architect Pradeep Sachdeva, for their benevolent guidance and assistance in putting together design standards for the pedestrians “right of way”. We sincerely thank Mr. Parimal Rai, Chairperson, New Delhi Municipal Council (NDMC); Engineering Department NDMC and Delhi Traffic Police officials in extending full co-operation and support during the access audits of the sites. We also thank Mr. Jeevan Kumar, Desk Officer, Urban Transport, Ministry of Urban Development. We also thank Dr. Vikram Kumar, Director, Central Road Research Institute (CRRI), Delhi and Dr. S. Gangopadhyay, HOD, Traffic Engineering & Safety, CRRI. We are greatly indebted to Dr. Neelima Chakarbarty, Scientist, CRRI for her technical expertise and scientific direction in compilation of the findings. We are highly obliged to Dr. C.G.B. Mitchell, Co-chair of the Transport Research Board (TRB), Committee on Accessible Transportation and Mobility, USA; Ms. Ling Suen, Secretary General, International Centre for Accessible Transportation (ICAT) Canada; Mr. Yoshihiko Kawauchi, Architect and Expert on Universal Design, Japan and Mr. Tom Rickerts, Access Exchange International, USA for giving their useful references on streetscape and crossings with universal design features in external environment. Our heart felt thanks go to Ms. Merry Barua, Dr. Indu Chaswal, Ms. G. Syamala, Dr. Shanti Auluck, Mr. Akhil Paul, Ms. Sumitra Mishra, Mr. Zamir Dhale, Mrs. Rajul Padmanaban, Mr. Rajendar Singh and Architect Vijay Kaushal for their unstinted support. We sincerely acknowledge the enthusiastic contribution made by the organizations and individual respondents from all over the nation in analyzing the existing accessibility scenario of the Indian street infrastructure, both rural and urban. We also thank audit team members, volunteers and well wishers of Samarthyam for supporting the project. We are also thankful to the print and electronic media for their whole hearted support. We trust that this Research Project will be of enormous use to transportation professionals and planners, researchers and academicians, stake holders and service providers in analyzing and assessing approaches for secure, reliable and impartial usage by everyone; to ensure inclusion of disabled persons into the mainstream society. The project also aspires at improved ability to deal with the challenges of the urban design environment where the greatest concentrations of vulnerable road users are found. Needless to say, it will also assist NGOs, DPOs and user groups to campaign for universal design in street infrastructure, road crossings and other public facilities.

Anjlee Agarwal Sanjeev Sachdeva


About the Authors

Ms. Anjlee Agarwal Executive Director, Samarthyam National Centre for Accessible Environments

Access Consultant and Master Trainer, Non-Handicapping Environment, trained by United Nations Economic and Social Commission for Asia and the Pacific (UNESCAP). Professional experience in Accessible Transportation Systems and Universal Design in built environment. Received the “Role Model-National Award”, 2003; Social Act of Courage -Red & White Bravery Award 2005 and Cavinkare Ability Mastery Award, 2005.

Mr. Sanjeev Sachdeva Hony. Founder, Samarthyam National Centre for Accessible Environments

Master of Philosophy, University of Delhi. Class I officer with Government of India. An eminent Access Expert and Resource Person with experience in Universal Design in Transportation Systems and Built Environment. Received the “Acharya Vinobha Bhave National Volunteer Award,” 2001; “Best Employee- National Award”, 2002; Social Act of Courage -Red & White Bravery Award 2005 and Cavinkare Ability Mastery Award, 2005. Anjlee and Sanjeev have published several papers and conducted five research studies with implementation results on Road & Street Infrastructure, Buses and Bus Shelters in India and Indian Railways among others. Both were scholarship recipients for Workshop and Conference on “Promotion of Accessible Tourism” by UNESCAP, Bali (Indonesia), 2000; Travel Scholarships for 10th International Conference on Transport & Mobility for Elderly and the Disabled (TRANSED), Hamamatsu Japan, 2004; 2nd International Conference for Universal Design, Kyoto, Japan, 2006 and 11th TRANSED, Montreal, Canada, 2007.


Acknowledgements We once again honestly acknowledge the guidance and valuable suggestions of the following dignitaries and eminent experts in shaping this study into a cogent form.

Ms. Poonam Natrajan Chairperson, National Trust, Ministry of Social Justice & Empowerment, Government of India.

“National Trust office is located in Connaught Place, the heart of Delhi. This research study and pilot project will provide Inclusive Environment for the ‘forgotten’ four severe disabilities i.e. Autism, Cerebral Palsy, Mental Retardation and Multiple Disabilities including Deafblindness covered under the National Trust Act.

In partnership with Samarthyam, this initiative will cover 1sq. km of Central Delhi including street & road infrastructure, public and transport utilities to provide accessible and barrier free environment. The aim is to provide a safety net and promote equal opportunities. This will serve as a show case and replicable model for not only National Capital Territory of Delhi but also the entire country.

I wish Samarthyam’s team a great success.”

Dr. Geetam Tiwari Chair & Associate Professor for Transport Planning Transportation Research and Injury Prevention Programme (TRIPP), Indian Institute of Technology Delhi, India. Expertise in traffic flow analysis, transportation planning, accident analysis and road safety.

“This is a very useful and timely report with commendable objectives. In fact, I would suggest to replicate this attempt for few more locations with slightly modified methodology. At several places, it is mentioned that pedestrian path was encroached by hawkers. This has to be put in a different manner, because road design does not include designed spaces for hawkers therefore they have no option. Pedestrians could have been asked in the survey how often they use hawkers and make a case for designed spaces for hawkers. People crossing at grade despite subways, jumping across the fence etc. shows the need for pedestrian islands and pedestrian friendly signals. Merely providing FOBs or subway (internationally these have low usage rates, also it is difficult to make them PwDs friendly) will not solve this problem. Last chapter the most useful chapter. I would suggest that the study, especially the last chapter with final recommendations should be forwarded to Indian Road Congress.”


Dr. C. G. B. Mitchell Co-chair of the Transportation Research Board (TRB) Committee on Accessible Transportation and Mobility, USA.

“Thank you for letting me see the report of this interesting project.

One conclusion from it is that the problems faced by pedestrians in urban India are not different in kind, though undoubtedly more severe, than the problems faced by pedestrians in any city in the world. Although the conditions for pedestrians in cities in less developed countries are certainly worse than those in most developed countries, the solutions and improvements applied in developed countries can be applied equally well in cities in less developed countries. The experimental exercise was interesting, as I had walked around the area when I was in Delhi in 2006. Your findings confirmed what I noted then. The point, which you certainly mentioned, is that even where the infrastructure is good, its use is made impossible by market stalls, people sleeping on the sidewalk, parked vehicles, 'maintenance' activities that destroy the infrastructure, etc. I think the solution to this is for the city to appoint small area sidewalk managers, responsible for maintaining, repairing, and above all managing, the pedestrian infrastructure. I do not know anywhere that has done this, but with the right terms of reference, it should work. Subways are always unpopular as a means of crossing roads. One thing to include in the design of future subways is a requirement to be able to see all the way through the subway from outside it, before the pedestrian is committed to enter. Also, in new town sites, it is much easier if the subway and the surrounding terrain are on one level, and the road is elevated (or depressed) to get out of the way of the pedestrians.

The chapter on safety and access audit is very interesting. Your conclusions and recommendations look very sensible to me. I do hope these comments are useful.”

Dr. Y. Kawauchi Architect and expert on Universal Design, Japan. Currently representative of Japan USA Disability Association(JUDA) and Access Project, Architectural Office

“I appreciate your efforts to change your society. According to my short experience in India, it seemed that your society has not had enough understanding on the law-governing state. Although you have good laws, it does not mean your society will keep them. It is different from Japan; our government is very careful to establish new law because once it is established, we keep it seriously. That's why it is difficult to have an advanced law in Japan. I think showing the real accessible town will be the only way in your society. In this report, you made a designated area for access audits. I think you should try to make this designated area into real accessible area and use this area to educate both entire society and people with disabilities by using media. India is going to be a member of advanced countries. Accessibility is a kind of mandatory issue to be solved in the advanced country. Although it may take long time, I believe you'll be successful.”

Contents Page

Acronyms 10

Chapter 1.

1.1 Introduction 11

1.2 The National Trust Act 1999 15

1.3 Understanding Disabilities covered under the National Trust Act

13

1.4 Need for the Research Project 15

1.5 Objectives 16

1.6 Impacts and Benefits 16

1.7 Design Concept 17

1.8 Project Planning 17

Chapter 2.

2.1 Introduction of the Research project site - 1 km radius around National Trust Office

19

2.2 Analytical Factors 19

2.3 Pedestrian & Traffic Characteristics 19

2.4 Road User Behavior Aspects & Risk Taking Practices by pedestrians

18

2.5 Analysis of Traffic and Pedestrian volume/capacity on selected road stretches

20

Chapter 3.

3.1. Users Perspectives 26

3.2 Questionnaire Survey 26

3.3 Opinion Survey 35

3.4 Experiential Exercise 39

Chapter 4.

Guidelines and Dimensional Standards 4.2 Road Safety and Access Audit

42 43

4.2.1 K. G. Marg 44

4.2.2 Tolstoy Marg 52

4.2.3 Janpath Marg 57

4.2.4 Connaught Circus 59

4.3 Observations common to all the four road stretches 64

Chapter 5.

5.1 Conclusion 75

5.2 Recommendations 75

5.3 Ways to improve safety for Pedestrians With Disabilities 76

5.4 Access Provisions 76

5.5 Universal Recommendations for implementation for improved accessibility & safety for Pedestrians with Disabilities

82

References 83

Annexure Annexure I- The National Trust Act 1999 84

Annexure II- Manual Traffic Count Performa 94

Annexure III- Questionnaire Survey 96

Annexure IV- Geometric Design Standards for Urban Roads in Plains, The Indian Roads Congress

99

Annexure V- Informatory Signs 101

Annexure VI- Using Auditory Signals Effectively 102

Annexure VII- List of NGOs/Companies for Accessories 102

Annexure VIII - Access Audit Checklist External Environment 103


Pedestrian Infrastructure – ‘Design For All’

Right of Way


International Symbol of Accessibility

Acronyms

Cerebral Palsy - CP

Disabled Persons Organization - DPO

Foot Over Bridges - FOB

Heavy Traffic Vehicle - HTV

Kilometer - Km

Light Traffic Vehicle - LTV

Manual Traffic Count - MTC

Mental Retardation - MR

Millimeters - mm

Multiple Disabilities - MD

New Delhi Municipal Council- NDMC

Non Government Organization - NGO

Persons with Disabilities – PwDs


CHAPTER 1.

1.1 Introduction

Most of the developing countries like India are at a transition phase of growth and development.

India has one of the largest highway and road network, second only to road network of U.S.

Total road length exceeds 3 million; and it has about one percent of world’s vehicle population,

but six percent of the world’s road accidents occur in India. Air and noise pollution are some

visible effects on the roads, but a deeper underlying problem of injuries and death on the roads

goes unaccounted and neglected. Over 80,000 people die in the traffic crashes annually,

1.2 million are seriously injured and about 3,00,000 disabled permanently.

Delhi with its seventeen million population has developed as a borderless city and an urban

continuum comprising of a number of rapidly growing towns in Haryana and UP. There has

been a phenomenal increase in the growth of vehicles and traffic in Delhi. Despite measures by

way of increasing the length of the road network and road surface space through widening,

construction of a number of flyovers/grade separators and, launching of the Metro; the traffic

congestion has continued to increase unabated. This has its inevitable consequences in terms

of accidents, pollution, commuting time and wasteful energy/fuel consumption.

Also keeping in view the population growth, there is an increase from 45 lakh trips to around

118 lakh trips on the roads. The population of vehicles (four wheelers, three wheelers and two

wheelers) has increased from 5.13 lakhs in 1981 to 32.38 lakhs in 2001. However, with the

increase of vehicular traffic nothing has been done for the safety of pedestrians on the roads

especially for the vulnerable group of the society i.e. senior citizens and Persons with

Disabilities (PwDs).

Motorized and non-motorized vehicles and pedestrians share same road space. An

evidence of conflict between the motorized and non motorized vehicles is evident from New

Delhi data according to which, 40% of fatal bicycle crashes occur during peak hours when

speed is low (20-30 km/hr), but volumes are significantly high. This is not the situation not only

on city roads but on all roads including highways where heavy motorized vehicles and bullock

carts share the same space.

Pedestrians constitute one of the most vulnerable groups for road traffic injuries1. In

minds of Indian road users there is no place for pedestrians on roads; one would observe that,

zebra crossings are made on very few roads in the country, and those, which exist, are not used

by the pedestrians or the rules are not followed by the traffic. Also, subways built in few cities

are homes for beggars than pathways for pedestrians. Though all vehicles share the same road

space, there are no laws or regulations for using roads or safety guidelines for pedestrians,

bicyclists, rickshaw pullers and other non motorized vehicles.

1 Prof. Dinesh Mohan, TRIPP, IITD


The Pedestrian Environment - Street Infrastructure and Road Crossings

Research has identified features that cause problems for pedestrians, particularly those with

mobility difficulties are unsuitable walkways, street crossings; fast and heavy traffic; high,

narrow and uneven sidewalks; inaccessible subways; ramps and steps; inadequate signages;

car parks and transport interchanges.

Table 1 lists these from a number of studies, showing the percentage of people with different

degrees of disability who are affected by various features. Some features, such as narrow or

uneven sidewalks, and crossing roads, affect everyone, though people with disabilities are more

affected. Other features, such as crowds, high kerbs and steps, affect mainly people with

severe impairments. These can involve a significant degree of extra effort, stress, cost and pain

in getting about on the roads and in various modes of transport.

Percentage of people reporting difficulties in the pedestrian environment2

Table 1 Percentage of sample

Aspect of pedestrian environment

Registered

disabled

Elderly,

difficulties

with

walking

Non-elderly,

difficulties

with walking

Elderly, no

difficulty

with walking

Non-elderly,

no difficulty

with walking

Kerbs 12 5 4 4 2

Steps 58

Hills/ramps 59 45 30 19 12

Uneven/narrow

sidewalks

21 19 13 14 8

Crowds 50 4 0 5 2

Traffic/

crossing roads

35 31 22 16 17

No difficulties 2 23 43 54 67

Sample size 143 366 23 459 172

In the survey, virtually all respondents reported having had at least one accident whilst out

walking, and over half had sustained injuries. Pedestrians with vision impairment have higher

frequencies of walking accidents than sighted people and are more likely to be injured. Persons

with vision impairment undergo more accidents than sighted people, when crossing roads and

over a third of respondents had experienced accidents involving steps.

2 Hitchcock and Mitchell (1984)


1.2 The National Trust for the Welfare of Persons with Autism, Cerebral Palsy, Mental

Retardation and Multiple Disabilities Act 19993 (Act 44 of 1999) (Ministry of Social Justice

and Empowerment, Government of India)

The basic objectives of the National Trust Act are:

• To enable and empower persons with disability to live as independently and as fully as possible within and as close to the community to which they belong;

• To strengthen facilities to provide support to persons with disability to live within their own families;

• To extend support to registered organizations to provide need based services during period of crisis in the family of persons with disability.

• To deal with problems of persons with disability who do not have family support;

• To promote measures for the care and protection of persons with disability in the event of death of their parent or guardian.

• To evolve procedure for the appointment of guardians and trustees for persons with disability requiring such protection;

• To facilitate the realization of equal opportunities, protection of rights and full participation of persons with disability; and

• To do any other act, which is incidental to the aforesaid objects. 1.3 Understanding disabilities covered under the National Trust Act 1999 In order to promote Universal Design in routine activities of daily life in accessing school, leisure activities, health care services, etc.; the project extensively deals with understanding diverse access needs of persons with Autism, Cerebral Palsy (CP), Mental Retardation (MR) and Multiple Disabilities (MD) including Deafblindness. It also intends to raise awareness among policy makers and civic agencies about the barriers encountered by persons with severe and multiple disabilities on roads & streets and provide cost effective recommendations for effective implementation in the identified site. 1.3.1 About Autism Autism (Autism Spectrum disorders) is a disorder of the brain caused by neurological disorder that leads to a lifelong developmental disability, primarily affecting a person’s social and communication abilities. Autism prevents individuals from properly understanding what they see, hear or otherwise sense, leading sometimes to challenging behavior. Persons with autism experience difficulty in verbal and non-verbal communication, in communicating ideas and feelings, imagination, social interaction and leisure activities. Autism effects more than 2 million persons in India. 1.3.2 About Cerebral Palsy Cerebral palsy is a permanent, non-progressive condition caused by damage to the cerebrum, the largest area of the brain, where movement is controlled. There are four types of cerebral palsy:

i. Spastic cerebral palsy (it involves stiff, contracted muscles in one to four limbs) is the most common affecting about 50% of cases and involves overall increased muscle tone.

ii. Ataxic cerebral palsy (creates problems with balance, depth perception, and fine motor skills) affects about 10% of cases.

3 Refer Annexure I


iii. Dyskinetic (athetoid) cerebral palsy (involves development of abnormal movements (twisting, jerking, or other movements) affects about 20% of cases.

iv. Mixed cerebral palsy affects about 10% of cases with any combination of the above symptoms.

Cerebral palsy can affect people from all backgrounds. It is not contagious, nor is it usually inherited. These disorders are caused by injuries to the brain that occur during fetal development or during the first few years of life when there is rapid brain development. Symptoms/Warning Signs

Difficulty sucking of feeding Irregular breathing Limited range of movements/motions Spasticity Mental retardation Delayed development of motor skills, such as sitting, rolling, crawling and walking Visual abnormalities Hearing abnormalities Seizures Speech abnormalities (Dysarthria)

1.3.3 About Multiple Disabilities When a child has several different disabilities we say, that he\she has multiple disabilities. For example, a child may have difficulties in learning, along with controlling her movements and/or with hearing and vision. The effect of multiple disabilities can be more than the combination of two individual disabilities. The child will be slow to make progress and will have difficulty in generalizing. Because persons with multiple disabilities have problems with all muscle movement, with understanding and often with seeing and hearing as well, communication is very difficult for them. Some examples of multiple disabilities are:

deaf blind (visual impairment + hearing impairment) visual impairment + hearing impairment + mental retardation visual impairment+ mental retardation cerebral palsy + mental retardation/ hearing/ speech/ visual problems.

1.3.3.1 About Deafblindness Deafblindness is a unique disability - a combination of both vision and hearing loss. Some persons are totally deaf and totally blind, others have small degrees of sight and hearing. Since 95% of what we learn comes through what we see and hear, Deafblind persons face enormous challenges in communication, mobility and learning even the most basic skills. Yet with the right support, education and conducive environment; Deafblind people can learn to communicate and can become full and active members of society.

1.3.4 About Mental Retardation

Administrator

Mental Retardation is a delay, or slowness, in a child’s mental development. The child with mental retardation learns things more slowly than other children of the same age. A person with mental retardation faces difficulties in learning, to remember, to understand and adjust to different situations. Severe physical deformities, retarded growth, speech difficulties, visual problems, deafness, fits and other physical problems are quite common.


1.4 Need for the Research Project

1.4.1 Access Legislation and Policies in India Persons With Disability (Equal Opportunities, Protection of Rights and Full Participation) Act, 1995 provides non-discrimination in transport and in access to the built environment. Section 45 of the Persons With Disability Act 1995, clearly states: “installation of auditory signals at red lights in the public roads for the benefit of persons with visual handicap; causing Kerb cuts and slopes to be made in sidewalks for the easy access of wheel chair users; engraving on the surface of the zebra crossing for the blind or for persons with low vision; devising appropriate symbols of disability; warning signals at appropriate places.” It’s almost twelve years since passage of the PWD Act 1995; however nothing significant has been done to implement the provisions of the Act. Walkways, subways, roads and intersections, continue to remain inaccessible and unsafe for persons with disabilities (PwDs). It is also experienced that improvements to the mobility of PwDs, their use of facilities and services in the external environment clearly lag behind legal provisions. Even if buildings are barrier-free, reaching them often a major problem due to unfriendly roads and transport systems. Then, there is a general attitude of perceiving persons with disabilities as an object of charity and pity, which makes this an uphill task. These mind sets need to be broken and Universal Design in the public spaces to be created. 1.4.2 From the user group perspective, the immediate concern is to assess and document the present situation and provide certain tangible course involving the user groups, on how to make road intersections including sidewalks, flyovers and subways etc. user friendly for access improvement with universal design features. By assisting people with disabilities to negotiate the built environment almost everybody will benefit from better-designed, better-maintained and safer infrastructure. Strategic changes in the existing system would help evolve a better system for future with sustained, collaborative and concentrated efforts from the users, service provides and stakeholders. Else, the once considered blessing of technology, which has become a necessity today will become an abuse and may lead to unbearable human loss in terms of burden of disability and death due to road traffic crash. Real options exist for all segments of the disabled population to access safe and secure environment. It is believed that no empirical database on the subject has been collected so far. In the wake of above critical issue, it is important to implement strategic interventions by conducting a “Research & Pilot Project on Road Safety Aspects and Right of Way for Vulnerable Group- Persons with Disabilities covered under the National Trust”.


Delhi being the Capital reflects mini India and the developments and the initiatives/policies undertaken, are keenly followed by the rest of the country. This Research Study focuses on 1km radius of street & road infrastructure of National Trust office, located at K. G. Marg, Connaught Place, New Delhi. However, the views/needs and suggestions from PwDs from all over the country have been invited and evaluated. This project is first of its kind and its thrust is to take into account all practical means/measures to make external environment and street infrastructure accessible to facilitate safe mobility for all. All these would appropriately lead to persons with disabilities successful, meaningful, dignified life on an equal basis to other citizens and social integration. 1.5 Objectives

Identify barriers to movement of PwDs near National Trust office, located at Jeevan Prakash LIC Building, K. G. Marg, Connaught Place, New Delhi;

Document & record the exiting accessibility of the road and street infrastructure; Develop cost effective and user friendly solutions for eliminating these barriers; Provide safety beyond established standards; To share the project findings so that amendments could be made in the existing guidelines/access standards of Indian Road Congress (IRC); New Delhi Municipal Corporation (NDMC); Municipal Corporation of Delhi (MCD); Transport Research and Injury Prevention Programme (TRIPP), IIT Delhi; Delhi Traffic Police; Central Public Works Department (CPWD); Public Works Department (PWD); concerned Ministries/Departments, NGOs and other stake holders.

1.6 Impacts and Benefits a) Expected project impact/outputs

Increased awareness and promotion of safe design practices/solutions; Improved ability to deal with the challenges of the urban/semi urban design environment where the greatest concentrations of vulnerable road users are to be found;

Leads to improved standards and management practices May help produce designs that reduce the number and severity of human injury in accidents; May reduce costs by identifying safety issues in the planning stage; Integrate multimodal safety concerns; More importantly, consider human factors in all facets of design.

b) Benefits to society and physical Region

The research project is valuable from the perspective of identifying deficiencies in road/street infrastructure and developing mitigates strategies.

Model project involving the users, Research & Academic Institution, Delhi Traffic Police and NDMC;

Increased awareness of safe and user friendly design solutions; May help produce designs that reduce the number and severity of crashes; May reduce costs by identifying safety issues and correcting them before projects are built; Promote awareness of safe design practices; Improves the awareness of safe design practices; Leads to improved standards and policy making/management practices;


User friendly external environment facilities; Reduce the instances of human injury, considering the safety needs of all road users including the vulnerable groups (senior citizens and PwDs) and

Serves as sustainable model for replication in upcoming infrastructure development in Delhi and other states.

1.7 Design Concept This study considered factors causing problems for pedestrians, including personal impairments, the design of pedestrian infrastructure and the influence of traffic. A particular aspect is the problems experienced by pedestrians with Deafblindness. It also provides information on the safety of persons with severe and multiple disability, who are prone to injury and death in traffic accidents. It identifies features that improve pedestrian safety and independent mobility, which can be applicable everywhere.

This also includes identifying guidelines for the design of pedestrian infrastructure such as:

Safe pedestrian movement: Focuses solely on barrier free mobility of all road and pedestrian infrastructure users;

Ensure easy commuting between place of origin and destination, Convenient and quick access to all areas for all sections of the society; Energy efficiency and conservation for vulnerable sections of the road and transport users under all environmental conditions, including daylight, night time, and inclement weather;

Promotes universal design: for all road users for example, drivers and pedestrians with disabilities and reduced mobility; wheel chair users and tricyclists etc.

1.8 Project Planning

Duration of the Research Study - 3 months (October & December 2007) Report presentation - January 2008 Suggested Implementation process – 10 to 12 months

Relevant Data and Report Documentation

Users perspective- questionnaire and opinion survey; Experiential exercise and video recording; Access Audit with Guidelines/Design standards required; Findings with data compilation - identifying in detail safety issues and concerns. Conclusions & recommendations with implementation strategies that relate to the scope of the research project.


CHAPTER 2.

2.1 Introduction of the Research Project Site National Trust office, Jeevan Prakash LIC Building, K. G. Marg, Connaught Place; is located in

the heart of the city with high visibility value. The selected site is one of the most important

transport corridors of Delhi connecting the central part including major commercial, offices and

tourist destinations like Connaught Circus, Connaught Place and Janpath. Moreover, the area

having renowned markets like Janpath Municipal Market and Connaught Circus, has a large

pedestrian traffic as well.

The area covered (Plan 1) under the research project with approximate length of each corridor is as follows:

1. K. G. Marg – 0.48 km 2. Tolstoy Marg – 0.39 km 3. Janpath Lane - 0.39 km 4. Connaught Circus – 0.17km

Plan 1

K. G. Marg

0.48 Km.

Janpath Marg

0.39 Km.

Tolstoy Marg

0.39 Km.

Connaught Circus

0.17Km.


2.2 Analytical Factors

♦ To estimate the total number of vehicles (incoming & outgoing) and pedestrian flow at each selected road corridor.

♦ To observe Pedestrian Travel Behavior and Risk Taking Practices.

♦ To recommend remedial measures for reducing pedestrian-vehicle conflicts at selected road stretches.

2.3 Pedestrian & Traffic Characteristics Intersections at all the four roads gets very busy during the peak hours; the load factor is often extremely high which is not at all comparable to an arterial road resulting in traffic jams, congestion and heavy pollution as well as noise levels. The traffic situation combined with encroachment by shopkeepers and hawkers further delays pedestrian movements. Thus it is essential to undertake and develop an effective design solution for easy and accessible pedestrian infrastructure and streetscape including road crossings. 2.4 Road User Behavior Aspects & Risk Taking Practices by pedestrians Traffic at all of the intersections are controlled by the traffic signals and traffic police personnel but Risk Taking Practices like pedestrians jumping over the barriers of median, crossing the road between ongoing traffic to save time and reaching fast to the destinations, were observed during the survey. Pedestrians from all age groups, both genders and with reduced mobility (senior citizens, women with children, school going children, labourers with heavy loads), sometimes were found crossing against traffic movements. Connaught Circus and K. G. Marg intersection It was observed that almost 6-7 pedestrians jumped over the median fencing at the K.G. Marg to cross on to the other side of the road (Pic. 1 & 2) at every 10-15 minutes. While at the Connaught Circus many pedestrians crossed through the guard rail (Pic. 3), which could be hazardous / accidental.

Pic. 1 Pic. 2 Pic. 3

Jumping over the Barrier of Median,

K. G. Marg

Crossing through the Guard Rail, Connaught Circus


2.5 Analysis of Traffic and Pedestrian volume/capacity on selected road stretches

Manual Traffic Counts Manual count in general is measured using different ways like manual counting, detector/sensor counting, moving-car observer method, etc. Mainly the manual count study establishes the importance of a particular route with respect to the other routes, the distribution of traffic on road and the fluctuations in flow; all which eventually determines the design of a road/highway and the related facilities. Thus, manual count is treated as the most important of all the parameters of traffic stream. Manual Traffic Count (MTC) at each corridor was recorded by a set of trained enumerators on specially designed Performa4. Data was collected for each traffic movement sequentially as per signal phases at each of the selected corridor. Due to time limitation and the necessity to highlight the pedestrian–vehicle conflict, MTC of 15 minutes each (between 11:00 a.m. to 12.00 noon) was carried out. Photo Coverage A video camera was positioned at vantage points of each road and traffic movements for a period of one hour.

2.5.1. MTC at selected corridor of K. G. Marg It was observed on 11th Oct 2007 between 11:16 -11:30 a.m. that this road is equally shared by the car, three wheelers and two wheelers. Total cars 95 (27.3% incoming) and 150 (32.8% outgoing); three wheelers 137 (39.4% incoming) and 145 (31.7% outgoing), heavy traffic vehicles 15 in number i.e. 5 incoming and 10 outgoing and cyclists 5 incoming and 12 outgoing (Table- 1& 2 and Fig. 1) were counted. Total 154 pedestrians were observed at this corridor. Total percentage of traffic manual count was observed as 43% incoming as against the 57% outgoing (Fig. 1), which showed that outgoing traffic was more at the time of observation.

Table 1: Traffic Count

Traffic Direction Bus/Truck Car/Taxi Th. W. T.W. Cycle Others Total

Incoming 5 95 137 104 5 2 348

Outgoing 10 150 145 135 12 5 457

Table2: Percentage Traffic Count


Incoming 1.4 27.3 39.4 29.9 1.4 0.6 100

Outgoing 2.2 32.8 31.7 29.5 2.6 1.1 100

4 Refer Annexure II by CRRI


2.5.2. MTC at Selected Corridor of Connaught Circus It was found from the traffic counts between 11:00-11:15 a.m. (Table 3 & 4), the numbers of incoming cars are 375 and outgoing 410 (i.e. 48.83% and 48.35%), three wheelers incoming 200 and outgoing 215 (i.e. 26.04% and 25.35%) and two wheelers incoming 185 and outgoing 216 (i.e. 24.09 % and 25.47%). It was found that incoming heavy vehicles was only 1 (i.e. 0.13 % of the total traffic) and outgoing 5 (i.e.0.47%) and slow moving vehicles like cycles were incoming 7 and outgoing- 2 (i.e. 0.91 % and 0.24%) The survey at this corridor highlights that private vehicles such as cars are mainly occupying the road corridor, followed by three wheelers and two wheelers. Total percentage of MTC was observed as 48% incoming as against the 52% outgoing vehicles (Fig 2) and 284 pedestrians were observed crossing the road including few with disabilities (Fig 5).



Incoming 1 375 200 185 7 768

Outgoing 4 410 215 216 2 1 848

Table 4: Percent Traffic Count

Traffic Bus/Truck Car/Taxi Th. W. T.W. Cycle Others Total

Incoming 0.13 48.83 26.04 24.09 0.91 0.00 100.00

Outgoing 0.47 48.35 25.35 25.47 0.24 0.12 100.00


2.5.3. MTC at selected Road Corridor of Tolstoy Marg As observed in Table 5, that incoming vehicles -115 cars, 108 three wheelers and 90 two wheelers were plying on the road between 11:31 -11:45 a.m. On the contrary, the outgoing traffic was of 142 cars, 141 three wheelers and 134 two wheelers (Fig. 3). At the same time 135 pedestrians were observed crossing the road (Fig. 5).



Incoming 8 115 108 90 5 2 328

Outgoing 10 142 141 134 5 3 435

Table 6: Percentage Traffic Count


Incoming 2.4 35.1 32.9 27.4 1.5 0.6 100

Outgoing 2.3 32.6 32.4 30.8 1.1 0.7 100.0


2.5.4. MTC at selected road corridor of Janpath Marg Between 11:46 -12:00 noon, more three wheeler movement was observed as incoming 142 and outgoing 141 (43.2 & 34.8) of total traffic count. Where as private vehicles like cars 90 incoming & 120 outgoing (27.4% and 31.1%) and two wheelers 90 incoming & 114 outgoing (27.4% and 28.1%) were observed (Table 7 & 8). Therefore approximately 55% of outgoing and 45% of incoming total traffic has been observed (Fig. 4). Interestingly only 207 numbers of pedestrians were observed crossing the road in this corridor (Fig. 5).



Incoming 2 90 142 90 3 2 329

Outgoing 5 126 141 114 15 4 405

Table 8: Percentage Traffic Count


In coming 0.6 27.4 43.2 27.4 0.9 0.6 100

Outgoing 1.2 31.1 34.8 28.1 3.7 1.0 100

2.5.5 Pedestrian Counts at Four Selected Road Corridors

Pedestrians crossing the Connaught Circus Road are double as compared to the other roads. Subways are not fully utilized, as the observed pedestrian volume crossing the road were almost equivalent to the pedestrians using subways. Maximum pedestrian crossing is found at the Connaught Circus road i.e. 284 while minimum pedestrian movement i.e. 135 is observed at the Tolstoy Marg (Fig. 5). Percentage of pedestrian count is given in Fig. 6.


Overall Observations

Traffic volume is approximately double and traffic speed is observed more at Connaught Circus road stretch and Janpath Marg.

Vehicle flow is higher as compared to pedestrian volume; hence chances of road crashes are higher on this junction as compared to the other roads.

Outgoing traffic movement at the time of survey was more at all the intersections. In terms of speeds and type of conflicting vehicles, it was found that two wheeler drivers

(both scooter and motorcycles) were more reckless, had utter disregard for the pedestrian’s safety and disobeyed traffic rules.

Also auto rickshaws usually took sharp turns and dangerously overtake other vehicles to “save time and reach their destination fast”.

All pedestrians including persons with reduced mobility and disabilities found it extremely dangerous, unsafe and were observed under tremendous stress while crossing the roads.


Prof. Dinesh Mohan of Transportation Research and Injury Prevention Programme

(TRIPP) at Indian Institute of Technology, Delhi, opines:

“the roads must be designed for the convenience of the people, to help them not make

mistakes. About 70 per cent of Delhi’s population comprises pedestrians and bicyclers.

But there is no place for them on the roads. Buses have been ordered to ply on the left

side of the road. That leaves no place for bicyclers and pedestrians. Most buses rush to

the left lane only when they see traffic police personnel and want to avoid challans. Not

just this, the police is adamant on giving free left turns at all the junctions.

In all world class cities, the authorities have stopped free left turns years ago as

pedestrians did not feel safe to cross the road. Experts have asked the Delhi police to do

the same but they continue with the practice saying they want the cars to move fast. But

what about the pedestrians? This is why they tend to cross from anywhere on the road as

junctions are unsafe owing to free left turns on almost all major roads and end up getting

killed.”


Chapter 3.

3.1 Users Perspective

Safe pedestrian travel is made more difficult due lack of pedestrian infrastructure; inadequate

traffic management policies; inaccessible subways or foot over bridges (FOB) and road

crossings with heavy/fast moving traffic.

All users face & understand the ground realities and are in a much better position to give efficiency and reliability of the system. To elicit the user group’s perspective following two-pronged approach was adopted:

Questionnaire Survey; Opinion Survey and Experiential Exercise

3.2 Questionnaire Survey While many persons with disabilities and reduced mobility manage to use walkways, cross roads and use subways etc., they do so only with great effort and risk. Methodology: To understand and document experiences and needs of these groups, a questionnaire5 was drafted by Samarthyam’s Access Resource Group with the following considerations:

gathering users perspective through data collection and analysis; independent mobility issues; find out how easy/difficult is commuting between place of origin & destination; how accessible is the street and road infrastructure for PwDs and different road safety parameters to assess the desired quality for services from user perspective.

Sample Characteristic: Questionnaires were distributed among road users of different age groups. A total of 100 responses were collected through email and personal visits to DPOs and NGOs. The sample population comprised persons with diverse disabilities such as:

Autism, Mental Retardation, Cerebral Palsy, Deafblindness and Others.

An analysis of the data received is as follows:

5 Questionnaire sample is at Annexure III.


1. Gender –Wise Sample distribution

Present selected sample comprised of 74% males and 26% females

2. Type of Disabilities in Selected Sample

54% of males (Fig. 2) and 56% of females (Fig. 3) were having locomotor problems which highlights the difficulties faced during commuting and the urgency of making the road infrastructure barrier free, 24% males and 11% females were mentally retarded, 11% females were Deafblind,11% were blind and 11% were having other types of impairments. While among male sample 8% have cerebral palsy and 4% have mental retardation.


3. Type of exposure in traffic environment

Most of the road users from the selected sample population were daily exposed to the traffic environment. 88% male and 100% females were daily commuting on road (as a whole- 91% were daily and 9% are occasional commuters).

4.Nature and level of difficulties in commuting

From the selected sample population, 77% male and 56% females were commuting without seeking any external help; while 23% males and 44% females were commuting with others help.

Thus the results of opinion survey shows: as the road infrastructures are not user friendly - the commuters’ were dependent i.e. 69% males and 89% females have expressed difficulty in commuting on road (Fig 5 and Fig 6).


5. Awareness about National Trust

It was found that 77% male and 67% females out of the total sample population didn’t know about the National Trust. This shows the lack of awareness about National Trust (Fig 7).

6. Attitude of other road users towards the persons with diverse abilities

I) Help is extended by other road users

Sample opinions regarding whether help is extended by other road users during walking or work trips highlighted that only 4% males and 22% females got help always when they were having any difficulty on the road while commuting. While 73% and 23% males and 33% and 44% females respectively said they “Rarely” and “Never” got any help from the other road users. This shows very passive attitude of the road users towards the persons with disabilities (Table-2).

Table -2: Percentage opinion regarding other road user’s attitude towards self

Options Male Female Both

Always 4 22 9

Rarely 73 33 63

Never 23 44 29

II) Conflict created by Road Users

Sample opinions regarding whether conflict crested by other road users during walking or work trips highlights that only 27% males and 56% females “Never” had any conflict while commuting; while 65% males and 22% females said they “Rarely” had any conflict with other road users. This shows that other road users generally do not show harsh attitude or created conflict with persons with disabilities (Table-3). However, passive attitude towards them suggest urgent need for accessible design features on the road and street environment.


Table-3: Percentage opinion

7. Visibility of Road Signage

58% of males and 67% females said “Rarely” road signs are visible (Table 4). Overall 60% of

both males and females expressed that they had “Rarely” seen any visible road signs while

commuting, which shows that road signs are hidden behind the other road infrastructures e.g.

trees/ lamp posts/ hoardings etc.

Table 4: Visibility of Road Signs on Road


Always 23 22 23

Rarely 58 67 60

Never 19 11 17

8. Adequate street lighting system and visibility of traffic signals at night

Roads and streets are not equipped with proper street lighting as 69% of males and 22% of

females said “Rarely” they find adequate street lights while commuting on road. While 46%

males, 67% females and 51% from both of the groups replied “Never” for the visibility of traffic

signals at night (Fig. 8).


Always 8 22 11

Rarely 65 22 54

Never 27 56 34


9. Characteristics of Footpath

This is evident from Table-5 that 62% males and 56% females expressed: they “Rarely” and

“Never” experienced User-friendly designs of Footpaths while walking. This shows that

footpaths are not accessible.

Table-5: Percentage Opinion regarding whether Footpaths are User-friendly


Always 12 11 11

Rarely 62 33 54

Never 27 56 34

Footpaths are obstructed by many barriers e.g. road sign, hoardings, vendors, open drainage

etc. as 81% males and 78% females said “Often” walking area of footpath is obstructed by

many elements as mentioned above.

10. Encroachment on the footpath by parked vehicle

This has been observed many times that clear walking space on footpaths is almost usually

negligible or absent. Parked vehicles especially auto-rickshaws and two wheelers on the

footpaths create lot of conflicts with pedestrians right of way and obstructs mobility aid users

such as wheel chair users, walkers etc. This can be well correlated by the opinions of

commuters as 38% males and 44% females have expressed that they have “Always”

experienced difficulties in walking on the footpath due to encroachment. When asked about the

width of the footpaths- 58% male and 67% female commuters said they have “Never” walked on

adequately wide footpaths (Table 6).

Table-6: Opinion Survey regarding Footpath width


Always 15 11 14

Rarely 27 22 26

Never 58 67 60

11. Presence of Manhole on the Footpath

19% males and 33% females said that they “Always” faced the presence of manholes on the

footpath (Table 7).

Table-7 Opinion survey regarding the presence of Manholes on footpath


Always 19 33 23

Rarely 54 22 46

Never 27 44 31


12. Waiting Area on Bus Stops

69% male commuters said “Rarely” and 56% female commuters said that they had “Never”

found adequate area to wait for the bus on bus stops (Table 8). Waiting area of the bus stops is

blocked due to the encroachment of the vendors and vehicles. Due to this encroachment,

congestion is created on the bus stops, which ultimately forces commuters to come on the road.

Unfortunately, bus drivers competing with the fellow drivers become careless and crush the

pedestrian waiting on roads.

Table-8: Opinion Survey on adequate waiting area on footpath on bus stops

Option Male Female Both

Always 12 11 11

Rarely 69 33 60

Never 19 56 29

13. Availability of subways/foot over bridges to cross the road

Existing subways and foot over bridges are not usually available near the intersection or main

land-use areas, for which people have to cross the intersections with the running traffic which

causes lots of man-vehicle conflicts. 77% male and 56% female commuters replied “Rarely” for

the availability of subways; while 23% of male, 44% female commuters subsequently said

“Never” to the availability of subways (Table 9).

Table-9: Availability of Subways/foot over bridges


Always 0 0 0

Rarely 77 56 71

Never 23 44 29

14. User-friendly subway/foot over bridge

65% male and 44% female commuters replied “Never” to the availability of the subways or foot-

over bridges (Table 10). Such responses may be due to the absence of user-friendly features

on subways or foot over bridges i.e. ramps/lifts, warning tactile clues, auditory signals,

signages, adequate lighting system.

Table-10: Opinion regarding user-friendly subway/foot over bridge

Option Male Female Both

Always 15 22 17

Rarely 19 33 23

Never 65 44 60


15. Presence of audible signal on road

91% of the commuters replied that they have “Never” seen the audible traffic signals on the

road (Table 11). Only 4% of male commuters replied positively to the observance of audible

traffic signals which shows that audible traffic signals are urgently required.

Table-11: Opinion regarding presence of audible signals on road


Always 4 0 3

Rarely 4 11 6

Never 92 89 91

16. Central Refuge area on road

Central refuge area on the median is required for pedestrians to wait for the green pedestrian

traffic signals. Persons with reduced mobility cannot cross the road in one go or sometimes

timings of the red traffic signal or green pedestrian signal are too short. Therefore pedestrians

can wait in the central refuge area. 62% males and 33% females replied that they have “Never”

observed central refuge areas on the road (Table 12).

Table-12: Opinion regarding availability of central refuge area on two way road


Always 8 22 11

Rarely 31 44 34

Never 62 33 54

17. Public toilet facilities on road side

Public toilet facilities on the road side are essentially required. These should be hygienic, dust

free and clean. 73% male and 67% female commuters expressed that they have “Rarely”

observed any public toilet facility on the road side (Table 13). Road side public toilets are

generally do not having proper directional signs, are not situated in convenient places or

sometimes hidden behind other public infrastructures. Therefore these toilets are not properly

utilized.

Table-13: Opinion regarding Availability of public toilets on road


Always 4 0 3

Rarely 73 67 71

Never 23 33 26


18. Independent access of these facilities on road

62% of male commuters and 33% female commuters said they “Never” independently used

road infrastructure facilities(Table 14).

Table-14: Opinion regarding using road infrastructure facilities independently


Always 15 22 17

Rarely 23 44 29

Never 62 33 54

19. Time required for making all roads accessible

54% male and 33% female commuters believe that all roads will be accessible within two to five

year (Fig. 9). Male commuters are more optimistic as compared to the other gender, as 44%

female commuters believe that this time will be ten to fifteen years period.


3.3 OPINION SURVEY

In order to elicit the ground realities and the barriers faced by persons with diverse abilities (Autism, CP, MR and MD) regarding road infrastructure and utilities; interactive discussion sessions and site visits were undertaken with the frequent road users. These exercises was carried out jointly with eminent and experienced professionals from Action for Autism, Muskaan, Sense International, Future Vision, AADI and Delhi Traffic Police Personnel. Apart from them, useful inputs and information were received from Vidyasagar, Chennai; Spastics Society of Western India, Mumbai among others and their opinion is reproduced below.

3.3.1 Observations by Action for Autism specific to the site by Dr. Indu Chaswal

� Persons with Autism looks normal but they face problems in interaction and communication;

� They cannot express their problems on road environment;

� They cannot take any decision, if instructions with visual clues/pictograms are not clearly

provided;

� Too many road signs in same place creates confusion;

� Minimum instructions should be provided on sign boards to avoid conflict;

� Colour/paint of Zebra crossing should be clear and prominent;

� Traffic signals should be clearly visible;

� Information of traffic signs should be clear and

� Traffic speed should be maintained to cope up with the problems of pedestrians.

� The subway is totally chaotic with slippery flooring, no railing to move on the steps,

practically no distance between the first step at the entrance of the subway and the

threshold of the grill gate there. The walls at the entrance can have visuals regarding

directions and tactile maps for the assisting persons with low vision and vision Impairment.

� Zebra crossing at the left on K. G. Marg had no traffic signal.

� Traffic signal to have audio signals, clear figures on the traffic light for pedestrians to follow.

Some difficulties faced by Persons with Autism in general

� Oversensitivity to sound touch light. Persons with tactile defensiveness avoid being touched

by others, may be irritated by certain types of clothing, may become agitated by people

accidentally bumping into them. Over sensitivity to visual input may be lead to over

sensitivity to light and visually distractible stimuli. They may avoid eye contact and startle

easily.

� Instructions given in the negative are confusing for a child to understand. An instruction

based on language that is simple, clear and concise is more easily understood.

� Difficulties in comprehending language mean that, Pictures, and gestures and other visual

aids are helpful in aiding communication.


Certain adaptations in the external environment are required for persons with Autism,

such as:

� Simple messages (any road messages) that is clear and precise;

� Visual aids (pictures or symbols) to supplement messages;

� Even surfaces to walk on because of difficulties in processing visual depth;

� Zebra Crossing well marked and

� Clear signage indicating when a road maybe crossed.

Suggestions: Persons with Autism can be mainstreamed with other road users by introducing accessibility

in signages, pavements and roads.

These facilities will help persons with Autism to lead independent life.

3.3.2 Observations by Mrs. Sumitra Mishra, Sense International, India

Difficulties faced by Deafblind persons in general

“Needless to say, Deafblind people are not able to see completely or have a very low vision,

and at the same time cannot hear completely or are hard-of-hearing. Since both ears and eyes,

which are important organs for information, are damaged at the same time, it is difficult to gain

access to information.

Deafblind people are considered as people with serious information disability and are so

different from people with one single disability such as either blindness or deafness. Deafblind

people cannot communicate with their voice as people with a visual impairment can. They

cannot receive visual information such as characters, visual image and landscapes through

their eyes as people with hearing impairment can.”

Observations by Muskaan for persons with learning disabilities and mental retardation

� Road surface is not smooth;

� Bus stands and bus numbers should be accessible;

� Audio signals should be introduced on road crossing;

� Accessibility rules and regulations should be standardized and

� Ramp facilities should be provided near zebra crossing.

3.3.3 Observations by Er. Rajendra Singh, Vice-President, Handicap Children Parent

Association (HCPA) for Persons with Cerebral Palsy

An easy-way instead of sub-way for the convenience of all, disabled and pedestrians

(surface-way or ground-way)

“Subways are made for the pedestrians to cross the roads safely. However, in fact the way they

are planned and constructed they are neither safe to use nor convenient. Single women can just

not dare to use even during the day at most of the subways. Invariably a subway on a road is

made after one or two kms or even more in some cases and that too at not the appropriate

place; resulting in the pedestrian to walk a long distance for crossing the road. When such

distances become large i.e. more than 100 meters, the pedestrian is forced to cross the road, at

times climbing over the high dividers, which is quite unsafe for them.


The design of the subways is totally useless for the disabled persons who have to use wheel

chair. In most cases, ramps are not provided and wherever they are provided the slope is too

steep for the person to negotiate. The solution is to give some relief to pedestrians and wheel

chair persons by constructing the crossing at the ground level or partially raising the road, so

that the depth for pedestrian is about a meter or so instead of under-ground or above- ground.”

The advantages of making ground level under passes are:

Increased usage; It will be convenient for pedestrians to walk through and not the motorists; This will make them disabled friendly as wheel chair users can cross the road without bothering to use stairs;

All females will feel safe while crossing at the ground level; It will be difficult for the encroachers or unscrupulous elements to operate; Commercial use can be more beneficial and the contracts can be given to private parties; At certain places even cyclists can be allowed by making separate lane; Since it will be at ground level cleaning will be much easier; Water logging is a big problem in existing subways, this can be taken care of in the suggested design;

Usage of Electricity will be minimized and may be restricted to night only; It will be extremely difficult for criminals to operate; It will be boon for elderly persons and Persons with vision impairment will also benefit.

3.3.4 Observations by Ms. Smitha. S. S, Assistant Coordinator, Disability Legislation

Unit – South, Vidyasagar, Chennai

“For a wheel chair user who propels him/herself, the roads are higher at the middle and tapers

towards the edges; i.e. platforms. Therefore, it is difficult to push the wheel chair towards the top

up and then down the middle of the road. Apart from that the sides of the roads are uneven. The

space in between the platform and the road (the extension of road) is like a shallow ditch. While

traveling along the sides of the road, one wheel is on the ditch like surface and the other wheel

on the road (up) resulting into a sliding position of wheel chair – one side up and one side down.

Crutch users also find crossing the road as climbing a mountain”.

Suggestions:

Signals to have more time for slow walkers i.e. ‘Green Man’ to be on for more time.

Signals to have indicators at a medium height also.

Signals should have an audio announcement system.

Roads to have wide foot path/pavements and kerb ramps at sides.

Vehicles should not exceed a speed limit of 30 KM/hour in the zones where Schools,

Educational Institutions, Vocational training and job establishments are set up for Disabled

people and also places such as bus terminus, any public office zones, etc.

All bus stands and depots to be accessible for disabled people.

Public buildings including private shopping malls, cinema halls, parks, beaches, museums,

libraries, restaurants, gymnasiums, beauty saloons, parlors, shops etc. should be accessible.

Cow catchers (cattle traps) should be removed.


3.3.5 Observation of Road Stretch by Future Vision Representatives from Ministry of

Urban Development

� Markets are not user friendly not only for the disable persons but also for non-disabled society;

� Hawkers (water trolleys, tea stalls etc.) obstructs pedestrian space on road side; � In most of the streets/roads exposed electric/ lamp posts wires are can cause accidents; � There should be some safe zone on the road (while crossing) for persons with disabilities

with proper information system for orientation; � Median fencing should not be used for crossing the road, instead accessible subways/FOB

should be provided; � Surface of pavements and streets should be leveled and guided with floor tactile tiles; � Location of the subway is confusing and not easily identifiable and � Parking and walking spaces should be clearly demarcated for vehicles and pedestrians.

3.3.6 Observations by Traffic Police Personnel

� Our 13 hours duty time (from 8 a.m. to 9 p.m.) is very exhaustive and full of mental stress. � The time between 8 a.m. to 11 a.m. is observed as peak hours; where traffic speed remains

within speed limit i.e. car 40 kms/hr; LTV and HTV 30 kms/hr. � After this time period i.e. after 11 a.m. to 5 p.m. traffic generally speeds up between two

signalized intersections approx. 60 kms/hr. � Daily approximately 30-35 challans are made due to over speeding and wrong parking. � Present median fencing height is 2.35 feet. It should be raised to avoid jumping/crossing by

the pedestrians to cross the road. � Ramp should be provided in the subways with mechanized doors, so that this facility

remains only for the required users and does not allow cycle/two wheeler movement.

3.3.7 Observations by Abhishek Ray, Mumbai

� Simple solutions which were universally applied to all cities to render the public pavement

accessible for people with disabilities”

� In countries like Japan, Italy and Singapore, there were some major elements on each street

which ensured road safety for people with disabilities. One interesting example used in

Japan was the raising of the road near intersections to form a speed barrier and a bridge for

people using the pavement to glide across without having to change levels.

� Another example is to constrict proximity lines running along the edge of roads to appear as

if they were converging. This is psychological deterrent for drivers and helps slow down

traffic even when the road is not constricted physically.

� Singapore has some unique features which include the warning buzzers placed using infra

red along two consecutive lamp posts to deter a person with visual impairment from walking

too close to edge of the pavement. Similar design strategies are proposed for our country to

make the roads accessible for persons with disabilities.


3.4 EXPERIENTIAL EXERCISE In the Experiential Exercise, road users (one each from all categories covered under National Trust) covered approach to National Trust office, road crossings/intersection, zebra crossing, use of subway and boarding/de-boarding at bus stops.

Process: Digital photography for report presentation was organized and Video recording of personal experiences to get first hand information on the present situation was done.

Situational analysis findings are covered in the access audit recommendations. 3.4.1 Observations by wheel chair users: Persons with severe disabilities such as

Cerebral Palsy and Muscular Dystrophy, both independent and assisted wheel chair users visited the site.

� It is extremely difficult to move on the sidewalks as there are no kerb ramps. � Majority of the sidewalks are encroached by vehicle parking, trees and hawkers. � It is extremely dangerous to move on the roads along side the vehicles as some drivers

indulge in rash driving, while some try to overtake the wheelchair speed. � Bollards/barriers obstruct movement on the entrance to bus stops. � Uncovered manholes and drains scare wheelchair users and can cause accidental hazard

for low vision and Deafblind persons. � Unmaintained sidewalks cause wheelchair to jerk and loose balance. � No arrangements for crossing roads for mobility aid users/slow walkers.


3.4.2 Observation of Road Environment by Mr. Jamir Dhale (Person with Deafblindness)

� While commuting/walking on the road a Deafblind person faces great deal of confusion. � In absence of tactile clue on the road, there is no orientation of direction for reaching the

destination.

� Flaccid attitude of the road users, combined with unawareness/inability to handle and guide

a Deafblind person.

� Independent mobility is impossible in present road conditions.

� Bus shelters by NDMC are exciting, as they have tactile clues and Braille information

boards. Why can’t same be replicated on pavements and junctions?


Suggestions to make roads accessible for Persons with Deafblindness

Better signage system- Braille information board should be provided at road

crossings/junctions;

Name of the land marks, block numbers of residence, bus stop information should be

clearly indicated in Braille;

Practical standards of accessibility should be set;

Kerbs cuts and turnings/intersections should be well marked with tactile surfacing;

In each subway tactile guide map and Braille information board should be present;

Physical accessibility in the subway is required with both steps along with ramps;

The driver should stop the bus on accurate stopping area, they should not stop the bus

before or after the bus stop;

Road users should be made aware about problems and requirements of person with diverse

abilities on road and

Awareness about the difference in canes used by persons with vision impairment and

Deafblind should be provided. A Deafblind person uses a white cane which has red

colour in the lowered portion.

3.4.3 Observations by Arjun (Person with Cerebral Palsy - ambulant disabled) � It was almost impossible to walk on sidewalks, as there were lot of obstructions such as

open manholes, unguarded road work, big trees and hawkers. � It is extremely unsafe and insecure to walk on roads, as the high speed vehicles do not

leave any space for pedestrians. � While walking on the road, I was forced to walk in the slope meant for water drainage and

found it impossible to balance.


Chapter 4.

4.1 Guidelines and Dimensional Standards

The Indian Roads Congress has stipulated guidelines and standards for all Indian roads, highways and pedestrian facilities. These standards are recommendatory and not mandatory. There is no authority to review whether or not these recommendations are being followed. These standards also lack the "human" element like aesthetics, scale, form and proportion. Pedestrian amenities, street furniture and context-specific standards according to the location, hierarchy and functions of streets have not been thought of. IRC lack access standards such as kerb ramps for moving up and down the sidewalk, space requirement by persons using mobility aids such as wheel chairs, white cane, walkers/rolators etc. Sidewalks: should be provided on both sides of the road.

• The width of sidewalks depends upon the expected pedestrian flows, subject to a minimum of 1.5 meters.

• In shopping areas, the width should be increased by 1 meter which is treated as "dead width". Where sidewalks abut buildings and fences, the dead with can be taken as 0.5 meters.

• For areas of heavy pedestrian activity such as bus stops, railway stations and recreational areas, the width of sidewalks should be suitably increased to account for accumulation of pedestrians.

Guard-rails: could be considered at hazardous locations along straight stretches-

• at junctions / intersections,

• near schools,

• bus stops,

• stations,

• subways,

• over bridges and

• in central reserves. Crossings:

• Cross-walks of width 2.0 to 4.0 meters should be provided at all important intersections and such locations where substantial conflict exists between vehicular and pedestrian movements. They should be at right angles to the carriageway and properly marked.

• Grade-separated crossings are warranted when the volumes of pedestrian and vehicular traffic are very large, vehicular traffic demands uninterrupted flow and at-grade crossings fail to mitigate the problems of pedestrian-vehicle collision.

Recognizing the issues due to mixed traffic and its growth, there is a need to initiate evidence-based changes in Indian road designing. Also there is need for some regulatory changes in order to improvise a body, which is responsible for implementation of accessible street and road design standards. Inclusive Mobility Guidelines, Department for Transport, UK have developed latest standards for various pedestrian activities. As there are variations among disabled persons also, these guidelines include dimensions for persons with disabilities and also persons with reduced mobility. Hence “Inclusive Mobility” Guidelines have been recommended in the research study as a basis to analyze pedestrian space and provide standards to improve safe and independent mobility of persons with reduced mobility and disabilities.


4.2 Road Safety and Access Audit

The site selected for access audit has one of the most crowded streets of Delhi, with a wide variety of shops beckoning people from all corners of the metropolis, as well as domestic and international tourist. But, it present a dismal picture as far as pedestrian facilities and amenities are concerned. Sidewalks are encroached upon as there is no dedicated parking and hawker zone; pedestrian amenities are non-existent and there is practically no segregation of vehicular and pedestrian traffic. In many side lanes there are no sidewalks.

Site: Road and streets (1km radius) leading to National Trust office, Jeevan Prakash LIC Building, K. G. Marg, Connaught Place.

Physical inventory of all the elements covered are as follows: 1. Approach 2. Subway 3. Bus Q Shelter 4. All walkways/sidewalks 5. Road crossings/intersections 6. Median refuge 7. Parking lots

Access Audit of all the four roads corridors K. G. Marg, Tolstoy Marg, Janpath Marg and Connaught Circus was conducted by Access Resource Group of Samarthyam, persons with diverse disabilities (Cerebral Palsy, Muscular Dystrophy and Deafblind,) architect and volunteers. Team’s observations are presented as Access Audit Report, which deals in detail the problem faced in the existing facilities and provides cost effective solutions.

Access Audit report is marked by bullet points:

♦ Observations � Recommendations

Connaught Circus

Access Audit Team measuring the road and sidewalks width with

‘Distance Measuring Scale’


4.2.1 K. G. Marg The K.G. Marg has good connectivity with Metro Rail and City Transport service. This area is also the hub of 24 hour activity through out the year. This road stretch (Figure 1) approx. 0.48 km (466.67 meters), houses prominent public dealing buildings such as the British Council Library, American Library, Hindustan Times (newspaper) House, Jeevan Prakash LIC Building, Surya Kiran Building, Ansal Plaza, Ambadeep Building, Shroff Eye Centre among others.

Figure 1

4.2.1.1 Walkways/ Sidewalks

♦ There are walkways all along the road side of K. G. Marg;

♦ Continuity is lacking near the building entrances;

♦ Height varies from 300mm to 460mm and there are no kerb ramps;

♦ Kerb stone at most of the places are missing and loose gravel/mud hamper independent movement of mobility aid users;

♦ On all the walkways, there is inconsistency in placement of electric poles, dustbins, trees and abrupt guard rails;

♦ Pedestrians are compelled to walk on the road due to encroachment by hawkers and unauthorized parking and

♦ Manhole covers not flushed/leveled with the walkway surface, and can cause trip hazard for both persons with vision impairment and other pedestrians.

High kerbs and non-maintained

sidewalks snag cane, creates

confusion and disorients persons

with deaf blindness.

Cars and two wheelers occupy the

sidewalks; forcing pedestrians to

walk on the roads- all sidewalks in

front of British council are reserved

for parking lots!!


Recommendations � Walkways must be easy to follow, obstruction-free for the convenience of all users. � Surface should be smooth and level, continuous, firm, non-slip and even. � Every change in level on the pathway (step, kerbs or road-works) should be made clearly

visible through the use of bright contrasting colours. � All protruding elements/manhole covers to be flushed with walkway surface. � Textural difference (150mm-300mm) to be provided around the manholes for

warning/alerting persons with low vision and vision impairment. � Well lit and well-drained surface (avoiding steep cross falls) that is non-slip in wet and dry

weather. � Joints should be closed and flush to prevent the trapping of small wheels and canes. As per the “Inclusive Mobility” Guidelines, following basic data given in Table 1 & Figure 2, the actual lengths or widths of people and equipment; the clearance lengths and clear outdoor passage widths needed for those people and equipment are given.

Table 1

Minimum passage width - stick user 750 mm

Minimum passage width - double crutch user 920 mm

Minimum passage width - adult and child 1100 mm

Minimum passage width - adult plus helper 1200 mm

Minimum passage width - adult plus guide dog 1100 mm

Minimum passage width – wheelchair user plus ambulant person 1500mm

Length of pram plus pusher 900 mm

Length of 95th percentile wheelchair 1250 mm

Length of wheelchair plus pusher 1750 mm

Length of adult plus guide dog 1500 mm

Length of powered scooter 1270 mm

Length of electric sidewalks vehicle (average) 1400mm

Eye level of wheelchair user 1265 mm

Seated height of wheelchair user 1300-1400 mm

Turning circle - manual wheelchair (also small electric) 1575mm

Turning circle - outdoor electric wheelchair 2420mm

Turning circle - electric sidewalks vehicle 4350mm

Inconsistency in street furniture obstructs free movement of all

pedestrians including persons with disabilities


The comparative standards of Indian Road Congress (IRC) and Inclusive Mobility Guidelines on walkways/sidewalks (footpath) widths are given in Table 2:

Table 2

Figure 2

Walkways/sidewalks (Footpath)

Inclusive Mobility -Department for Transport, UK

Indian Road Congress

Required width 2000mm 1500mm

Minimum obstacle free

walkway width

1800mm Not given

Shopping frontages 3500mm to 4500mm 3500mm to 4500mm

Bus Stops 3000mm (3m) May be wider (vague)


Recommended sidewalk standards

The minimum obstacle free walkway width should be 2000mm but wherever possible a minimum width of 1800mm should be maintained, to allow, say, a wheelchair and a pram to pass each other.

Widths should increase to 3000mm (3m) at bus stops and 3500mm to 4500mm at shops. The minimum width at local restrictions should not be less than 1350mm, and the absolute minimum at local restrictions or obstacles should be 900mm.

Steep slopes or drops at the rear of walkways should have a 100mm edging up stand as a safeguard for wheelchair users and people with prams and to act as a warning "tapping rail" for cane users.

Provide a direct possible route between bus stops and pedestrian destinations. Minimize grade changes. Ensure path junctions are well defined and clear of obstructions. If obstacles do exist, distinguish them with tactile warning strips of safety rails. Define the edge of walkways clearly, especially adjacent to vehicular routes to aid visually impaired persons in following the walkway. Options include kerbs, low railings, tactile strips, etc.

Avoid service elements such as manholes and gratings on walkways. If necessary, orient gratings perpendicular and flush with path direction and surface.

Covers and gratings should be non-slip, flush with the walkway surface, and be such that openings are not more than 12mm wide.

Ensure adequate widths and overhead clearance to enable unobstructed travel.

• Illuminate for orientation and security.

• Minimum overhead clearance from grade 2.0 meters.

• Maximum width of expansion joints 15 mm. Avoid level changes under 10 mm.

4.2.1.2 Kerbs It was found during the access audit that for almost everyone, high kerbs present substantial barriers to mobility.

♦ It was self-evident for people using wheelchairs and also applied to people with walking difficulties using walking stick, walkers/rolators and crutches.

� High kerbs of various heights (260mm-300mm) mark all the walkways, making it extremely difficult for persons with reduce mobility and disabilities, using mobility devices to go on to the walkways.


Recommended Kerb Ramp (Dropped Kerb) standards

� Sidewalks should be dropped, to be flush with roadway, at a gradient no greater than 1:10 on both sides of necessary and convenient crossing points.

� Width should not be less than 1200mm. If width (X) is less than 1200mm, then slope of the flared side shall not exceed 1:12 (refer photo 1).

� Warning strip to be provided on the kerb side edge of the slope, so that persons with vision impairment do not accidentally walk onto the road (refer figure 3).

� If a dropped kerb is provided on one side of the road, a dropped kerb must be provided on the opposite side.

� To be provided at all pedestrian crossing points, e.g. at traffic light controlled junctions/crossing side roads and at locations where access is needed to and from the walkway, such as parking areas and change of walkways at entrances to buildings.

� At side roads, the dropped kerbs should be set up at the side road (out of the direct line of the walkway of the main road). This is to prevent blind people walking into the side road without realizing it.

Photo 1

Kerb Ramp Details

Figure 3

Sidewalk flush

to road surface


4.2.1.3 Subway/Underpass There are two NDMC subways in the total area of 1.4kms stretch. Almost all design features are similar in both the subways. Each entrance point has 19 to 20 steps going down with one landing and towards base of the subway ending up with 5 steps. Following elements were observed: i) Approach

♦ The approach to the subway was found to be uneven, non-maintained as the earlier sidewalks surfaces.

♦ Inadequate clearance on the road side and dirty/filthy environment on the wall side makes it extremely difficult for any pedestrian to use the sidewalks.

♦ Width of the walkway leading to the subway entrance is narrow (300-1060mm).

ii) Entrance

It was observed during the access audit that most pedestrians consider that the shortest and quickest way to cross a road is on the surface; in the absence of traffic this is indisputable. However, in a high traffic zone such as this subways/FOB is the only means for safe crossing. For persons with disabilities accessible features such as signage, ramp, steps with handrails, non slippery floor and adequate lighting are missing. Persons with Deafblindness found subway entrance and crossing:

♦ Tortuous, confusing, steps were problematic,

♦ No orientation/direction of the entrance/exit and

♦ Handrails were missing. Persons with mobility impairment (semi-ambulant):

♦ Additional distances (movement up & down) hamper mobility,

♦ Steep steps and no handrails for support makes it dangerous and induces fatigue,

♦ Slippery (polished) floor, hamper independent movement.

♦ Descending into badly lit underpass adds to fears (real or imaginary of being attacked),

♦ Absence of lift/ramp, deter wheel chair users and persons with severe disabilities using mobility aids to use the underpass.


iii) Lighting

♦ There was scarce lighting.

♦ Polished granite flooring produced glare causing inconvenience to persons with low vision. iv) Other features

♦ Iron channel gate marking the base of the subway, has a threshold. As the threshold is protruding 20mm above the floor and is to close to the step tread, it becomes trip hazard for many.

� Threshold of the iron channel gate to be embedded to avoid trip hazard and facilitate unobstructed movement.

Suggestions � Signage with pictogram and large letters in contrasting colours should be placed at strategic

locations to allow optimum usage. � Underpass should be accessible to all and comprise ramps (a slope of 5% {1 in 20} where

space permits or of 8% {1 in 12}, with landing) and steps. � Handrails on the steps and ramps should be provided (refer 5.3.4). � Within the subway/underpass, a handrail set 1000mm above the walking surface should be

provided. � Directional signage in bold and contrasting colours can be provided on the wall and floor

surface for better orientation. � Top and bottom steps should be brightly coloured and these areas should be well lit. � To assist Deafblind and low vision persons, tactile warning strip should be provided at the

top and bottom of flight of steps and at landings; � Warning signs, which do not intrude into the pedestrian passageway must be provided at

ends and external corners. � Encourage maximum use of subway by making both external and internal features more

user-friendly.

External Internal


Accessible Subways/underpass A fairly accessible underpass has been constructed near Madhuban Chowk (intersection), New Delhi by Delhi Tourism & Transportation Development Corporation (DTTDC).

Signage for subway/underpass Floor way finding signages

Accessible Signage in big fonts and contrast colour

Ramp with handrails inside the underpass

Ramp at the entrance


The comparative standards of Indian Road Congress (IRC) and Inclusive Mobility Guidelines on

pedestrian subway/underpass are given in Table 3.

Table 3

4.2.2 Tolstoy Marg

This road stretch (Figure 4) approx. 0.39 km (396 meters) houses prominent eateries (Mc Donalds, Café Coffee Day etc.), public dealing buildings, corporate houses, VISA facilitation centre among others.

Figure 4

Pedestrian Subway



Width 4.8 meters

The minimum width of pedestrian subway is 2.5meters.

Vertical clearance

3 meters The minimum vertical clearance over such subway is 2.5m.

Visibility There should be a clear view from one end to the other and a good level of lighting, at least 50 lux.

Not given

Security CCTV cameras placed in tunnels will enhance security and should be located so as to provide full coverage. Notices to the effect that CCTV is in operation should deter vandals and provide a measure of comfort to pedestrians.

Not given


4.2.2.1 Walkways/ Sidewalks

♦ High kerbs and no continuity of the walkways.

♦ Hawkers and vehicle parking occupy majority of the pedestrian area.

♦ At many junctions, in absence of adequate space on the walkways, it was observed that the pedestrians were walking on the road.

♦ Trees/ electrical poles and low iron barricades obstruct the sidewalks.

♦ At certain places the width reduces to 300mm, due to inconsistency in the placement of street furniture.

In-consistency in the green area

and paved area in the line of travel

Encroachment on the sidewalks, force pedestrians with disabilities

to move on the road with heavy traffic


4.2.2.2 Bollards � Bollards have a role to play in protecting walkways/sidewalks from motor vehicles parking. � Bollards in the walkway should be 1000-1200mm high, (the obstruction thus being at waist,

rather than knee level). � An offset between the two barriers of 1200mm allows wheelchairs and pushchairs

convenient passage but discourages the riding of bicycles/motor cycles. � To assist people with sight problems, painting the tops of bollards in contrasting colours or of

"banding" bollards is proposed. � Kerb ramps as per standards (refer 5.3.1) to be provided.

♦ Low iron barricades/bollards (110mm) with narrow gap (350mm) obstruct the sidewalks.

♦ Bollards are provided to prevent vehicle parking on the sidewalks; however, the same are already occupied by vehicles.

♦ These might create trip hazards and obstructs persons using mobility aids to use the walkways/pathway.

♦ The kerb dropped in a steep slope immediately after the bollards.

Bollards at zebra crossing,

Osaka, Japan

Extensive bollards Devon, England Photo courtesy Dr. C.G.B. Mitchell

Bollards with tactile tile markings, High Capacity Bus System (HCBS), New Delhi, India


4.2.2.3 Street Furniture

♦ The sidewalks - the only area allocated for the pedestrian - are dilapidated and encroached

upon by official and illegal structures.

♦ There is in-consistency in the green area and paved area in the line of travel.

♦ This makes easy/independent movement extremely difficult for persons with reduced mobility and vision impairment.

� Street furniture should be reduced to minimum and carefully grouped away from pedestrians' desired lines of movement.

� Needs of pedestrians with disabilities in the placing of sidewalks obstructions such as lamp posts, bollards, traffic signs and other apparatus to be duly taken into consideration.

� Any piece of street furniture is a physical obstruction and should be located where possible to preserve an 1800-2000mm obstacle-free walkway width (refer figure 2).

� The colour of street furniture should contrast with surrounding objects to help persons with vision impairment.

� Colours such as yellow and orange are helpful, but black against a light background also provides a good contrast.

Good example- Consistency in placement of street furniture, High Capacity Bus System (HCBS), New Delhi, India

No demarcation of paved and

green area, Tolstoy Marg


4.2.2.4 Road Signage

♦ Signage board is obstructed by hoardings/trees etc. and is not immediately obvious.

� Tree branches to be periodically pruned. � Road signage should not be cluttered with hoardings and other information signage. � Alternatively the signage board to be relocated at strategic location.

4.2.2.5 Turning at the building entrances and streets

♦ In absence of space on the walkways, pedestrians walk on the road

♦ There are no signage and segregation for vehicles/pedestrians at the side lane turning.

♦ Vehicles overtake the wheelchair user pedestrian, which could cause accidents.

� Strict enforcement of traffic rules and manual policing are suggested in such congested and high traffic zones.


4.2.3 Janpath Marg This road stretch (Figure 5) approx. 0.39 km (396.29 meters) houses prominent shopping plazas and arcades, Janpath Municipal market, corporate & business houses among others.

Figure 5

4.2.3.1 Parking Facilities

♦ Janpath area has parking facility of around 200 to 300 vehicles (cars/scooters) on the walkways!

♦ Parking signage is lacking or not clearly visible

♦ No systematic/physical partitions for different types of vehicles e.g. Cars, two wheelers or cycles.

♦ Some of the parking lot blocks pedestrian approach to shopping centers from the road. Pedestrians have to take a long route to reach the shopping area.

Suggestions � Unobstructed pedestrian routes should be provided (minimum clear width 1200 mm) in

between the parking lots. A handrail or post and rail fence 1000mm high should also be considered in such locations.

� Potential for vehicle conflicts can be reduced by installing guardrails on these pedestrian routes.

� Floor tactile tiles should be provided to improve directional cues for persons with vision impairment and Deafblindness.

� Spaces reserved for use by disabled motorists should be monitored for abuse (Figure 6), with reminder notices or other appropriate action taken if cars are wrongly parked.


The comparative standards of Indian Road Congress (IRC) and Inclusive Mobility Guidelines in

Parking lanes are given in Table 4.

Table 4

Figure 6

Parking Lanes



Parking width Parallel parking should be 3 m which may be reduced to 2.5 m where available space is limited.

Reserved

Parking

On-street parking at an angle to the kerb: the parking space should be a minimum of 4800mm long by 3600mm wide. On-street parking parallel to the kerb: within the marked parking space, a clear rectangular space should be provided which is a minimum of 6600mm long by 2700mm wide (preferably 3600mm). The extra width allows for an access zone on kerb or street side.

No information available


4.2.3.2 Bollards

♦ The distance between the bollards was 720mm only, which is not adequate for mobility aid users/strollers/ wheeled suitcases to pass through.

� Bollards sizes and gap to be as mentioned at 4.2.2.2.

4.2.4 Connaught Circus This road stretch (Figure 7) approx. 0.17km (164.12 meters) houses Banks, corporate offices and other public dealing buildings. This stretch also serves as high traffic zone, connecting Radial Road no.1 & 8.

Figure 7


4.2.4.1 Subway/underpass Pedestrian Crossing Movements observed was 34%, which is almost equal to the pedestrian volume crossing the road. This highlights that subways are not used fully. Approach

♦ Hawkers, trees and electric poles mark the approach to the subway entrance. This is a

unique feature of this road stretch where the

formal shops co-exist with the informal hawkers.

� Well planned hawker zone should be planned and demarcated.

♦ The condition of the sidewalk is poor and in dire need of maintenance.

Entrance

♦ Steep steps and no ramp/lift;

♦ No hand rails for support;

♦ Entrance steps leads to a dark corridor;

♦ Many pedestrians carrying heavy weight were found who were crossing the subway with difficulty;

♦ Illumination level is poor especially at the entrance points of the subway.

Internal

♦ At one of the subway entrance handrails are present but the same are missing at the other end.

♦ All the four sides of the subway base are encroached by shops. ♦ There are four ‘Exits’ leading to Super Bazaar, Scindia House, Janpath and N-Block.

♦ Some of the directional signages are not visible due to displays by the hawkers.

♦ Some areas are full of dirt/filth.

Handrails at one side of the subway entrance Black granite on the wall makes internal area darker and scary


4.2.4.2 Walkways

♦ Width of 2 meters is found, out of which only 300mm space is left for pedestrian movement.

♦ Badly maintained walkways, cracked paving slabs/missing tiles, ruts and poor reinstatements trapped small wheels and caused wheelchairs to jolt. Cracks in the tiles snagged canes and trip the unwary, particularly person with vision impairment.

♦ Parking lots behind the shopping area are provided through narrow side lanes after everyone 5-6 shops.

♦ The corridors have raised levels and these lanes are on +- road level. Movement through these corridors is hampered due to drop in corridor and road level almost after every 100mm. Kerb ramps are not provided and it was extremely difficult for the audit team members using wheelchairs to move in the corridor.

♦ In front of many showrooms the corridor is paved with slippery glazed tiles (such as Tribhuvan Das Zaveri and Mehrasons showrooms).

Inconspicuous signages

Low illumination level in the basement corridor

Cracked paving slabs / missing tiles


Steps in the corridor

Guard rails are missing near the subway, and same is used by pedestrians

to take risks and cross busy roads

The sidewalk is actually very wide - on an average about two metres - but

due to the encroachment by the hawkers and other impediments like

telephone boxes, the actual space available varies from two feet to three

feet.


Routine maintenance programmes should take into account: � Smooth, level, continuous, firm, non-slip and even surface. � Level differences should be beveled/ kerb ramps to be provided. � Every change in level on the pathway (a step, kerbs or road-works) should be made clearly

visible through the use of bright contrasting colours and warning tiles. � Small unit paving (less than or equal to 300mm square) causes fewer mobility problems than

large paving and may be cheaper when assessed on a whole life cost basis. � Surfaces should be anti skid and dry friction should be in the range 35 to 45. � Obstructions (hawkers/telephone units etc.) should be placed outside the path of travel,

preferably along a continuous line and should be easy to detect. � Fences and guardrails should be provided to avoid pedestrain and vehicle conflict (Figure 8).

Figure 8


4.3 Observations common to all the four road stretches 4.3.1 Resting places/seats

♦ No resting seats were found on the entire stretch of study. � Provision of resting places - simple sitting areas with chairs, benches or steps where one

can have a break - is an important element of pedestrian spaces. � In commonly used pedestrian areas, such as the one access audited, resting places should

be provided at intervals not greater than 100m at strategic points. � It is helpful to people with sight problems if these and other amenity areas adjacent to

walkways and pedestrian routes are picked out in contrasting colors. Need for resting places/seats People who can walk, but with difficulty, are often more limited in the distance they can travel than are people in wheelchairs. The percentage of people with various impairments who can, with assistance, walk various distances is given in Table 5 & 6. Table 5. Percentage of people able/ with assistance move at least the stated distance

without a rest6

Table 6. Recommended walking distance limit without a rest for people with various impairments

These mobility ranges need to be considered in the light of any planned, or possible, future extensions of a given pedestrianisation scheme. Unless they are regarded as absolute maxima, a significant number of PwDs will be excluded from parts of the pedestrianised area. These distances will need to be reduced where there are significant gradients. On the other hand, for some ambulant disabled people they can be increased by the provision of plentiful resting places where people can break their journeys. The distances need to take account of the tortuous routes that may be required to avoid high Kerbs or flights of steps.

6 Berrett et al, TRRL CR 1984

Impairment Groups Distance

18m 68m 137m 180m 360m

Wheelchair users 100% 95% 95% 40% 15%

Visually impaired 100% 100% 95% 50% 25%

Stick users 90% 75% 60% 20% 5%

Ambulatory without walking aid 95% 85% 75% 30% 20%

Impairment Group Recommended distance limit without a rest

Wheelchair users 150m

Visually impaired 150m

Stick users 50m

Ambulatory without walking aid 100m

Resting Spaces near Hawker Zone,

HCBS, New Delhi


4.3.2 Bus-Q-Shelters

♦ The newly built Bus-Q-Shelters (BQS) were observed both on the K. G. Marg and Tolstoy Marg.

♦ In spite of BQS being accessible, the approach and access was extremely difficult to get to.

♦ Braille information plate was missing at the Scindia House BQS.

♦ Advertisement hoarding (refer Punjab National Bank advertisement in the photo below) blocks the passage to the BQS.

♦ Bus route map/ information board placed on an electric pole is too high and has small fonts.


Recommended Accessible Bus Shelters Design � Same access for non-disabled, disabled & persons with reduced mobility, towards a more

customer-friendly transport system, resulting in use of the system safely and independently. � Recommended BQS height to be 390mm; � Tactile/textural clues (Guiding path & Warning strip) and Audio beeper for persons with low

vision and vision impairment. Warning tactile strip shall be placed 300 mm before and after the ramp leading to the BQS;

� Priority seats (ht. 480mm from the floor level) with pictograms for senior citizens/persons with reduced mobility and disabled persons;

� Bus shelters to be in colour contrast; � Proper illumination for all the facilities provided; � The pavement having kerb ramps on both sides should have bollards to stop misuse by

motorists. Width between two bollards should not be less than 900 mm; � The hand rails on the BQS shall start from the beginning of the ramp and shall be at two

levels 750mm- 850mm, with ends either rounded or grouted in the ground; � Braille metal plates bearing the name of the bus shelter on all the hand rails (four sides),

shall be placed for persons with vision impairment and low vision; � The reserved area for wheel chair users (which at present is at two corners) shall be at one

corner together, with clear international symbol of access painted on the ground and at the back;

� Priority Seats should be earmarked and shall have pictograms showing the elderly, pregnant women and frail;

� Anti skid tiles are recommended. Mobility The basic principles of mobility are: � Avoid level changes wherever possible. � Provide non-slip finishes, good grip and sure footing to ensure surfaces are safe. � Plan exterior elements to minimize obstacles and eliminate travel hazards such as low

signage protruding into the travel path. � Dustbins and other street furniture should be placed close to the edge of the travel path but

out of the main flow of pedestrian traffic. Orientation The basic principles of orientation are: � Provide consistency and uniformity of elements and layout. � Simplify orientation by using right angles in designated spaces and elements. � Provide visual and tactile cues and landmarks. � Make use of colour contrast, light and shade, texture, detail and signage. � Accentuate dangerous areas by use of contrasting texture, colour or physical guard. � Walkways, hazards and waiting areas should be illuminated for orientation and security. � Place and design signs to enable people to get physically close to the message without

obstruction and incorporate raised or embossed lettering and Braille to enable reading by touch.


4.3.3 Crossing Roads

Crossing roads is one of the major deterrents to pedestrians with disabilities and reduced mobility. The safety objective of pedestrians with disabilities is considered in detail in the access audit of this stretch. It reflects perceptions by persons with Deafblindness, Cerebral Palsy and Muscular Dystrophy (wheel chair users) on safe road crossings and ways to improve the same. Issues

♦ Most of the pedestrians tend to walk on the carriageway to avoid the obstacles on the sidewalk.

♦ Goods are dumped by shopkeepers on the sidewalk.

♦ Two wheelers are parked on any free stretch of sidewalks.

♦ Regulation is equally bad.

♦ The entire stretch follows a one-way traffic system but nevertheless due to the enormous number of pedestrians, there are numerous conflict points between vehicles and pedestrians.

♦ Crossings are non-existent except for the two ends of the stretch which are served by traffic signals. Consequently pedestrians tend to cross over wherever they wish, leading to traffic snarls and frayed tempers.

K. G. Marg and Tolstoy Marg intersection

Pedestrian

Crossing

Vehicles waiting on the ‘STOP’ line during red light phase

Under construction Median Island without a ramp Zebra crossing leading to Median Island

without a ramp


Janpath and Tolstoy Marg intersection ♦ A friendly pedestrian refuge was observed at this intersection. However, the ramps marking

the pedestrian island were steep (1:7 gradient). ♦ It was difficult to move the wheelchair independently by the access audit team members. ♦ No signage was found at the ‘pedestrian crossing’.

Leveled

Median refuge

Median refuge with

steep ramp

Zebra crossing and Median Island without a kerb ramp


Connaught Circus and K. G. Marg

♦ No pedestrian crossing with light signal was observed.

♦ As the pavements were used for parking lots, pedestrians were walking on the road and conflict between the vehicle and pedestrian movement was observed.

♦ Median refuge was missing opposite the Janpath Municipal market crossing.

The comparative standards of Indian Road Congress (IRC) and Inclusive Mobility Guidelines in

Medians (Pedestrian Refuge/Island) are given in Table 7.

Table 7

Recommended Counter measures Traffic & Safe Crossing

Build/provide pedestrian walkways/sidewalks to proven standards where they do not exist;

Manage and maintain pedestrian infrastructure; Provide continuous pedestrian routes, direct and convenient with safe crossings; Proper light & auditory signals with appropriate signal timing for both vehicles and pedestrians reduce accidents;

Table Top- road raised to walkway/sidewalk level at crossing or with leveled or kerb ramp is proposed (Figure 9);

Measures such as lower speed limits and pedestrian right of way to be strictly followed by all vehicle drivers;

Medians (Pedestrian Refuge/Island) on a two way road should be provided (Figure 10).

Medians (Pedestrian Refuge/Island)



Width of Median Absolute minimum 1500mm for

wheelchair users

1200mm (doesn’t mention

standards for mobility aid

users)

Centre of a

staggered

crossing

Minimum clear width between guard rails 2000mm to allow two wheelchair users to pass one another.

No information available

No pedestrian crossing with light signal


Figure 9

Table Top- road raised to

walkway/sidewalk level at

crossing


Figure 10

Photos Courtesy:

Dr. C.G.B Mitchell

Ramped Curb,

tactile paving

Pedestrian refuge on 2-way road

1.4m deep to give space

for wheelchair

Warning tactile tiles 300mm

before the kerb cut to orient

persons with vision impairments

Sidewalk/walkway

with kerb cut

Leveled Median Refuge

with adequate space of

1000mm between the

bollard

Side road junction

with median refuge

Traffic Calming to

reduce speed – reduced

road way widths to lower

speed limits


4.3.4 Waste/dust bins

♦ Waste bins were found only on the BQS and not in the market /sidewalks.

� Bins should be provided at strategic locations facing the line of pedestrian flow to avoid intrusion into the paths of pedestrians.

� These should be colour contrast to aid people with sight problems.

� Should continue to ground level, to minimize injury to pedestrians and persons with vision impairments on collision.

� Insertion slit/lid of the bin should be positioned 1300mm from the floor level.

� Bins should be regularly inspected and damaged bins should be replaced.

4.3.5 Pubic Utilities

♦ No public toilets were observed in the research study site.

� Toilet facilities should be provided with Multi-use (unisex) toilet cubicle (refer 5.4.5).

Median Refuge facilitated by Samarthyam, near AADI School at Hauz Khas,

New Delhi, India


ACCESS AUDIT TEAM

Samarthyam - Access Resource Team Support Team

1. Mr. Sanjeev Sachdeva, Access Advisor 2. Ms. Anjlee Agarwal, Access Consultant 3. Mr. Ashwani Kumar, Access Consultant 4. Mr. V. Kaushal, Architect 5. Mr. Sushil Sharma, Access Auditor

1. Mr. Zamir Dhale, Sense International 2. Mr. Sachin Rozul, Sign Language

Interpreter 3. Dr. Indu Chaswal, Action for Autism 4. Mr. Surinder Singh, Muskaan

CRRI - Design Team

1. Dr. Neelima Chakrabarty, Scientist, Environmental Psychology

2. Mr. Harcharan Singh Nagar, Technical Officer

Implementing Agencies Ministry of Urban Development

1. NDMC 2. Delhi Traffic Police

Mr. Jeewan Kumar, DO (UT)


Chapter 5 5.1 Conclusion Despite the fact that problems of vulnerable groups were taken into consideration in some transport strategies and road safety guidelines/standards, still these strategies fail to acknowledge what exactly the disabled persons experience. The research project concludes that barrier-free street and road infrastructure is essential for safety, convenience and energy conservation of both disabled and able-bodied persons. No special provisions for so called “special or vulnerable people” are required. However, Universal Design features and designs should be made available which benefits “everyone”. 5.2 Recommendations To be successful, the introduction of accessible public transportation system must be parallel with the following suggestions:

Policy Level - Need to review and redraft the code/guidelines such as Indian Road Congress on facilities to be provided for the Persons with Disabilities.

‘Access Advisory Cell’ should be constituted under the Ministry of Urban Development involving accredited Access Auditors and Access Champions, to be part of design considerations and policy formulations.

Disability Awareness Training- Service Providers/Agencies/Departments, who are in regular contact with the public need to have awareness of how to serve a disabled person without discrimination and how to mitigate the effects of inaccessible premises, vehicles and services etc. Training in disability awareness should form part of both induction training and refresher or promotion courses for staff. Disabled people should be involved in the design of training programmes as well as their delivery where possible. Training should be tailored to the particular job function, but in general programmes should include (as appropriate): � barriers faced by disabled people, including attitude, environment and organization; � principles of access audits; � suggestions for removing barriers faced by disabled people; � information on the range of disabilities, including hidden disabilities; � the skills needed for assisting disabled persons; � communication and interpersonal skills for dealing with disabled people, particularly

those with hearing impairments and � general awareness of the PWD Act 1995.


5.3 Ways to improve safety for Pedestrians with Disabilities � Pedestrian only areas where ever possible, it benefits everyone. � Provide sidewalks where they do not exist. � Improved and well maintained infrastructure of side walks, increased awareness and

sensitivity among other road users will help reduce road accidents. � Traffic environment and physical barriers on cross roads and side walks can be improved

with proper visibility on the roads. � Design objectives should be planned to ensure that pedestrian routes are continuous, direct

and provided with adequate signage. � Kerb ramps should be provided wherever needed. � Ramps for subways/FOB should be 1:20. � Good ergonomic design of infrastructure. � Use bollards to protect sidewalks from parked vehicles. � Do not allow free Left turns, u-turns on red and at light-controlled intersections. � Auditory signals at crossings (refer Annexure VI). � Use traffic calming (carriageway narrowing, speed cushions) and enforcement (speed radar

interceptors) to reduce traffic speed. � Use speed tables at pedestrian crossings and side roads. � Provide central pedestrian refuges on two-way roads, at side road junctions and at major

intersections. � While there can be problems caused by terrain or lack of space; lack of knowledge cannot

be an excuse for failure to provide satisfactory pedestrian infrastructure. � Most importantly, there is absolute need for regulatory changes to improvise and

implement road design standards for all users including drivers and pedestrians with disabilities and reduced mobility.

5.4 Access Provisions 5.4.1 Kerb Ramp

Pavement should be dropped, to be flush with roadway, at a gradient no greater than 1:10 on both sides of necessary and convenient crossing points. Width should not be less than 1200mm.

If width (X) is less than 1200mm, then slope of the flared side shall not exceed 1:12. Warning strip to be provided on the kerb side edge of the slope, so that a person with vision impairment does not accidentally walk onto the road.


Plans of kerb ramps at intersections


5.4.2 Ramp

Every effort should be made to keep longitudinal slopes as shallow as possible, and whenever practical to achieve a slope of 5% or less. Where this cannot be achieved, the maximum gradient should never exceed 8% (1 in 12).

If ramp steeper than 8% are completely unavoidable, they should be limited to a length of no more than 3m. Ramp should be complemented by separate flights of steps, as many people (crutch users) have more difficulty coping with ramps than steps, particularly when descending.

Ramp should be 2000mm wide to permit wheelchairs to pass. Over short lengths a minimum width of 1200-1350mm can be accepted.

Surfaces (ramp + landing) should be slip resistant.

Length of ramp Maximum gradient Maximum rise

< 2 metres 1 : 12 (8.3%) 167mm

< 5 metres 1 : 15 (6.7%) 333mm

< 10 metres 1 : 20 (5.0%) 500mm

5.4.3 Steps

Risers should be 150mm high; Treads should be 300mm wide and non-slip. Open risers should be avoided. Nosing should be splayed or rounded to a 6mm radius without overhang and should be colour contrasted from the rest of the step.

The maximum rise of a flight of steps should be 1200mm, all steps being uniform. Resting areas/landing should be a minimum of 1200mm x 1200mm (1800mm length preferred).

The minimum width of stairs between handrails should be not less than 1200mm.


5.4.4 Handrails

Should be set 900mm above a ramp and 850mm above the nose of a step. The end of any handrail should extend at least 300mm horizontally beyond the top and bottom of the steps or ramps.

Handrails should be provided on both sides of a flight of stairs. Additional handrails may be necessary on wide flights of steps (such as the subway staircase).

Insert a Braille plate/stud into the handrail above the first and last steps to help deaf blind persons identify the approach area.

Also contrasting colours make handrails more conspicuous. A second handrail of about 600-750mm above step nosing can be useful for Persons.

Contrast colour Braille plate on the handrail7

7 Example from Kyoto, Japan


Warning strip 300mm before and after the steps with handrails on both sides8

5.4.5 Multi-use(Unisex) Public Toilet

A minimum of one toilet compartment should

have enough floor space for wheelchair users to

enter and exit.

� Clear floor space 2000mm x 1750mm. � Provide a door of clear opening of at least

900mm with the door swing outwards or be folding or sliding type.

� Should have slip resistant flooring. � Accessible toilet should have a switch near

the WC (one at 300mm and the other at 900mm from the floor level), which activates an emergency audio alarm (at the reception/attendants desk, etc.).

Water Closet (WC)

� Have clear space of not less than 900mm wide next to the water closet.

� Be located between 460mm to 480mm from the centerline of the WC to the adjacent wall and have a clear dimension of 800mm from the edge of the WC to the rear wall to facilitate side transfer.

� The top of the WC to be 475-490mm from the floor. � Grab bars at the adjacent wall and the transfer side of the

WC. � On the transfer side- swing away/up type and on the wall side

L-shape grab bars should be provided.

8 Example from Kyoto, Japan

L-shape grab bar


Washbasin

� Be of dimensions 520mm and 410mm, so mounted that the top edge is between 700mm-800mm from the floor; have a knee space of at least 760mm wide by 200mm deep by 650mm-680mm high.

� Lever type handles for taps are recommended. � Mirror’s bottom edge to be 900-1000mm from

the floor and the mirror may be inclined at an angle.

PLANS OF ACCESSIBLE TOILET

Signage for accessible toilet


5.4.6 General Toilets

� To have pictogram (male in triangle and female in circle), marked on plates along with Braille & raised alphabets, put on wall next to door, for the benefit of the persons with vision impairment.

� For students/employees with low vision and vision impairments, following are proposed: � Warning strip/ door mat 300mm before the toilet entrance. � Braille signage should be displayed on the right side of every toilet by indicating embossed

letters with ladies and gents pictogram. � All signage to be in raised alphabets at the eye level, on the wall and in bold and contrasting

colors.

5.4.7 Urinals

� At least one of the urinals in the Gents toilet should have grab bars; installed on each side and in the front of the urinal to support ambulant persons with disabilities (for example, crutch users).

� The front bar is to provide chest support; the sidebars are for the user to hold on to while standing.

� Urinals shall be stall-type or wall-hung, with an elongated rim at a maximum of 430mm above the finish floor.

� A clear floor space 760mm by 1220mm should be provided in front of urinals to allow forward approach. Urinal shields (that do not extend beyond the front edge of the urinal rim) may be provided with 735 mm clearance between them.

Accessible Urinal Urinal with grab bar, Dilli Haat,

New Delhi


5.5 Universal recommendations for implementation for improved accessibility & safety for Pedestrians with Disabilities 1. All sidewalks to have non-skid leveled flooring.

2. Height of the sidewalks should not be more than 150-180mm and width to be 2meters

minimum. At places space constraint due to tree/parking etc. is found, absolute minimum space of 1000mm to be maintained.

3. All sidewalks to have floor tactile tiles (guiding and warning) to orient persons with vision impairment.

4. Kerb ramps should be provided on sidewalks on both the ends.

5. Use bollards to protect sidewalks from parked vehicles, however the space between the bollards should not be less than 900mm.

6. Do not allow free Left turns, u-turns on red and at light-controlled intersections.

7. Auditory signals at all road crossings.

8. Central pedestrian refuges on two-way roads, at side road junctions and at major intersections to have access features- ramp on raised refuges on both the sides and width to be 1200mm min. for mobility aids users to take refuge.

9. Central pedestrian refuge to have Braille information plates on bollards/poles, to orient

persons with vision impairment and deafblind about the road ahead/ directions.

10. Fencing on the sidewalks to have rounded top, to prevent injuries to persons with low vision and vision impairment.

11. Parking space, hawker zone and public utilities should be well planned and space to be allocated, to prevent encroachment of public spaces/ sidewalks.

12. Foot over bridges and subways (wherever provided) should have ramp/ elevator to allow pedestrians with disabilities and reduced mobility to cross roads with convenience and independence.

13. Hoardings and advertisement panels on streets/ roads to be above 2200mm.

14. All road signages to be supplemented with pictograms and information in bold and contrast colours. Signages should be placed strategically for optimum visibility.

15. Public toilets to have “Multi-use” toilet cubicle meant for persons with disabilities and reduced mobility.


REFERENCES

1. Australian standard Code of Practice for Design Rules for Access by the Disabled as Published by Standards Association of Australia, (1977).

2. BS 5810: 1979, Code of practice for "Access for the Disabled to Buildings" - British Standard Institution.

3. ESCAP, State of Urbanization in Asia and the Pacific (ST/ESCAP/1300), chap. II, p. 4., (1993).

4. Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Reducing Mobility Handicaps in the Pedestrian Environment’, The Institution of Highways and Transportation, 1991

5. IRC: 86-1983, Geometric Design Standards For Urban Roads In Plains, The Indian Roads Congress.

6. IRC: 92-1985, Guidelines for the Design of Interchanges in Urban Areas, The Indian Roads Congress.

7. IRC: 93-1985, Guidelines on Design and Installation of Road Traffic Signals, The Indian Roads Congress.

8. IRC:69-1977, Space Standards for Roads in Urban Areas, The Indian Roads Congress 9. IS: 4838 - 1969 Part I Age group 5 to 11 years. 10. IS: 4838 - 1969 Part II Age group 12 to 16 years. 11. IS: 4838 Anthropometric dimensions for school Persons. 12. IS: 4963 - 1968, Recommendations for buildings and facilities for the physically

handicapped. 13. IS: 4963-1988, Indian Standard Recommendations for Buildings and Facilities for the

Physically Handicapped. 14. K.S. Rakesh, “Pedestrian Environment- A qualitative perspective”, Architecture Time

Space & People, 2008 15. Sarin, S. M, Bhalla, S.K & Lal S.M, “Traffic Awareness among Road Users in Delhi”.

Central Road Research Institute, New Delhi, (1985). 16. Streetscape Guidance for the Transport for London Road Network, TfL, anticipated

publication 2004 17. Tentative Recommendations on the Provision of Parking Spaces for Urban Areas, Indian

Roads Congress, Special Publication 12, New Delhi, (1988). 18. The DPTAC Recommended Specification, published by the Disabled Persons Transport

Advisory Committee, (1988). Transport Infrastructure’, ODPM, 2002

19. Transportation for the Handicapped - The Politics of full Accessibility, Traffic Quarterly, April, Fielding J Gordon, (1982).

20. www.dft.gov.uk 21. www.globalride-sf.org 22. www.icat-ciat.org 23. www.iitd.ac.in 24. www.unescap.org


Annexure I

NATIONAL TRUST FOR THE WELFARE OF PERSONS WITH AUTISM, CEREBRAL PALSY, MENTAL RETARDATION AND MULTIPLE DISABILITIES ACT, 1999

No.44 of 1999

An Act to provide for the constitution of a body at the national level for the Welfare of Persons with Autism, Cerebral Palsy, Mental Retardation and Multiple Disabilities and for matters connected therewith or incidental thereto.

Be it enacted by parliament in the Fiftieth year of the Republic of India as follows:-

CHAPTER I

PRELIMINARY (a) "autism" means a condition of uneven skill development primarily affecting the communication and social abilities of a person, marked by repetitive and ritualistic behavior; (b) "Board" means Board of trustees constituted under section 3; (c) "Cerebral Palsy" means a group of non-progressive conditions of a person characterized by abnormal motor control posture resulting from brain insult or injuries occurring in the pre-natal , prenatal or infant period of development; "Chairperson" means the 1. (1) This Act may be called the National Trust For the Welfare of Persons with Autism, Cerebral Palsy, Mental Retardation and Multiple Disabilities Act, 1999. (2) It extends to the whole of India except the State of Jammu & Kashmir.

2. In this Act, unless the context otherwise requires,--

(d) Chairperson of the Board appointed under clause (a) of sun-section (4) of section 3; (e) "Chief Executive Officer" means the Chief Executive Officer appointed under sub-section (I) of section 8; (f) "Member" means a Member of the Board and includes the Chairperson; (g) "Mental Retardation" means a condition of arrested or incomplete development of mind of person which is specially characterized by sub-normality of intelligence; (h) "Multiple Disabilities" means a combination of two or more disabilities as defined in clause (i) of section 2 of the Person with Disabilities (Equal Opportunities, Protection of Rights and Full Participation) Act, 1995; (i) "notification" means a notification published in the official Gazette; (j) "persons with disability" means a person suffering from any of the conditions relating to autism, Cerebral Palsy, Mental Retardation or a combination of any two or more of such conditions and includes a person suffering from severe multiple disability; (k) "prescribed" means prescribed by rules made under this Act; (l) "professional" means a person who is having special expertise in a field which would promote the welfare of persons with disability; (m) "registered organization" means an association of persons with disability or an association of parents of person with disability or a voluntary organization, as the case may be, registered under section 12; (n) "regulations" means the regulations made by the Board under this Act; (o) "severe disability" means disability with eighty per cent or more of one or more of Multiple Disabilities; (p) "Trust" means the National Trust for the Welfare of Persons with Autism, Cerebral Palsy, Mental Retardation and Multiple Disability constituted under sub-section (I) of section 3.


CHAPTER II

THE NATIONAL TRUST FOR WELFARE OF PERSONS WITH AUTISM, CEREBRAL PALSY, MENTAL RETARDATION AND MULTIPLE DISABILITY

3. (1) With effect from such date as the Central Government may, by notification, appoint there shall be constituted, for the purposes of this Act, a body by the name of the National Trust for Welfare of Persons with Autism, Cerebral Palsy, Mental Retardation and Multiple Disabilities, which shall be a body corporate by the name aforesaid, having perpetual succession and a common seal, with power, subject to the provisions of Autism, Cerebral Palsy, Mental Retardation and Multiple Disability, etc this Act, to acquire, hold and dispose of property, both movable and immovable, and to contract, and shall, by the said name, sue or be sued.

(2) The general superintendence, direction and management of the affairs and business of the Trust shall vest in a Board which may exercise all powers and do all acts and things which may be exercised or done by the Trust.

(3) The head office of the Trust shall be at New Delhi and the Board may, with the previous approval of the Central Government, establishment offices at other places in India.

(4) The Board shall consist of-

(a) a Chairperson to be appointed by the Central Government form amongst the persons having expertise and experience in the field of Autism, Cerebral Palsy, Mental Retardation and Multiple Disability; (b) nine persons to be appointed in accordance with such procedure as may be prescribed from amongst the registered organizations out of which three members each shall be from voluntary organizations, association of parents of persons with Autism, Cerebral Palsy, Mental Retardation and Multiple Disability and from association of persons with disability, Members: Provided that initial appointment under this clause shall be made by the Central Government by nomination; (c) eight persons not below the rank of Joint Secretary to the Government of India nominated by that Government to represent the Ministries of Departments of Social Justice and Empowerment, Women and Child Development , Health and Family Welfare, Finance, Labour, Education, Urban Affairs and Employment and Rural Employment and Poverty Alleviation, Members, ex officio; (d) three persons to be nominated by the Board representing the associations of trade, commerce and industry engaged in philanthropic activities, members; (e) The Chief Executive Officer, who, shall be of the rank of Joint Secretary to the Government of India, Member -Secretary, ex officio.

(5) The Board may associate with itself, in such manner and for such purposes as may be determined by regulations, any person whose assistance or advice it may desire for carrying out the objects of the Trust: Provided that such person shall have a right to take part in the discussions relevant to that purpose but shall not have a right to vote at meeting of the Board and shall not be a member for any other purpose: Provided further that the maximum number of persons so associated shall not exceed eight and so far as possible person so associated shall belong to the registered organization or form the professionals 4. (1) The Chairperson or a Member shall hold office for a term of three years from the date of his (Term of office of Chairperson and Members meeting of Board, etc.) appointment or until his successor shall have been duly appointed, whichever is longer: Provided that no person shall hold office as the Chairperson or other Member after he has attained the age of sixty-five years. (2)The conditions of service of the Chairperson and other Members shall be such as may be prescribed.(3) A casual vacancy in the Board shall be filled in accordance with the provisions of section 3 and a person appointed shall hold office only for the remainder of the term for which the member, in whose place he was appointed, would have held that office.


(4) Before appointing any person as the Chairperson or a Member, the Central Government shall satisfy itself that the person does not and will not, have any such financial or other interest as is likely to affect prejudicially his functions as such member.

(5) No Member of the Board shall be beneficiary of the Trust during the period such Member holds office.

(6) The Board shall meet at least once in three months at such time and place as may be determined by the Board by regulations and shall observe such rules of procedure in the transaction of business at a meeting as may be prescribed.

(7) The Chairperson, if for any reason is unable to attend the meeting of the Board, any Member elected by the Members present from amongst themselves at the meeting, shall preside at the meeting.

(8) All questions which come up before any meeting of the Board shall decided by a majority of votes of the Members present and voting, and in the event of an equality of votes, the Chairperson, or in his absence, the person presiding shall have a second or casting vote.

5. (1) The Chairperson may resign his office by writing under his hand addressed to the Central (Resignation of Chairperson and Members) Government:

Provided that the Chairperson shall continue in office until the appointment of his successor is made by Central Government.

(2) A Member may resign from office by writing under his hand addressed to the Chairperson.

6. (Disqualifications) No person shall be a Member if he-

(a) is, or becomes, of unsound mind or is so declared by competent court; or (b) is, or has been, convicted of an offence, which in the opinion of the Central Government, involves moral turpitude; or (c) is, or at any time has been, adjudicated as an insolvent.

7. (Vacation of office by Members) If a member-

(a) becomes subject to any of the disqualifications mentioned in section 6; or (b) is, without obtaining leave of absence, absent from three consecutive meetings of the Board; or (c) tenders his resignation under section 5, his seat shall thereupon become vacant.

8. (Chief Executive Officer and staff of Trust.) (1) The Central Government shall appoint the Chief Executive Officer to exercise such powers and perform such duties under the direction of the Board as may be prescribed or as may be delegated to him by Chairperson.

(2) The Board shall, with the previous approval of the Central Government, appoint such other officers and employees as it considers necessary to carry out the objectives of the Trust.

(3) The salary and allowances payable to, and the other terms and conditions of service of, the Chief Executive Officer, other officers and employees of the Trust shall be such may be determined by regulations. 9. (Vacancies in Board not to invalidate acts, etc. ) No act or proceeding of the Board shall be called in question on the grounds merely of the existence of any vacancy in, or any defect in the constitution of , the Board.


CHAPTER III

OBJECTS OF THE TRUST

10. The objects of the Trust shall be-

(a) to enable and empower persons with disability to live as independently and as fully as possible within and as close to the community to which they belong; (b) to strengthen facilities to provide support to persons with disability to live within their own families; (c) to extend support to registered organizations to provide need based services during the period of crisis in the family of persons with disability. (d) to deal with problems of persons with disability who do not have family support; (e) to promote measures for the care and protection of persons with disability in the event of death of their parent or guardian. (f) To evolve procedure for the appointment of guardians and trustees for persons with disability requiring such protection; (g) To facilitate the realization of equal opportunities , protection of rights and full participation of persons with disability; and (h) To do any other act which is incidental to the aforesaid objects.

CHAPTER IV

POWERS AND DUTIES OF THE BOARD

11. (1) The Board shall-

(a) receive from the Central Government a one-time contribution of rupees one hundred crores for a corpus, the income whereof shall be utilized to provide for adequate standard of living for persons with disability; (b) receive bequest of movable property from any person for the benefit of the persons with disability in general and for furtherance of the objectives of the Trust in particular;

Provided that it shall be obligatory on the part of the Board to make arrangement for adequate standard of living for the beneficiary name in the bequest, if any, and to utilize the property bequeathed for any other purpose for which the bequest has been made:

Provided further that the Board shall not be under any obligation to utilize the entire amount mentioned in the bequest for the exclusive benefit of the persons with disability named as beneficiary in the bequest;

(c) receive from the Central Government such sums as may be considered necessary in each financial year for providing financial assistance to registered organizations for carrying out any approved progaramme.

(2) For the purposes for sub-section (1), the expression " approved programme" means- (a) any programme which promotes independent living in the community for persons with disability by- i. creating a conducive environment in the community; ii. Counseling and training of family members of persons with disability; iii. Setting up of adult training units, individual and group homes; (b) Any programme which promotes respite care, foster family care or day care service for persons with disability; (c) Setting up of residential hostels and residential homes for persons with disability; (d) Development of self -help groups of persons with disability to pursue the realization of their rights; (e) Setting up Local Level Committee to grant approval for guardianship; (f) Such other programmes which promote the objectives of the Trust. 3. While earmarking funds for the purposes of clause(c) of sub section(2), preference shall be given to women with disability or to persons with severe disability and to senor citizens with disability. Explanation-For the purposes of this sub-section, the expression,-- (a) "persons with severe disability" shall have the same meaning as is assigned to it under sub-section(4) of


section 56 of the Persons with Disabilities(Equal opportunities, Protection of Rights and Full Participation) Act, 1995; (b) "senior citizens" means a person who is above the age of sixty-five years or more.

CHAPTER V

PROCEDURE FOR REGISTRATION 12. (1) Any association of persons with disability, or any association of parents of persons with disability or a voluntary organization whose main object is promotion of welfare of persons with disability may make an application for registration to the Board. (2) An application for registration shall be made in such form and manner and at such place as the Board my by regulation provide and shall contain such particulars and accompanied with such documents and such fees as may be provided in the regulations. (3) On receipt of application for registration, the Board may make such enquiries as it thinks fit in respect of genuineness of the application and correctness of any particulars thereon. (4) Upon receipt of such application the Board shall either grant registration to the applicant or reject such application for reasons to be recorded in writing.: Provided that where registration has been refused to the applicant, the said applicant may again make an application for registration after removing defects, if any, in its previous application.

CHAPTER VI

LOCAL LEVEL COMMITTEE (Constitution of Local Level Committees )

13. (1) The Board shall constitute a Local Level Committee for such area as may be specified by it from time to time.

(2) A Local Level Committee shall consist of-

(a) an officer of the civil service of the Union of the State, not below the rank of a District Magistrate or a District Commissioner of a district. (b) A representative of a registered organization; and (c) A person with disability as defined in clause (t) of section 2 of the Persons with Disabilities (Equal opportunities , Protection of Rights and full Participation) Act,1995.

(3) A Local Level Committee shall continue to work for a period of three years form the date of its constitution or till such time it is reconstituted by the Board.

(4) A Local Level Committee shall meet at least once in every three months or at such interval as may be necessary.

14.(Appointment for guardianship) (1)A parent of a person with disability or his relative may make an application to the local level committee for appointment of any person of his choice to act as a guardian of the persons with disability. (2) Any registered organization may make an application in the prescribed form to the Local Level Committee for appointment of a guardian for a person with disability Provided that no such application shall be entertained by the Local Level Committee, unless the consent of the guardian of the disabled person is also obtained.

(3)While considering the application for appointment of a guardian, the Local Level Committee shall consider:-

-Whether the person with disability needs a guardian;


-The purposes for which the guardianship is required for person with disability.

(4)The Local Level Committee shall receive, process and decide application received under sub-sections (1) and (2), in such manner as may be determined by regulations:

Provided that while making recommendation for the appointment of a guardian, the Local Level Committee shall provide for the obligations, which are to be fulfilled by the guardian.

(5) The Local Level Committee shall send to the Board the particulars of the applications received by it and orders passed thereon at such interval as may be determined by regulations.

15. Every person appointed as a guardian of persons with disability under this Chapter shall, wherever required, either have the care of such persons of disability and his property or be responsible for the maintenance of the person with disability.

16. (1) Every person appointed as a guardian under section 14 shall, within a period of six months from the date of his appointment, deliver to the authority which appointed him, an inventory of immovable property belonging to the person with disability and all assets and other movable property received on behalf of the person with disability, together with a statement of all claims due to and all debts and liabilities due by such person with disability.

(2) every guardian shall also furnish to the said appointing authority within a period of three months at the close of every financial year, an account of the property and assets in his charge, the sums received and disbursed on account of the person with disability and the balance remaining with him.

17. (1) Whenever a parent or a relative of a person with disability or a registered organization finds that the guardian is -

(a) abusing or neglecting a person with disability; or (b) misappropriating or neglecting the property,

it may in accordance with the prescribed procedure apply to the committee for the removal of such guardian.

(2) Upon receiving such application the committee may, if it is satisfied that there is a ground for removal and for reasons to be recorded in writing, remove such guardian and appoint a new guardian in his place or if such a guardian is not available make such other arrangements as may be necessary for the care and protection of person with disability.

(3) Any person removed under sub-section (2) shall be bound to deliver the charge of all property of the person with disability to the new guardian, and to account for all moneys received or disbursed by him.

Explanation-For the purposes of this chapter, the expression "relative" includes any person related to the person with disability by blood, marriage and adoption.

CHAPTER VII

ACCOUNTABILTY AND MONITORING

18. (1) The books and documents in the possession of the Board shall be open to inspection by any registered organization. (2)Any registered organization can submit a written requisition to the Board for getting a copy of any book or document maintained by the Board.

(3) The Board shall frame such regulation as it thinks necessary for allowing the access of any book or


document to registered organization.

19. The Board shall determine by regulations the procedure for evaluating the prefunding status of registered organizations seeking financial assistance form it and such regulations may also provide for the guidelines for monitoring and evaluating the activities of the registered organizations who are receiving financial assistance from the Trust.

20. (1) The Board shall in each year hold an annual general meeting of registered organizations, and not more than six months shall elapse between the date of one annual general meeting and that of the next.

(2) A notice of the annual general meeting along with a statement of accounts and records of its activities during the preceding year shall be sent by the Board to every registered organization at such time as may be determined by regulations. (3) The quorum of such meeting shall be such number of person of the registered organizations as may be determined by regulations.

CHAPTER VIII

FINANCE, ACCOUNTS AND AUDIT

21.(Grants by the Central Government) The Central Government may, after due appropriation made by Parliament by law in this behalf, make to the Trust a one-time contribution of rupees one hundred crores for a corpus, the income whereof may be utilized to achieve the objects of the Trust under this Act.

22.(Fund) (1) There shall be constituted a Fund to be called National Trust for the Welfare of Persons with Autism, Cerebral Palsy, Mental Retardation and Multiple Disabilities Fund and there shall be credited thereto-

(a) all moneys received from the Central Government (b) all moneys received by the Trust by way of grants, gifts, donations, beneficiaries, bequests and transfers; (c) all moneys received by the Trust in any other manner or from any other source.

(2) All moneys belonging to the fund shall be deposited in such banks or invested in such manner as the Board my, subject to the approval of the Central Government, decide.

(3) The Funds shall be applied towards meeting the administrative and other expenses of the Trust including expenses incurred in the exercise of its powers and performance of duties by the Board in relation to any of its activities a under section 10 or for anything relatable thereto.

23. (Budget) The Board shall prepare, in such form and at such time in each financial year as may be prescribed, the budget for the next financial year showing the estimated receipt and expenditure of the Trust and shall forward the same to the Central Government.

24. (Accounts and audit) (1) The Board shall maintain proper accounts and other relevant records and prepare an annual statement of accounts of the Trust including the income and expenditure accounts in such form as the Central Government may prescribe and in accordance with such general direction as may be issued by that Government in consultation with the Comptroller and Auditor-General of India.

(2) The accounts of the Trust shall be audited by the Comptroller and Auditor General of India at such intervals as may be specified by him and any expenditure incurred by his in connection with such audit shall be payable by Board to the Comptroller and Auditor General of India.


(3) The Comptroller and Auditor General of India and any other person appointed by him in connection with the audit of accounts of the Trust shall have the same rights, privileges and authority in connection with such audit as the Comptroller and Auditor General of India generally has in connection with the audit of the Government accounts and in particular, shall have right to demand the production of books of account, connected vouchers and other documents and papers and to inspect any of the offices of the Trust.

(4) The accounts of the Trust as certified by the Comptroller and Auditor General of India or any other person appointed by him in this behalf, together with the audit report thereon, shall be forwarded annually to the Central Government, and that Government shall cause the same to be laid before each House of Parliament.

25.(Annual report) The Board shall prepare every year , in such form and within such time as may be prescribed an annual report giving a true and full account of its activities during the previous year and copies thereof shall be forwarded to the Central Government and that Government shall cause the same to be laid before each Hose of Parliament.

26.(Authentication of orders, etc.) All orders and decisions of the Board and instruments issued in the name of the Trust shall be authenticated by the signature of Chairperson, the Chief Executive Officer or any other officer authorized by the Chairperson in this behalf.

27.(Returns and information) The Board shall furnish to the Central Government such reports, returns and other information as that Government may require from time to time.

CHAPTER IX

MISCELLANEOUS

28.(Power of Central Government to issue directions) (1) without prejudice to the foregoing provisions of this Act, the Board shall, in exercise of its powers or the performance of its duties under this Act, be Bound by such direction s on question s of policy as the Central Government may give in writing to it from time to time:

Provided that the Board shall, as far as practicable, be given an opportunity to express it views before any direction is given under this sub-section.

(2) The decision of the Central Government whether a question is one of policy or not shall be final.

29.(Power of Central Government to supersede Board) (1) If the Central Government on the complaint of a registered organization or otherwise has reason to believe that the Board is unable to perform or has persistently made default in the performance of the duties imposed on it, The Central Government may issue notice to the Board asking why it should not be superseded:

Provided that no order superseding the Board shall made by the Central Government, unless a notice affording reasonable opportunity to the Board has been given in writing that why its should not be superseded.

(2) The Central Government after recording reasons in writing and by issuing a notification in the Official Gazette supersede the Board for a period of not more that six months:

Provided that on the expiration of the period of supersession, the Central Government may reconstitute the


Board, in accordance with section 3.

(3) Upon the publication of the notification under subsection(2),--

(a) all the members of the Board shall notwithstanding that their term of office had not expired as on the date of supersession, vacate their office as such members; (b) all the powers and duties which may, by or under the provision of this Act, be exercised or performed by or on behalf of the Trust shall during the period of supersession, be exercised and performed by such person or persons as the Central Government may direct. (4) on the expiration of the period of supersession specified in the notification issue under sub-section (2) , the Central Government may---

(a) extend the period of supersession for such further period as it may consider necessary so that the total period of suppression does not exceed more that six months; (b) reconstitute the Board in the manner provided in section 3.

30.(Exemption from tax on Income) Notwithstanding anything contained in the Income-tax Act, 1961, or any other law for the time being in force relating to tax on income profits or gains, the Trust shall not be liable to pay Income-tax or any other tax in respect of its income, profits or gains derived.

31.(Protection of action taken in good faith) No suit, prosecution or other legal proceeding shall lie against the Central Government or the Trust or any member of the Board or Chief Executive Officer or any officer or other employee of the Trust or any other person authorized by the Board to perform duties under this Act for any loss or damage caused or li9kely to be caused by anything which is done in good faith.

Explanation-for the purposes of this section, the expression" good faith" shall have the same meaning as is assigned to its in the Indian Penal Code.

32.(Chairperson, Members and officers of Trust to be public servants ) All Members, Chief Executive Officer, other officers and employees of the Trust shall be deemed, when acting or purposing to act in pursuance of any of the provisions of this Act, to be public servant within the meaning of section 21 of the Indian Penal Code.

33.(Delegation) The Board may, by general or special order in writing, delegate to the Chairperson or any member or any officer of the Trust or any other person subject to such conditions and limitations, if any, as may be specified in the order such of its powers under this Act (except the power to make regulations under section 35 as it may deem necessary)

34.(Power to make rules) (1) The Central Government may, by notification in the Official Gazette, make rules for carrying out the provisions of this Act.

(2) In a particular, and without prejudice to the generality of the foregoing powers, such rules may provide for all of the following matters, namely:-

(a) the procedure in accordance with which the persons representing registered organization shall be elected under clause (b) of sub -section (4) of section 3. (b) The conditions of service of the Chairperson and Members under Sub-section (2) of section 4. (c) The rules of procedure in the transaction of business at meetings of the Board under sub-section (6) of section 4. (d) The posers and duties of the Chief Executive Officer under sub-section (1) of section 8. (e) The form in which an application for guardianship may be made by a registered organization under Sub-section (2) of section 14.


(f) The procedure in accordance with which a guardian may be removed under section 17. (g) The form in which, and the time within which, the budget of the Trust shall be forwarded to the Central Government under section 23. (h) The form in which, and the time within which, the annual reports shall be prepared and forwarded under section 25; (i) Any other matter which is required to be, or may be, prescribed.

35.(Power to make regulation) (1) The Board may, with the previous approval of the Central Government, by notification in the official gazette, make regulations consistent with this Act and rules generally to carry out the purposes of this Act. (2) in particular, and without prejudice to the generality of the foregoing power, such regulation may provide for all or any of the following matters, namely:-- (a) the manner and purpose for which person may be associated under sub-section (5) of section 3. (b) The time and place at which the Board shall meet under sub-section (6) of section 4; (c) The terms and conditions of service of, Chief Executive Officer , other officers and employees of the Trust under sub-section (3) of section 8; (d) The form and manner in which the application shall be made for registration under sub-section (2) of section and the particulars which such application shall contain under that sub-section; (e) The manner in which application for guardianship shall be received, processed and decided by Local Level Committee under sub-section (4) of section 14; (f) The particulars of applications and orders passed thereon by the Local Level Committee under sub-section (5) of section 14; (g) The procedure for evaluating the pre-funding status of the registered organizations and framing of guidelines for monitoring and evaluating the activities of such registered organization under section 19; (h) The time within which notice for annual general meeting shall be sent and quorum for such meeting under sub-section (2) and (3) of section 20 and; (i) Any other matter which is required to be, or may be, provided by regulations.

36.(Rules and regulations to be laid before Parliament) Every rule and every regulation made under this Act shall be laid, as soon as may be after it is made, before each House of Parliament, while it is in session, for a total period of thirty days which may be comprised in one session or in two or more successive sessions, and if, before the expiry of the session immediately following the session or the successive sessions aforesaid, both Houses agree in making any modification in the rule or regulation or both houses agree that the rule or regulation should not be made, the rule or regulation shall thereafter have effect only in such modified form or be of no effect, as the case may be, so, however, that any such modification or annulment shall be without prejudice to the validity of anything previously done under that rule or regulation.


Annexure II

MANUAL TRAFFIC COUNT PERFORMA

Name of Road____________________________________

Date ____________________________________________

Corridor From-------- To-------

Time

FAST VEHICLE S

Heavy Vehicles Fast Vehicles

G.Total Bus/Truck Others Total Car/Taxi Tempo Three

Wheelers

Two

Wheelers

Total

11:00-

11:15am

11:16 -

11:30am

11:31 -

11:45am

11:46-

12:00

noon

Total


SLOW VEHICLES

Time Cycle

Rickshaw

Cycle Others Total G.Total

11:00-

11:15am

11:16 -

11:30am

11:31 -

11:45am

11:46- 12:00

noon

Total


Annexure III

Questionnaire Survey

“Road Safety Aspects and Right of Way for Vulnerable Group Persons with Disabilities covered under the National Trust”

NATIONAL TRUST

for the welfare of Autism, Cerebral Palsy, Mental Retardation and Multiple Disabilities) Ministry of Social Justice & Empowerment

in association with SAMARTHYAM, National Centre for Accessible Environments, New Delhi

1. Name

2. Gender Male

Female

3. Age

4. Address

Phone/Fax: email:

5. Qualification Primary Middle High School Inter Graduate & Above

6. Are you aware of the National Trust Act 1999?

Yes No

7. Disability

(Please tick)

1. Mental Retardation 2. Mental illness 3. Autism 4. Cerebral Palsy 5. Deaf-blind 6. Multiple Disability (pl. specify) 7. Blindness 8. Low vision 9. Hearing impairment 10. Locomotor disability 11. Any other

8. How do you perform

walking trips?

Self

Assisted/Escorted

9. Level of exposure in

traffic (in km)

Mode of Transport

Daily Occasionally Walk Bus Auto Own

Vehicle

Any other


For question no. 10-28 please tick in the empty boxes

10. How do you feel while walking on

road?

Difficult Easy

11. During walking or work trips whether

help is extended by other road users?

Always Rarely Never

12. Do other road users create conflict? Always Rarely Never

13. Do you see clear road signage for

bus stop, crossing, sub way etc.

Always Rarely Never

14. Do you find footpaths user friendly? Always Rarely Never

15. Is the pedestrian footpath obstructed

by street furniture, signal posts, trees,

etc?

Always Rarely Never

16. Does permitted footpath parking (auto

rickshaw/cycle) create problems?

Always Rarely Never

17. Are there man holes (inspection

covers) located on foot paths?

Always Rarely Never

18. Is footpath wide enough at bus

stops/subway/public toilet?

Always Rarely Never

19. Does the location of bus stop force

you to walk on road?

Always Rarely Never

20. Are there adequate waiting areas on

footpath for pedestrians around bus

stops?

Always Rarely Never

21. Is there subways/foot over bridges

available to cross the road?

Always Rarely Never

22. Can you use the subways/foot over

bridges with ease?

Always Rarely Never

23. Do you find adequate street lighting

system?

Always Rarely Never

24. Do you find audible signals on

crossings/red light phase?

Always Rarely Never

25. Are the signals easily visible at night? Always Rarely Never


General Remarks:

THANK YOU FOR YOUR CO-OPERATION

SAMARTHYAM National Centre for Accessible Environments B-181, Mansarovar Garden, New Delhi-110015 Telefax: 011- 41019389, Ph: 09810558321 Email:[email protected] Web site: www.samarthyam.org LET'S MAKE THE WORLD ACCESSIBLE

26. Is there any refuge area (waiting area

on the road divider) on two way road

for crossing?

Always Rarely Never

27. Is there any public toilet on

pavements?

Always Rarely Never

28. Can you use the facility with

independence?

Always Rarely Never

29. How do you think the signage, colour contrast, roads, foot paths, crossings, foot over bridges,

subways etc. can be improved to provide independent mobility?

30. In how much time do you think the

street infrastructure and roads will

become “Accessible to All”?

2-5

years

5-10

years

10-15

years

More than 15 years


Annexure IV IRC: 86-1983, GEOMETRIC DESIGN STANDARDS FOR URBAN ROADS IN PLAINS, THE INDIAN ROADS CONGRESS CLASSIFICATION OF URBAN ROADS For the purpose of geometric design, urban roads other than expressways are classified into four main categories. These are: (i) Arterial (ii) Sub-arterial (iii) Collector Street (iv) Local Street This publication deals with standards of all categories of roads except Expressways for which separate standards is proposed to be evolved. DEFINITIONS (i) Arterial: A general term denoting a street primarily for through traffic, usually on a continuous route. (ii) Sub arterial: A general term denoting a street primarily for through traffic, usually on continuous route but offering somewhat lower level of traffic mobility than the arterial. (iii) Collector Street: A street for collecting and distributing traffic from and to local streets and also for providing access to arterial streets. (iv) Local Street: A street primarily for access to residence, business or thee abutting property. Functions of different categories of urban roads are given below: (i) Arterials: This system of streets, along with expressways where they exist, serves as the principal network through traffic flows. Significant intra-urban travel such as between central business district and outlying residential areas or between major suburban centers takes place on this system. These streets may generally be spaced at less than 1.5km in highly developed central business areas and at 8 km or more in sparsely developed urban fringes. Parking, loading and unloading activities are usually restricted and regulated. Pedestrians are allowed to cross only at intersections. (ii) Sub-arterials: These are functionally similar to arterials but with somewhat lower level of travel mobility. Their spacing may vary from about 0.5 km in the central business district to 3-5 km in the sub-urban fringes. (iii) Collector Streets: The function of collector streets is to collect traffic from local streets and feed it to the arterial and sub-arterial streets or vice-versa. These may be located in residential neighborhoods, business areas and industrial areas. Normally, full access is allowed on these streets from abutting properties. These are few parking restrictions except during the peak hours. (iv) Local Streets: These are intended primarily to provide access to abutting property and normally do not carry large volumes of traffic. Majority of trips in urban areas either originate from or terminate on these streets. Local streets may be residential, commercial or industrial, depending on the predominant use of the adjoining land. They allow unrestricted parking and pedestrian movements. SPACE STANDARDS The space standards recommended for the various categories of urban roads are given in Table.

RECOMMENDED LAND WIDTHS FOR ROADS IN URBAN AREAS

Classification Recommended land widths in meters

Arterial 50-60

Sub-arterial 30-40

Collector street 20-30

Local street 10-20

Note: The term “space standards” is often referred to as “right-of-way”.


Carriageway: Recommended carriageway widths are shown in Table.

RECOMMENDED CARRIAGEWAY WIDTHS Notes: 1. For access roads to residential areas, a lower lane width of 3 m is permissible. 2. Minimum width of a kerbed urban road is 5.5 m including allowance for a stalled

Vehicle. Footpath (Sidewalk): The minimum width of footpath should be 1.5 meters. They should have well maintained surface with cross fall neither so flat as to be difficult to drain nor so steep as to be dangerous to walk upon. The cross fall within the range of 2.5 to 3 percent should meet this requirement. Those parts of the footpath immediately adjoining buildings, fences, trees and other obstructions, which will not be available for free movement of pedestrians should be disregarded while calculating widths required. Table gives the capacity guidelines for design of footpaths.

CAPACITY OF FOOTHPATH

Medians Width of median is dictated by a variety of conditions. Widths will depend on the available right-of-way, terrain, turn lines, drainage and other determinants. Wide medians are preferred where space and cost consideration permit. Minimum widths of median at intersections to accomplish various purposes should be - Pedestrian refuge,1.2 m. Absolute minimum width of median in urban areas is 1.2 m; a desirable minimum is 5 m. Parking Lanes Parking lanes may be provided on all sub-arterials and collector streets in business and shopping areas. Parallel kerb parking should be preferred. Parking lane width for parallel parking should be 3 m which may be reduced to 2.5 m where available space is limited. Where additional parking capacity is desired and sufficient carriageway width is available, angle parking may be adopted. Pedestrian Subway The minimum width of pedestrian subway is 2.5meters. The minimum vertical clearance over such subway is 2.5m. Cycle Subway The minimum width of underpass for cycles is 2.5m. The minimum vertical clearance for cycle tracks is 2.5m. Combined Cycle and Pedestrian Subway The width of pedestrian-cum-cycle subway should be 5m minimum for one-way traffic and 6.5m for two-way traffic. The minimum height should be 2.5m.

Description Width (meter)

Single lane without kerbs 3.50

2-Lane without kerbs 7.00

2-Lane with kerbs 7.50

3-Lane with or without kerbs 10.5/11.0

4-Lane with or without kerbs 14.0

6-Lane with or without kerbs 21.0

Number of person per hour Required width of footpath (meters) All in one direction In both directions

1200 800 1.5

2400 1600 2.0

3600 2400 2.5

4800 3200 3.0

6000 4000 4.0


Annexure V Informatory Signs

These give information about things such as high way facilities, parking facilities etc. and one can recognize them from their blue background.

Public

telephone

Petrol pump Hospital First aid

post

Eating

place

Light

refreshment

Resting

place

No

thorough

road

Park this

side

No thorough side road Parking

both

sides

Scooter

and

motorcycle

stand

Cycle stand Taxi

stand

Auto

rickshaw

stand


Annexure VI Using Auditory Signal Effectively

Use frequencies between 200 - 5 Khz. Preferred range is between 500 and 3 Khz the most sensitive range for hearing.

Use frequencies below 1000 Hz when the signal has to travel more than 1000 feet. Use frequencies below 500 Hz when the signal has to pass through partitions or "bend around" obstacles.

Use modulated signal (1 - 8 beeps/ sec, warble 1 - 3/sec). Use signals with frequencies different from background noise to avoid masking. For choice situations, use moderate intensity easily discriminable frequency or amplitude signals (but not too many).

Where possible use separate auditory warning system which is different from other auditory signals.

Annexure VII

LIST OF NGOS/COMPANIES FOR ACCESSORIES

• For Braille Plates/Signage Mr. R. K. Pandey, National Federation of the Blind (NFB), Bahadurgarh (Factory) 95127-6235849 (M) 9873346121 NFB Office Ph: 23562277, 23562546

• Handrails Access Plus (M) 9810558321, 9910359591

• Floor Tactile Tiles (Guiding/Warning) Pelican Ceramic Industries Pvt.Ltd. 410, Suneja Tower-1, District Centre, Janakpuri, New Delhi-58 Tel No. 25552097, 32482791, 32982791 Mr. Ashok K. Luthra (M) 9810545699

• Auditory Signals at Crossings Mr. R. Radhakrishnan, Regional Manager, CMS Traffic Systems Limited, 35-A, Ring Road,

Maharani Bagh, Kilokari, New Delhi - 110 014 Tel. Nos.- 011-30888480/1/2/3,

Fax - 26348620, Mobile No.: 9313032080

Auditory Light Signal at India gate, New Delhi, India


Annexure VIII ACCESS AUDIT CHECKLIST EXTERNAL ENVIRONMENT

Name of the site:………………………………………………………….…………………………… Address:……………………………………………………………………………………………………. Location:………………………………………………………………….......................................................

1. PARKING Yes No REMARKS

* Is there any accessible parking for PWDs? . .

* Is the no. of accessible parking enough? . .

* Is the accessible parking with in 30 meters of the entrance? . .

* Is the international symbol of access, imprinted on the parking ground?

. .

* Is there a vertical, visible signboard indicating that the lot is for use by a disabled driver only?

. .

* Do kerb ramps connect accessible parking spaces with the side kerbs?

. .

* Are there pre-cast wheel stoppers or bollards to separate pathway from the parking?

. .

* Is the size of the parking 3600mm x 4800mm? . .

*Is the drop off area marked by signage and kerb ramp?

* Does the drop off area have warning signs for vision-impaired people?

2. BUS STAND YES NO REMARKS

* Is there a Bus stand near the building?

If there is a kerb at the bus stand, then is there a kerb ramp leading to the pathway?

Is there wheel chair space under bus shelter?

What all facilities are provided for benefit of persons with vision impairment?

3. PATHWAYS YES NO REMARKS

* Is the pathway clear of all obstructions?

* Is the pathway clear of steps and stairs?

* Are there tactile guiding blocks, installed along the line of travel?

Are there warning blocks around any obstruction?

* Is the path at least 900mm wide?

*Is the surface level, smooth and non-slippery?

Does the pathway have a different color and texture than the adjacent surface?

* Are all manholes places outside the pedestrian path of travel?

* Are the gratings openings narrow, not more than 12mm?

* Are the gratings perpendicular to the direction/path of travel?


* Is there an edge protection along the pathway, 13mm minimum?

4. KERB CUTS YES NO REMARKS

* Are kerb ramps provided at all level differences, between the road surface and pathway level: Pedestrian crossings? Accessible parking space? Building entrances?

* Are kerb ramps located at each corner of street intersections?

* Is every kerb ramp faced by another kerb ramp on the opposite side of the street?

Is the slope of the kerb ramp no less than 1:12?

5. PEDESTRIAN CROSSINGS YES NO REMARKS

* Is the road surface even and slip resistant at pedestrian crossings?

* Are pedestrian traffic lights installed?

* Do traffic lights have both audible and visual signals?

* Do traffic islands (zebra crossings) have street-level pathways cut through them with a minimum width of 1500mm?

6. GENERAL OBSTRUCTIONS YES NO REMARKS

* Are there any protruding objects with in the path of travel, not detectable by a vision-impaired person with white cane?

* Are the protruding objects, marked with tactile warning at least 60mm beyond the projection area of the obstruction?

*Are all overhanging obstructions with the path of travel marked with contrasting colour?

8. TOILETS YES NO REMARKS

* Are there separate toilets for PWDs?

* Are the toilets easily indefinable?

* Is there sufficient space inside the toilets to maneuver a wheelchair?

* Do individual washrooms have clear dimensions 1750mm x 2000mm?

* Are water closets (WC) and bidets mounted at a height between 450mm-475mm?

* Is the space between the WC and the closest adjacent wall, fitted with a grab bar is between 450mm-500mm?

* Is the accessible washbasin mounted at a height between 800mm-850mm?

* Is the lower edge of the mirror positioned at a height not exceeding 1000mm?

* Are the accessible showers provided with a folding seat?

* Are all the grab bars installed near WC and showers at a height between 850mm-900mm?


* Do grab bars have a diameter of 35-40mm?

* Do wall mounted grab bars have knuckle space 40mm?

* Are grab bars non slippery?

* Can the grab bars withstand the load?

* Are faucets easy to grip and operate with one hand?

* Are shower fixtures with at least 1500mm long hoses?

* Are hot water pipes insulated or covered?

* Is the toilet equipped with an emergency alarm system?

*Can doors be locked from inside and releasable from outside under emergency situations?

* Are flushing arrangements, dispensers and toilet paper mounted between 500m and 1200mm?

Are flushing equipments easy to operate?

* Is the floor material skid proof, well drained and waterproof?

* Do pivoted doors open outwards?

9. EATING OUTLETS YES NO REMARKS

* Is the eating outlet accessible to PWDs?

* Is there a circulation path of at least 900mm wide to allow a wheelchair user to move around the eating outlet?

* Are the cash and service counter height below 850mm?

* Is the table accessible with a height of 750mm to 850mm and knee space of 750mm wide and 480mm deep?

* Do the table with fixed stools have accessible spaces for wheelchairs?

10. PUBLIC TELEPHONES YES NO REMARKS

* Are there public telephones accessible to wheel chair users?

* Is there at least one telephone in the building equipped with a loop induction unit?

* Are the numerals on the telephone raised to allow identification by touch?

* Is there proper signage directing to the public telephone?

* Are the heights of the operable parts of the telephone between 800mm and 1200mm?

*Is there a clear knee space of more than 750mm?

11. RESTING FACILITIES YES NO REMARKS

* Where there are large spaces are resting facilities provided between 100meters and 200meters?

* Is there an adjoining space for a wheelchair next to benches and public seats?

* Are public seats with a height of 750mm to 850mm and knee space of 750mm wide and 480mm deep?

* Are the tops of the table between 750mm and 900mm height?

Documents

Research Study for National Trust - Meetupfiles.meetup.com/14184/Research_Study_Road_Safety_for_National_Trust... · project. Samarthyam, National Centre for Accessible Environments,