World Bank Urban Accessibility Guidelines - English

URBAN ACCESSIBILITY DESIGN GUIDELINE Incorporating Universal Accessibility into Infrastructure Planning and Design NOVEMBER 2020

VIETNAM SUUP Technical Advisory Services on Universally Accessible Infrastructure Design

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Urban Accessibility Design Guideline

CONTENTS

About this Guide 5 Introduction 6 1.

UNIVERSAL ACCESSIBILITY: MAIN CONCEPTS AND DEMOGRAPHIC CONTEXT

1.1 1.2 1.3

Universal Accessibility and Universal Design Disability and its prevalence in Vietnam and the Mekong Delta Region Older people and accessibility: aging in Vietnam

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2. REGULATORY AND INSTITUTIONAL BACKGROUND OF UNIVERSAL ACCESSIBILITY IN VIETNAM

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2.1 2.2

Universal Accessibility legislation and policies in Vietnam Institutional structures to support Universal Accessibility

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8 10 12

3. A FIRST REVIEW OF UNIVERSAL ACCESSIBILITY IN THE MEKONG DELTA REGION

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3.1 Overview on urban Universal Accessibility in the Mekong Delta Region 3.2 Universal Accessibility gaps identified in the Mekong Delta Region 3.2.1 Streets with narrow sidewalks 3.2.2 Streets with wide sidewalks 3.2.3 Sidewalks with urban furniture 3.2.4 Sidewalks with street vendors 3.2.5 Sidewalks: most common barriers 3.2.6 Streets with canals 3.2.7 Shared streets 3.2.8 Intersections: pedestrian crossing 3.2.9 Intersections: pedestrian ramps 3.2.10 Intersections: pedestrian refuge islands 3.2.11 Transport infrastructures: bus stop—bus shelter 3.2.12 Transport infrastructures: bus stop—bus stop pole

20 22 22 23 24 25 26 27 28 29 30 31 32 33

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URBAN ACCESSIBILITY CRITERIA AND METHODOLOGY

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4.1 4.1.1 4.1.2 4.1.3 4.1.4 4.2 4.2.1 4.2.2 4.3 4.4

Urban accessibility basic technical criteria and methodology Preliminary approach to the methodology Notes on urban mobility and Universal Accessibility Accessible mobility chain Street sections and scale The accessible pedestrian route General characteristics of the APR Basic design criteria of the APR Basic design criteria of communication and signage Basic design criteria of tactile walking surface indicators

36 36 36 36 37 38 38 40 42 43

Urban Accessibility Design Guideline

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5.

URBAN ACCESSIBILITY DESIGN GUIDELINES

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5.1 5.1.1 5.1.2 5.1.3 5.2 5.2.1 5.2.2 5.2.3 5.2.4 5.2.5 5.2.6 5.2.7 5.2.8 5.3 5.3.1 5.3.2 5.4 5.4.1 5.4.2 5.4.3 5.4.4 5.4.5 5.4.6 5.4.7 5.4.8 5.5 5.51 5.5.2 5.5.3 5.5.4 5.6 5.6.1 5.6.2 5.6.3 5.7 5.7.1 5.7.2 5.8 5.9

Vertical circulation Ramps Stairs Handrails Streets with sidewalks Sidewalk < 1.5 m Sidewalk > 1.5 m Sidewalk > 1.5 m in a street with canal Sidewalk > 1.5 m with green areas Sidewalk > 1.5 m with urban furniture Wide sidewalk with tactile surface indicators Wide sidewalk with other tactile references for the APR Wide sidewalk with street vendors Shared streets Narrow streets Wide streets Intersections Raised Pedestrian crossing Depressed curb in corner location Depressed curb located in the middle of the block Single-sloped pedestrian ramps Three-sloped pedestrian ramps Traffic island level with traffic lanes Traffic island level with sidewalks Bridges Urban transport infrastructure Bus shelter Bus shelter with boarding platform Bus stop with pole and no shelter Bus stop with pole and boarding platform Parking spaces In-line car parking Car parking perpendicular to the roadside Motorcycle parking Service infrastructure Traffic lights Rainwater drainage Access to buildings A balance of Vietnamese Universal Accessibility standards and regulations and its implementation in the light of international good practice

46 46 48 50 52 52 54 55 56 57 58 60 61 62 63 64 66 66 67 68 69 70 71 72 73 74 74 75 76 77 78 79 80 81 82 82 83 84

6.

MAINSTREAMING ACCESSIBILITY

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6.1 6.2 6.3 6.4 6.5

Building awareness of the Universal Accessibility paradigm Citizen participation Planning and intervention The economic case for Universal Accessibility International good practice: European cities

90 91 93 94 99

7. THE WAY FORWARD FOR AN ACCESSIBILE FUTURE

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101

GLOSSARY 104 ACRONYMS 105

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Urban Accessibility Design Guideline

About This Guide

The Urban Accessibility Design Guidelines is targeted at everyone who makes design, planning and management decisions which affect the road and sidewalk networks as well as transport infrastructure and services in Vietnam. This includes policy makers, municipal or state officials, planners and designers, as well as external consultants and contractors.

The document provides guidance for the application of national standards and regulations on Universal Accessibility (UA) in Vietnam, taking international best practice as a reference. The ultimate purpose is to help decision makers, managers and practitioners to understand the importance of safe and accessible pavements and urban infrastructure, as well as to provide them with the necessary guidance to turn their adoption into an opportunity for city-wide improvements.

Universal Accessibility can create urban environments that are usable for everyone regardless of age, disability, or other mobility limitations. By providing for the needs of people with sensory, cognitive, or physical impairments, other encumbered users and the general population will also benefit as a consequence.

The guidelines are focused on the needs observed in the streets of Mekong River Delta cities, particularly outlining different aspects of sidewalk planning, road safety, access to buildings and public transport. Most of the analysis and the resulting design guidance and recommendations can be applied in most other parts of the country.

Urban Accessibility Design Guideline

About the Authors These guidelines were prepared by a consortium of three firms, Corporate Solutions Consulting Limited (UK), Acceplan Accesibilidad S.L. (Spain) and Vietnam Sustainable Development Inc. (Vietnam) as part of an assignment for providing â&#x20AC;&#x2122;Technical Advisory Services on Universally Accessible Infrastructure Designâ&#x20AC;&#x2122; for the World Bankâ&#x20AC;&#x201C;financed Scaling-up Urban Upgrading Project (SUUP) in Vietnam.

The SUUP targets the cities of Bac Lieu, Ben Tre, Long Xuyen, Soc Trang, Tan An, Vi Thanh and Vinh Long in the Mekong River Delta (MDR), providing tertiary infrastructure upgrading in low income areas (LIAs), improvements of priority primary and secondary infrastructure, including construction and improvement of roads and bridges, providing resettlement sites for persons affected by the above developments, and providing implementation support and capacity building to the city authorities. Aside from developing these guidelines, the Consortium has also supported the SUUP by providing UA recommendations to the detailed designs of the planned infrastructure developments in the seven target cities.

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INTRODUCTION

Two major trends are changing the world in terms of population: urbanization and aging. The population living in cities is growing worldwide, while the process of global aging is the result of decreasing fertility and mortality rates. Regardless of increasing access to higher quality healthcare globally, the number of people with disabilities is expected to grow due to the prevalence of disabilities among older people.

Vietnam (96,208.984 persons in 2019) is no different and follows patterns similar to those in other countries, as follows: • In the last 30 years Vietnam’s urban population increased by 14.3 percentage points from 20.1 percent in 1989 to 34.4 percent in 2019 (33,122,548 persons), nearly six times the population growth of rural areas over the same period1.

• Vietnam is projected to become an ’aged society’ by 20352 (where an aged society is defined as one where those aged 65 or over is higher than 14 percent). Specifically, by 2050 almost one-third of the country’s total population will be aged 60 and above, with almost 6 percent being over 80.

• Between 7 percent and 15.3 percent of the population (depending on the source consulted), that is, up to 8 million people, have some form of disability in Vietnam today.

Under this context, accessibility to the built infrastructure is essential in Vietnamese cities to avoid social and economic exclusion of people with functional limitations, regardless of age. The right to participate fully in society through inclusion in education and work can only be realized if persons with disabilities (PWD) are able to reach and use the places where those activities take place (schools, offices, work environments).

Accessibility is also essential in order to avoid 1 2

exclusion from other social and recreational activities: from transport (stations, airports, harbors) to leisure (concert halls, hotels, restaurants) and cultural facilities (libraries, museums, theatres, cultural centers, etc.).

Globally, there is an increasing understanding of the transformation required within urban environments, buildings, and transport systems to address these needs. However, intense efforts are still needed to realize this transformation. Most people in society not only consider disability to be something foreign or irrelevant to their lives, but often disregard qualities of good design and usability in the built environment around them. Therefore, accessibility tends to be considered as a way to alleviate barriers— predominantly for wheelchair users—through additional features or adaptations after the predominant needs of a building or urban infrastructure have been designed into the structure. This is partly because PWDs are still a marginalized minority, and partly because there is a lack of understanding as to the link between accessible urban environments and quality in design and services for all its users. Change and reform is therefore required on many fronts.

These guidelines aim to support this effort of transformation, by building awareness and understanding among professionals of internationally accepted technical design criteria for Universal Accessibility. This will, in parallel, benefit World Bank–financed infrastructure developments in the built environment and the transportation sector in Vietnam, such as the Vietnam Scaling-up Urban Upgrading Project (SUUP). These guidelines have been prepared to offer technical, stateof-the-art design guidelines applicable to the current setup, norms, and gaps identified in the areas of disability support and accessibility in Vietnam.

2019 Population and Housing Census http://vietnamnews.vn/society/523739/viet-nam-to-meet-needs-of-aging-populationhtml#44WGLDcprJHt2Gtq.99

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Urban Accessibility Design Guideline

UNIVERSAL ACCESSIBILITY: MAIN CONCEPTS AND DEMOGRAPHIC CONTEXT

Urban Accessibility Design Guideline

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1.1 Universal Accessibility and Universal Design

Accessibility in the built environment enables persons with disabilities (PWDs) to carry out their daily activities and to participate safely, independently, with confidence, and with dignity in any social activity, work, education, etc.).

The concept of accessibility may appear to be simple or intuitive, but despite the word being known and in common use, no unambiguous definition of it exists3. The Vietnamese Law on Persons with Disabilities, provides the following definition:

“ Accessibility means to ensure persons with disabilities can use public facilities, transportation, information technology, cultural services, sports, tourism and other appropriate services to integrate into the community”.

(Clause 8, Article 2, Law on Persons with Disabilities)

However, PWDs are not the only ones who can benefit from accessible built environments.

Therefore, the definition can become more inclusive to encapsulate all beneficiaries, such as the definition proposed by the European Concept of Accessibility (CCPT, 1996)4:

“ Accessibility is a basic feature of the built environment. It is the way in which houses, shops, theatres, parks and places of work can be reached and used. Accessibility enables people to participate in the social and economic activities for which the built environment is intended.”

European Concept of Accessibility, 1996.

Universal Accessibility Taking this concept to its wider expression we can define what is known as the Universal Accessibility (UA) paradigm. It refers to accessibility everywhere, accessibility for everyone, and accessibility at all times.

The idea of UA aims to produce environments, products, services and systems that can be used by all members of society (including the disabled, older people, parents with strollers, children, people carrying loads and luggage, those who are obese, people who are unusually tall or short, etc.), in order to avoid any form of exclusion and provide full personal autonomy for everyone without distinctions.

The World Bank Disability Inclusion and Accountability Framework states that “lack of accessibility hinders participation in the job market and in social and civic activities. This results in disadvantage and vulnerable situations for persons with disabilities, leading to disproportionate rates of poverty, deprivation, and exclusion. Accessible urban environments also benefit other population groups, including older persons and children”5.

Universal Design A key element of UA is Universal Design, a concept proposed in the 1990s by Ronald Mace, which dictates that when developing products, environments and services, we must consider from the initial design and to the maximum extent possible, the span of abilities of all citizens, and not just the average person6. Seven

Iwarsson,S & Stahl, A. (2003). Accessibility, usability and universal design: positioning and definition of concepts describing person-environment relationships. Disability and Rehabilitation, 25, 57-66 4 CCPT (1996) Concepto Europeo de Accesibilidad (European Concept for Accessibility) [English translation). Spanish version of CEAPAT, IMSERSO: Madrid 5 World Bank Disability Inclusion and Accountability Framework 2018, 3

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Urban Accessibility Design Guideline

BOX 1.1 The Principles Of Universal Design Developed in 1997 by the Centre of Universal Design in North Carolina, USA

Principle One Equitable Use. The design is useful and marketable to any group of users.

Principle Two Flexibility in Use. The design accommodates a wide range of individual preferences and abilities.

Principle Three Simple and Intuitive. Use of the design is easy to understand, regardless of the user’s experience, knowledge, language skills, or current concentration level.

Principle Four Perceptible Information. The design communicates necessary information effectively to the user, regardless of ambient conditions or the user’s sensory abilities.

Principle Five Tolerance for Error. The design minimizes hazards and the adverse consequences of accidental or unintended actions.

Principle Six Low Physical Effort: The design can be used effectively and comfortably and causing minimal fatigue.

Principle Seven Size and Space for Approach and Use. Appropriate size and space is provided for approach, reach, manipulation, and use regardless of the user’s body size, posture, or mobility.

principles were developed in 1997 that any universal design must follow, as shown below.

These principles, mostly addressed to planners and designers, are to be included from the start in the design of any new space, product, or service.

However, in order to reach UA, the following also have to be taken into consideration: • Specific adaptations (for all that has been put in place without accessibility considerations); • Financial aid (such as concessionary fares in transportation); • Assistive technologies and products (such as wheelchairs or hearing aids); and • Specialized services or support and other personal services (such as personal assistance).

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In the urban context, UA is a useful tool for all citizens because it guarantees equal access to public environments and transport, regardless of any permanent or temporary limitations, and at the same time increases usability.

Achieving UA in cities requires, in the first place, to focus on the design of public access elements, such as pathways, pedestrian crossings, spaces for public gatherings, public buildings, and transportation infrastructure.

At the same time, cross-cutting dimensions of accessibility, (such as regulations, standards, awareness raising or training) need to be considered in all interventions and policies, as they are a prerequisite to fully accessible design and services.

‘Design of products and environments to be usable by all people to the greatest extent possible, without the need for adaptation or of specialized design’. Mace, R. 2008. About UD. The Centre for Universal Design

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1.2 Disability and its prevalence in Vietnam and the Mekong Delta Region

The idea of disability refers to the interaction between the features of the human body and the features of the society in which an individual exists7. It is an umbrella term for impairments, activity limitations and participation restrictions, resulting from a negative interaction between an individual (with a specific health condition) and that individual’s contextual factors (environmental factors—that is the physical environment an individual interacts with, including infrastructure—and personal factors).

The importance of environmental factors as determinants of health and disability has been recognized by the World Health Organization (WHO)8 since 2001. The relationship between built environment and health has been widely studied during recent years; while in the field of disability the different legal, technical and policy orientations have supported a rights-based approach through the so-called “Social Model of Disability” and the United Nations Convention of the Rights of People with Disabilities (UNCRPD). This global convention was signed by Vietnam in 2007 and ratified in 2015.

The UNCRPD states that persons with disabilities “include those who have long-term physical, mental, intellectual or sensory impairments which, in interaction with various barriers, may hinder their full and effective participation in society on an equal basis with others”.

Furthermore, it states that no policies or decisions that affect the interests and participation of PWDs in society, and that of their representatives, can be made without their consultation. An idea that was summed up in the expression: “nothing about us without us”.

In addition to those considered as PWDs, whenever other users of UA are considered (such as older people who are frail, pregnant women, parents with small children, passengers with luggage, visitors or tourists and people with temporary impairments such as a broken leg, etc.), they will be referred to as persons with reduced Mobility (PRMs).

Measuring Disability in Vietnam and the Mekong Delta Region According to WHO9 the average preva¬lence rate of disabilities in the adult population of the world (aged 18 years and over), was 15.6 percent in 2002–04.

In Vietnam, different statistical studies offer differing figures of the prevalence of disability depending on how disability is measured. According to the 2006 Vietnam Household Living Standards Survey (VHLSS), the disabled population constitutes 15.3 percent of all Vietnamese. The Ministry of Labour, Invalids and Social Affairs (MOLISA), made an estimation that by 2018 the country would include around 8 million PWDs aged five and over, accounting for 7.8 percent of the population10. Recently, in January 2019, the General Statistics Office and UNICEF published their estimations from the 2016–17 survey, where they estimated that 7.06 percent of the Vietnamese population aged two and over— about 6.2 million people— have disabilities. From this survey, a total of almost 12 million people are estimated to live in a family with a disabled member.

Petchey OL1, Gaston KJ. (2006) Functional diversity: back to basics and looking forward. Ecol Lett. 2006 Jun;9(6):741-58 WHO (2003) International Classification of Functioning, Disability and Health, (ICF) 9 WHO, 2011, World Report on Disability. Result from the World Health Survey in 59 countries 10 58%, of them would be female and 28.3% children. It also estimated that of the total number of PWDs nationwide, 29% are people with severe or exceptionally severe disabilities 7 8

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Urban Accessibility Design Guideline

These variations in the disability rate mostly result from the use of different methods of measurement: data collection methods, classification of the types of disabilities, etc., as well as from bias introduced in the interviewing process. However, according to Phan (2017)11 â&#x20AC;&#x153;whether it is 7.8% or 15.3%, Vietnamâ&#x20AC;&#x2122;s disability rate is among the highest in the region and is expected to rise due to social development causes, accidents and environmental pollutionâ&#x20AC;?.

Regarding the internal differences in the prevalence of disabilities, they are substantial when comparing regions and provinces. According to the 2016 Vietnam National Survey on PWD, the Mekong Delta Region (MDR) is the region of the country with the second highest percentage of disabled people aged two years old and over (7.54 percent), surpassing the national average of 7.06 percent. According to the same Survey, 21.09 percent of the MDR households have at least a member with disabilities.

A breakdown of the main types of disabilities in Vietnam and the MDR is presented in the following table (table 1.1).

With respect to the social condition of households with disabilities, around 75 percent of them are in rural areas, 32.5 percent are poor and 51.2 percent have difficulties in caring for PWDs in their daily life (according to an investigation by MOLISA in 2009).

Around 80 percent of PWDs in urban areas and 70 percent in rural areas are dependent on their families, their relatives or social allowance, while only 11 percent of the total can live independently.

Also relevant is the fact that disability is more prevalent amongst women. They spend more time in the home and neighborhood than men, so they are more directly exposed to the hazards of poor sanitation or disease, as well as having a longer life expectancy.

Table 1.1: Certified PWDs by type of disability Physical

Sensory

Visual

Psychosocial

Intellectual

Other

VIETNAM

41.3%

8.3%

6.6%

29.1%

14.5%

0.2%

MDR

48.1%

7.6%

6.4%

21.9%

10.7%

5.3%

Vietnam National Survey on PWD, 2016.

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Phan, Giang. (2017), Understanding CRPD implementation in Vietnam. In D.L. Cogburn, T.K. Reuter: Making Disability Rights Real in Southeast Asia. Maryland, Lexington Books.

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1.3 Older people and accessibility: aging in Vietnam

Older people are considered direct beneficiaries of most accessibility interventions due to the progressive increase and prevalence of illness, frailty and disability during the Third Age (the term is used to describe the period of life above the age of 65).

However, being 65 or over does not necessarily mean having a disability, so discretion is needed that is respectful towards this group of the population’s diverse health and functional condition.

Vietnam is one of the fastest aging countries in Asia. Data by HelpAge12 shows that by 2050, the number of people 60 years and over will grow from 12.3 percent in 2019 to around 27.2 percent of the population—almost 30 million people. The median age in the country will increase from 28.5 in 2010 to 36.7 by 2030 and 42.4 by 2050 (UN population projections, 2018). Vietnam’s population is expected to surpass 106 million by 2030 (see figure 1.1).

Figure 1.1: Expected evolution of main age cohorts in Vietnam until 2100

Both men and women are living longer in Vietnam.

While women are expected to outlive men by 9.2 years, the number of years spent in poor health—the gap between life expectancy and healthy life expectancy— is greater for women (10.2 years) than for men (7.5 years)14. Furthermore, the trend will continue as recent population data shows that the country is reaching the end of its ‘demographic transition’, a process marked by three emerging characteristics: decreasing fertility rates, decreasing mortality rates, and increasing life expectancy. As a result of this process, the child population has declined, and the working-age population and elderly populations have increased15.

In fact, compared to other societies, Vietnam will become an aged country in a shorter time. It took France 115 years to move from a proportion of 65+ of 7 to 14 percent. The same process took USA 69 years and Japan and China 26 years. But, for Vietnam it will take only 20 years16. Consequently, the oldage dependency ratio (Age 65 or over / Age 15–64) is expected to almost triple between 2019 and 2050 from 11.4 percent to 32.8 percent.

Considering the high reliance of older persons on family support in traditional societies like Vietnam, those demographic changes will demand important reforms to cope with income and health risks of older people in the near future. And this will need to include UA improvements to help them maintain independence and access to services and support.

Source: United Nations (2018) 13

Ibídem United Nations, Department of Economic and Social Affairs, Population Division, Probabilistic population projections based on the world population prospects: the 2017 revision, http://esa.un.org/unpd/wpp (18 October 2018) 14 HelpAge International (2018). Trends in aging and health. Vietnam. http://ageingasia.org/age¬ing-population-vietnam/ Accessed Oct 01 2019 15 The Aging population in Viet Nam: Current status, prognosis, and possible policy responses. Available from:https://www.researchgate.net/ publication/230750835_The_Aging_population_in_Viet_Nam_Current_status_prognosis_and_possible_policy_responses [accessed Oct 22 2019].

16 Long Thanh Giang (2011) The Aging population in Viet Nam: Current status, prognosis, and possi¬ble policy responses. UNFPA. United Nations Vietnam 12 13

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Urban Accessibility Design Guideline

REGULATORY AND INSTITUTIONAL BACKGROUND OF UNIVERSAL ACCESSIBILITY IN VIETNAM

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Experiences from other countries shows that voluntary efforts and demographic dynamics are not sufficient in adequately removing barriers towards achieving Universal Accessibility (UA). Instead, among other things, a range of standards and regulations are necessary, along with institutions that are prepared to disseminate these and enforce compliance.

2.1 Universal Accessibility legislation and policies in Vietnam

The 1992 Constitution of the Socialist Republic of Vietnam introduced the need to protect people with disabilities (PWDs).

The rights of people with disabilities were identified in the Law on People with Disabilities, approved by the National Assembly on June 17, 2010, and became effective from January 1, 2011. This includes, among others, the right to equal participation in social activities, living independently, and having access to public services, transportation, information technology, cultural services, sports, tourism, and other services appropriate to the different types and levels of disability.

Since then the Ministry of Construction, which has a mandate and responsibilities to ensure that the built environment is accessible to PWDs, has published a number of legal documents for the design and construction of accessible structures to cater for their needs. These are as follows: • Vietnam Construction Standard TCXDVN 228:1998 Access of disabled to the building— Part 1: Access for the wheelchair bound person – Design requirements.

• Vietnam Construction Standard TCXDVN 264:2002 Building and Facilities— Basic rules of accessible design and construction for people with disabilities.

• Vietnam Construction Standard TCXDVN 265:2002 Route and Sidewalk— Basic rules of accessible design and construction for people with disabilities.

• Vietnam Building code QCXDVN 01:2002 Building code of accessible construction for people with disabilities.

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However, after 2006, Vietnam’s institutional approach to disability changed significantly, as a consequence of becoming one of the 150 country signatories of the United Nations Convention on the Rights of Persons with Disabilities (UNCRPD). This advocates for the promotion and protection of PWDs to ensure they enjoy fully and fairly all human rights and freedoms.

The convention sets the level and quality of inclusion of PWDs in society and the type of policies and instruments that must be used to facilitate this.

Accessibility is one of the most important elements to be considered, as can be seen from Article 9 of the convention:

To enable persons with disabilities to live independently and participate fully in all aspects of life, State Parties shall take appropriate measures to ensure to persons with disabilities access, on an equal basis with others, to the physical environment, to transportation, to information and communications, including information and communications technologies and systems, and to other facilities and services open or provided to the public, both in urban and in rural areas.

This article also highlights the importance of promoting, monitoring, training on, and maintaining accessibility.

Urban Accessibility Design Guideline

Following the signing of the UNCRPD on October 22, 2007, Vietnam issued new legal documents for PWD inclusion. The most important is the Law on People with Disabilities (No. 51/2010/QH12) which aims to identify the fundamental rights of PWDs and ensure these are protected. Following this law the government has issued decrees, and the Prime Minister decisions on the subject. Ministries have also issued several supporting documents for PWDs; particularly the Ministry of Construction and Ministry of Transport, which issued the following new accessibility-related standards and instructions: • The Ministry of Construction issued the National Technical Regulation QCVN 10:2014/BXD National Technical Regulation on Construction for Disabled Access to Buildings and Facilities replacing the QCXDVN 01:2002 • The Ministry of Transport issued the Circular No. 39/2012 / TT-BGTVT dated September 24, 2012, guiding the implementation of national technical regulations on assigned infrastructure, including information, support tools and policies for priority access of PWDs to public transport.

The 2010 Law on People with Disabilities (Article 40) also stipulates that all apartment buildings, working offices, public technical and social infrastructure facilities must ensure accessibility for PWDs by January 1, 2025.

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In summary, Vietnam’s legislation for safeguarding the rights of PWDs has advanced significantly in the last decades. However, regardless of the modernization produced following the signing of the UNCRPD, there are still fundamental gaps in ideology and instruments.

One of these gaps, as highlighted by Phan (2017) , is that Vietnamese regulation still portrays PWDs as persons in need of charity, rather than as individuals whose accessibility needs must be accommodated as a matter of basic human right (the so-called rightsbased approach to accessibility).

With regards to accessibility codes and standards, Vietnam is not yet equipped with the right structures and instruments to support their implementation and mainstreaming, and in areas such as the MDR, progress made to date is not evident. So far, field observations and data gathered by specialists reveals that enforcement of relevant regulations has not been very effective in the region. As a result, most buildings, public spaces, and transport facilities are still not usable or easily accessible to PWDs. This is elaborated on further in this document.

Phan, G (2017) Understanding National Implementation of the CRPD in Vietnam, in Derrick L. Cogburn and Tina Kempin Reuter, Making disability rights real in Southeast Asia : implementing the UN Convention on the Rights of Persons with Disabilities in ASEAN, Lexington Books.

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2.2 Institutional structures to support Universal Accessibility

The allocation of responsibilities for achieving the goals defined in the Law on People with Disabilities, is clearly stated in Article 50 of the law, with national ministries, agencies, departments and public sector agencies having responsibility for regulating and safeguarding the rights of PWDs. The distribution of competences and responsibilities linked with UA are appointed specifically to the following ministries:

Box 2.1 Ministries with responsibilities linked to Universal Accessibility • The Ministry of Labour, War Invalids and Social Affairs is the lead agency responsible for vocational training, job creation, awareness raising, care and support for PWDs. • The Ministry of Education and Training is responsible for increasing PWDs’ access to education.

• The Ministry of Construction is responsible for making the built environment accessible for PWDs. • The Ministry of Transport is responsible for ensuring PWDs can access and use transportation.

• The Ministry of Information and Communications is responsible for ensuring PWDs’ in accessing and using information and communication technologies.

• The Ministry of Culture, Sports and Tourism is responsible for ensuring PWDs access and participation in cultural, sports and tourism activities.

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Among these ministries, the mandates of the Ministry of Transport and the Ministry of Construction are the ones most closely related to mobility of PWDs and use of the built environment. Additionally, the Provincial People’s Committees are responsible for the implementation of annual work plans which relate to providing support for PWDs. Regarding policies and action plans, a scheme for supporting initiatives targeting PWDs during the period of 2012- 2020, was approved on August 5, 2012, following the Prime Minister’s Decision 1019/ QD-TT. The objective of this scheme was to provide support for the improvement of PWD’s access to basic rights, including: • Access to education; • Access and use of the built environment; • Access and use of urban mobility and transport systems; • Access and use of information and communication technology; • Access to legal aid; and • Supporting PWDs in cultural activities, sports and tourism.

The National Coordinating Council for Disabilities (NCDD) was established in 2001 under the Ministry of Labour, War Invalids and Social Affairs. It is responsible for leading, coordinating, inspecting, and monitoring the development and implementation of legislation, projects, proposals and plans for supporting disability.

The NCDD has focused its efforts on communication and awareness-raising activities on disability issues and the introduction of targets in areas including access to public urban environments and public transport, access to information and communication and assistive technologies.

Urban Accessibility Design Guideline

Decision No. 1019 dated August 5, 2012, approved major activities such as: providing assistive tools for people with disabilities and assistance access to education, vocational training, job creation; assistance to access and use of construction works; assistance to access and participate in traffic planning and transportation; assistance to access and use of information and communication technology, and legal assistance; assistance in cultural activities, sports and tourism; and awareness raising; care capacity ;support for people with disabilities and monitoring and evaluation.

On October 6, 2015, the Prime Minister signed Decision No. 1717 establishing the National Committee on Disability of Vietnam (NCD) to comply with provisions of the UNCRPD. According to this decision, the Minister of Labour, War Invalids and Social Affairs is the Chairman of the Committee, and the Deputy Minister is the Vice Chairman of the Committee.

The Commissioners include Deputy Ministers of the Interior; Finance; Planning and Investment; Justice; Medical; Education and Training; Culture, Sports and Tourism; Construction; Transportation; Information and Communication; Science and Technology.

The NCD is responsible for assisting the Prime Minister in directing and coordinating between ministries, branches and localities in resolving issues related to mechanisms and policies for public implementation.

In addition, representatives of the Central Committee of the Vietnam Fatherland Front, Vietnam Association of People with Disabilities, Central Vietnam Women’s Union, Vietnam Sponsoring Association for the Disabled and Orphans of Vietnam, Vietnam Blind Association, Vietnam Association of Victims of Agent Orange are also invited to become members of the NCD.

Urban Accessibility Design Guideline

Regional institutional structures for Universal Accessibilty management Vietnam currently has no regulations for regional administrative units, although the country is divided into many regions such as the Red River Delta Region, the Mekong Delta Region, the Northern Midlands and Mountains, Central Highlands, Southeast region and Southwest region.

Provincial departments and agencies are a part of public administration similar to ministries at the central level and acting under the people’s committees of provinces or cities. These public bodies in the provinces of Vietnam have similar responsibilities to the ministries in relation to PWDs but to a limited level within each province.

The People’s Committee is a national administrative agency of the administrative system of the Socialist Republic of Vietnam. It is a law enforcement agency at provincial, district and commune levels. The function of the People’s Committee is state management.

The People’s Committee has the right to promulgate mechanisms and policies suitable to the reality of its locality and create favorable conditions to encourage all economic sectors to develop and attract foreign investment. The Provincial People’s Committee has a decisive role in defining the organizational structure and specific tasks and powers of professional agencies under the people’s committees at their respective levels.

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Government agencies and PRM organizations At the central level, the role of civil society organizations representing PWDs, is fulfilled by the Vietnam Federation on Disability. It consists of a cluster of disability organizations at the national level following Decision No. 1179-QD-BNV of the Ministry of Home Affairs on October 14, 2010. At the province and district levels, depending on the specific conditions, the Provincial People’s Committee shall decide to the “Union” that consists of voluntary representatives of the Federation, its divisions and affiliated units established in accordance with the law.

In addition to this, the following organizations participate in advocacy and action for improving accessibility for PWDs each with different scopes, missions, and responsibilities: • Vietnam Fatherland Front; • Vietnam General Confederation of Labour; • Vietnam Women’s Union Vietnam; • Ho Chi Minh Communist Youth Union; • Vietnam Cooperative Union, Vietnam Red Cross Association; • Vietnam Association for People with Disabilities; • Vietnam Sponsoring Association for the Disabled and Orphans; and • Vietnam Association for Invalids and Disabilities Enterprises.

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Apart from general advocacy activities, these organizations help provide assistance, access to social services, implementation of policies, laws and programs and general support to PWDs. It seems that these organizations are not as involved in wider advocacy for accessibility in the built environments.

Additionally, according to Help Age International, there are 11,122 older people associations (OPA) within all communities with about 99,578 branches (at village level) in Vietnam. All OPAs belong to the Vietnam Association of the Elderly (VAE), which is an organization with more than 8.3 million members across the country. VAE conducts many activities for care and promotion of older people in Vietnam (longevity ceremony, rights protection, establishing clubs, advocacy, etc.) and contributes substantially to community and society.

In summary, according to the institutional structures analyzed, there are enough formal structures with the mandate to ensure that accessibility issues are included in bylaws, plans and policies. Furthermore, from the point of view of having a fabric of administrative institutions and instruments, Vietnam seems prepared to cover what is needed for the implementation of UNCRPD. Using these structures correctly in education and enforcement of existing disability regulations and mainstreaming UA seems to be the main barrier, and the priority going forward.

Urban Accessibility Design Guideline

A FIRST REVIEW OF UNIVERSAL ACCESSIBILITY IN THE MEKONG DELTA REGION

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3.1 Overview on urban Universal Accessibility in the Mekong Delta Region

Vietnam has been experiencing rapid urban growth in recent years. The speed of this growth has caused dramatic changes in the local landscape, due to both the planned and informal urbanization of areas around urban centers.

The current urbanization model is focused on the development of roads, with private vehicular traffic as the protagonist of urban infrastructure. Although traffic demands are high in the country and in the Mekong Delta Region (MDR), the draw backs can be important for accessibility in the cities due to oversized public spaces, with wide roads dividing neighborhoods, increased infrastructure costs, pollution, and the prioritization of motorized private travel against walkability and accessibility.

Urban mobility in Vietnamese cities is characterized by massive traffic flows and a chaotic prevalence of motorcycles that occupy most of the pedestrian areas.

At present the modal split for urban trips is: • 3-5 percent pedestrians; • 1-3 percent cycling; • 6 percent public transport; • 9-11 percent private car: and • The rest, around 80 percent of urban mobility, is based on motorcycles and scooters.

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The car motorization rate is 60 cars per 1,000 inhabitants with a growth rate of 16 percent per annum (base year 2008), while the motorcycle ownership is about 390 motor scooters per 1,000 inhabitants with a growth rate of 8 percent per year18.

The Vietnam Investment Review, reported that “by 2035, more than half the country’s population will join the ranks of the global middle class, with a spending of $15 or more per day.”19 This means that, if the urbanization process does not evolve towards a more sustainable model, the increase in the population’s purchasing power will lead to a massive prevalence of private cars on the streets, also increasing traffic chaos.

As a result of this urbanization model and uncontrolled traffic, a series of problems affecting Universal Accessibility (UA) and pedestrian mobility have been identified through studies and field visits on the MDR cities. The main ones are listed below in box 3.1:

Emberger, Günter. (2016). Urban transport in Ho Chi Minh City, Vietnam. 10.1007/978-3-319-04615- 0_10.

Marshal, Robert. (2019). A city in transition: the future of transportation in Ho Chi Minh City. Urbanet.

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Photo 3.1: Motorcycles count for 80% of urban mobility in Vietnam Source: The authors

Box 3.1 Impact of urbanization on Universal Accessibility in the Mekong Delta Region

• Although many of the physical elements that define sidewalks are regulated by a range of city codes and policies, they are not enforced or followedup. This general incompliance condemns a relevant portion of society to isolation and inequality as they cannot use the public right of way autonomously and safely.

• Most sidewalks do not provide a secure and accessible environment for all users, particularly for PRMs. In many cases, sidewalks are poorly designed or falling into disrepair.

When surfaces are cracked or uneven, they become tripping hazards and are uncomfortable to walk on.

• The existence of obstacles along the sidewalk is permanent. Urban furniture, shops commercial activity and motorbikes do not allow a sidewalk minimum clear path to exist, forcing the pedestrians to move along the road itself.

• Streets without sidewalks are not unusual. Those who want to walk or who are unable to drive, are forced to walk on the road, putting these pedestrians as well as drivers and their passengers at risk.

• Although accessibility is not widespread in the region, there are recognizable elements, such as tactile walking surfaces, incorporated in newer urban developments or renovations.

• However, at the same time, the poor implementation of tactile paving reveals a lack of knowledge and understanding about the function of fundamental UA elements. This means that complementary tools are needed to reinforce UA regulations, along with a more extensive explanation about the function and applicability of regulated parameters and how they are connected to urban mobility and urban design.

• Lighting is another important factor for both actual and perceived safety for those using sidewalks, and appropriate levels should be created and maintained.

To better illustrate the main barriers to accessibility found in Vietnamese cities, the following subsections summarize the main universal accessibility problems observed during the in-field accessibility assessment of infrastructure in the Scaling-up Urban Upgrading Project (SUUP) cities in the MDR.

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3.2 Universal Accessibility gaps identified in the Mekong Delta Region 3.2.1 Streets with narrow sidewalks The main objective of designing a street section with sidewalks is ensuring a secure walking path for pedestrians. A minimum width must always be preserved, without the presence of barriers that can hinder pedestrian circulation. That is the case on wider streets, often with sidewalks on both sides, where pedestrian and vehicular traffic are supposed to circulate on distinct and separated spaces.

However, narrow sidewalks do not provide sufficient space for the placing of urban elements, such as urban furniture and service infrastructure. Under these conditions the commercial space extending onto the sidewalk, or the parking of motorcycles or other vehicles, should be absolutely prevented and discouraged.

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When the pedestrian route is interrupted, pedestrians are forced to walk on the road.

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Different elements interrupt the pedestrian route, making it impossible to walk on the sidewalk.

Figure 3.1 Narrow sidewalks and the walking path. Source: The authors.

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3.2.2 Streets with wide sidewalks For wider sidewalks, it is necessary to consider the location of the different elements and activities, so that the walking path is clearly identifiable and unobstructed.

A common problem of wide sidewalks is that they are not treated as an area dedicated to pedestrian circulation, but as a residual area in which cluttered elements accumulate. This space disorganization results in the loss of a continuous walking path. This is very important for PRMs, particularly for the visually impaired that might get disoriented. Undue and disorderly occupation of the sidewalks forces pedestrians to walk on the road endangering their own security and that of the drivers.

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The location of elements next to the building edge makes it impossible for the edge to be used as a reference for the orientation of people with visual disabilities.

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Despite the wide space, it is not easy to identify the walking path on the sidewalk.

Figure 3.2 Wide sidewalks and the walking path

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3.2.3 Sidewalks with urban furniture In most cases, there is no clear order in arranging service infrastructureâ&#x20AC;&#x201D; such as manholes, ventilation grates, fire hydrants, standpipesâ&#x20AC;&#x201D;and urban furniture on the sidewalks. Benches, planters, trees, green areas, poles, among others, are arranged in an apparently random way, without considering aligning them to leave a continuous free space along the sidewalk for the walking path. Pedestrian mobility becomes safer and more efficient when it follows a clear path running separate from vehicular traffic.

Other situations that pose a risk to pedestrian mobility have also been identified, such as poles with support cables fixed to the ground, These are not very visible or easily identifiable by pedestrians, potentially leading to falls and trips.

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The location of elements on both sides of the sidewalk means that there is no clear reference for the orientation of people with visual impairment along the pedestrian route.

Figure 3.3 Sidewalks with urban furniture

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3.2.4 Sidewalks with street vendors Street vendors, commonly presenting in the streets of Vietnamese cities, as well as shops extending their commercial space onto the sidewalk, create frequent barriers for pedestrian mobility. The lack of discipline and control in the use of the public right of way is a source of frequent accessibility problems, as the walking path is narrowed forcing pedestrians to step down to the road. At the same time, protruding objects and temporary and unexpected obstacles create additional barriers for visually impaired people.

It is difficult for all activities to coexist on the limited space of a sidewalk. Preference to pedestrian circulation needs to be maintained whilst respecting legal requirements, those of width and height as a minimum. The pedestrian accessible route needs to be clearly defined under these circumstances through adequate marking and signposting.

1 The

location of elements next to the building edge makes it impossible for the edge to be used as a reference for the orientation of people with visual disabilities.

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Despite the wide space, it is not easy to identify the walking path on the sidewalk.

Figure 3.4 Sidewalks with street vendors

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3.2.5 Sidewalks: most common barriers Vehicles parked on the sidewalksâ&#x20AC;&#x201D;particularly motorcyclesâ&#x20AC;&#x201D;are the most commonly observed barrier to pedestrian mobility in Vietnamese cities.

Regulated parking spaces for motorcycles could scarcely be found in the streets of MDR cities, therefore a great number of motorcycles are seen parked on the sidewalks, obstructing the walking path.

This makes it impossible for pedestrians to use sidewalks for walking, forcing them to use the road and putting themselves at risk. The risk increases when it comes to PWDs. Wheelchair users, for example, tend to use the road systematically, due to the constant presence of barriers that obstruct the walking path and the lack of accessible ramps. People with visual impairments often memorize frequent routes, so the presence of ad hoc barriers on the sidewalk prevents their safe and autonomous movement.

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The location of elements on both sides of the sidewalk means that there is no clear reference for the orientation of people with visual impairment along the pedestrian route.

Figure 3.5 Motorcycles blocking the sidewalks. Source: The authors.

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3.2.6 Streets with canals The width of the streets with canals may vary. Low income residential areas (LIAs) have predominantly narrow street sections (figure 3.6, panel b) where urban infrastructure is precarious or nonexistent. These streets do not have structural elements to protect pedestrians from the danger of falling into the canalâ&#x20AC;&#x201D; such as handrails, for example. The lack of such protection elements is especially dangerous for the mobility of persons with disabilities, especially for those with visual impairment.

Wider street sections with canals (figure 3.6, panel a) typically hold more urban furniture and service infrastructure, offering higher quality spaces around the canal. However, not all protection barriers for canals are adequate or fulfil their function. There are technical standards that need to be enforced to provide adequate protection, such as handrails.

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The location of elements on both sides of the sidewalk means that there is no clear reference for the orientation of people with visual impairments along the pedestrian route.

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The existing protection barriers between the sidewalk and the canal are inadequate.

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There is no recognizable pedestrian path.

There is no tactile reference that allows the orientation of people with visual impairments along the pedestrian route.

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The lack of protection elements increases the risk of falling into the canal. These situations are especially dangerous in narrow streets where pedestrians and motorcycles share the same street space.

Figure 3.6 a. Wider streets with canals; b. Narrow streets with canals

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3.2.7 Shared streets Sharing the street space between vehicles and pedestrians can be a good solution when the space is limited, and the speed of vehicles is slow. At the same time, ensuring UA requires special attention. In shared streets, vehicles and pedestrians use the street at the same level without any clear division between allocated spaces. In MDR cities sharing is used in very narrow streets, as can be found in low income areas (LIAS), where separation between pedestrians and vehicles is not possible without restricting the circulation for either group.

This coexistence is particularly challenging for PRMs, especially for those with visual impairment. In the cases assessed during the field visits, pedestrian priority is not specified and no walking paths or tactile indications for people with visual impairment were found. The speed limit for vehicles is not defined either.

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Pedestrians and vehicles share the same street space, without any warning for pedestrian priority.

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There is no tactile reference that warns pedestrians with visual impairment of traffic.

Figure 3.7 Shared streets between vehicles and pedestrians. Source: The authors.

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3.2.8 Intersections: pedestrian crossing Most intersections between vehicular and pedestrian routes are not marked or constructed in a way as to promote safe and accessible mobility for pedestrians. While many crosswalks marked on the streets have been observed, there are many more intersections where pedestrians must look for a way to cross the road.

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supports (poles) are poorly

located.

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and infrastructural elements obstructing the access to the sidewalk on the pedestrian crossing area should be avoided.

Figure 3.8 Intersections with pedestrian crossings. Source: The authors.

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3.2.9 Intersections: pedestrian ramps The presence of pedestrian ramps at pedestrian crossings is a rarity in the MDR cities visited. Most commonly, there is no ramped cut of the curb at crossing points or street intersections that can enable a wheelchair to cross the street. Some streets have sloped curbs along the full width of the crosswalk and following the line of the sidewalk but, in most cases, the slopes are too steep for accessibility. In fact, these ramped curbs are used by motorists to climb on the sidewalk to park or circulate, while a wheelchair user would find them too steep and dangerous for use.

Some pedestrian ramps observed during the field visit did comply with the main parameters of width and maximum slope required by UA Vietnamese regulations. However, the use of tactile walking surface indicators (TWSIs) for the orientation of visually impaired people was seldomly found on pedestrian ramps. Those observed were not positioned suitably to warn blind users about the danger of leaving the pedestrian area and entering the road. Other design problems were found in the layout of the ramps, as shown in figure 3.9.

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width and lack of tactile signage on the pavement.

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Inadequate slope.

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Existence of a gap between the ramp and the road.

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Lack of crosswalk signaling.

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Lack of pedestrian ramp

Figure 3.9 Intersections and pedestrian ramps. Source: The authors.

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3.2.10 Intersections: pedestrian refuge island Pedestrian refuge islands allow pedestrians to cross wide roads in two phases and stay in a secure areaâ&#x20AC;&#x201D;placed between the two direction lanesâ&#x20AC;&#x201D;until the crossing can be completed. These spaces of refuge are important in helping older people and other slow-moving persons cross the avenues and wide streets.

In the MRD cities, pedestrian refuge islands are not very common. Those that were observed during the field visits were found inadequate for providing real refuge. Often, they do not have appropriate, suitably marked surfaces, or are interrupted by infrastructure elements, curbs, or green areas, leaving the impression that they were not designed for the safety of pedestrians.

Whenever pedestrian refuge islands with curbs were observed, no sloped cuts or ramps where found to help people with disabilities, especially wheelchair users, access the safe waiting area in the middle of the crosswalk.

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Traffic island is level with vehicular lane, and the safe area for waiting at the crosswalk is not defined.

Figure 3.10 Intersections and pedestrian refuge islands. Source: The authors.

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3.2.11 Transport infrastructures: bus stop—bus shelter Several factors influence the accessibility of urban bus stops. The choice between installing a bus shelter or a simple pole must take into consideration the characteristics of the sidewalk where it will be located.

The image shown in figure 3.11, reveals a fairly common situation where a platform is constructed to install the bus shelter, creating platforms and steps that pose a barrier for PWDs wishing to access the bus stop area.

In addition to limiting PWDs’ access to urban transport systems, this type of obstacle increases the risk of trips and falls of passengers boarding.

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Urban elements located in the boarding area of the bus stop.

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Insufficient space for waiting.

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Unpaved surface in the boarding area of the bus stop.

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The waiting area and the surface on which the bus stop is located are at different levels.

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Lack of tactile pavement.

Figure 3.11 Transport infrastructures–bus shelters. Source: The authors.

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3.2.12 Transport infrastructures: bus stopâ&#x20AC;&#x201D;bus stop pole Bus stop poles are a good option for narrow sidewalks. It is important to consider that the space needed for the bus stop is longer than where the pole is located, as passengers need a waiting area and the bus needs a place to approach and park in parallel to the sidewalk for passengers to get on board. One of the most common barriers identified here is the presence of urban furniture or other elements, such as trees, poles, and parked motorcycles, that hinder passengers from boarding.

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There must be no elements next to the stops that may obstruct the boarding of passengers.

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No tactile signage on the pavement.

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The location of urban furniture and other urban elements should consider the length of the bus and the location of its doors.

Figure 3.12 Transport infrastructuresâ&#x20AC;&#x201C;bus stops. Source: The authors.

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UNIVERSAL ACCESSIBILITY CRITERIA AND METHODOLOGY

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4.1 Basic technical criteria and methodology

4.1.1 Preliminary approach to the methodology The parameters compiled as Universal Accessibility design guidelines, provide design criteria and recommendations on the implementation of Universal Accessibility (UA) solutions to urban public spaces while considering national and international UA principles and standards20. The result is a research and analysis process developed in the different stages of the project, including international reference documents of accessible design and good practice.

The main accessibility issues of the current urban design practice in the Mekong Delta Region (MDR) were identified while providing detailed feedback to the MDR cities on how to improve and incorporate UA principles to the design of new infrastructures. In addition, an assessment of the existing UA technical regulations and its gaps, as well as the UA context in the existing urban infrastructures was performed. This process helped on elaborating guidelines tailored to the local context and reality, as well as advocating the importance and need for solutions to the UA problem in Vietnam.

Regarding local standards, previous research showed which UA parameters are regulated in Vietnam, and which are not. A list of key elements for the accessible design and planning of urban infrastructure was prepared and solutions elaborated in detail, through technical description and graphic representation. In some cases, improvements over the local regulated parameters were proposed in order to adapt to international practices where functionality is widely proven.

4.1.2 Notes on urban mobility and Universal Accessibility Accessible mobility is a key aspect to the inclusion of people with disabilities (PWDs). The United Nations Convention on the Rights of Persons with Disabilities (UNCRPD) highlights the responsibility of States Parties to provide personal mobility solutions with the greatest possible independence for people with disabilities (PWDs)(article 20 on personal mobility).

Urban environments and transport services are important links for the accessible mobility chain.

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Universal Accessibility (UA) in urban spaces and urban mobility are intimately connected. Accessibility regulations introduce vital parameters for pedestrian mobility and its relationship with vehicular traffic.

Therefore, both subjects must be addressed together, through a strategy in which the improvements in accessibility are not only touch-ups on the sidewalks, but part of a review of the urban planning and design criteria.

Pedestrian mobility must also follow an origindestination logic to ensure the continuity of safe and accessible pedestrian circulation throughout the city.

Pedestrian mobility will only be a viable and safe alternative when streets, sidewalks and intersections offer adequate safety, accessibility, and usability conditions for pedestrians.

4.1.3 Accessible mobility chain

The idea behind an accessible mobility chain (AMC) derives from the need to think about accessibility in a cross-cutting way and with an origin-destination perspective. Any trip is a sequence of actions that need to be accessible to guarantee the accessibility of the whole chain. This idea of the AMC can be adapted to different project scales. In terms of planning and urban design, as expressed in figure 4.1, it means that in a city, any person, regardless of their functional limitations, must be able to: leave her or his home; move through streets, avenues, squares and parks; access public transport; and access buildings in a safe and accessible way, with the greatest possible autonomy, in order to reach the final destination.

As expressed in the lower part of figure 4.1, when designing environments adapted to the human scale, human diversity must be contemplated to the maximum extent possible. People are functionally diverse and their different needs in relation to the built environment need to be considered at every step-in order to guarantee accessibility and security throughout the full mobility chain.

The implementation of the AMC depends on the right use of instruments, parameters and design criteria, and the right consideration of scale and the definition of accessible routes to guarantee the autonomous and continuous mobility for all people.

Most of the recommended parameters are taken from the ISO/FDIS 21542 â&#x20AC;&#x201C; Building construction â&#x20AC;&#x201C; Accessibility and usability of the built environment. Some of them have been adapted to the local context, with the aim of achieving greater constructive viability considering the assessment results.

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Figure 4.1 Accessible mobility chain. Source: Acceplan Accesibilidad S.L.

4.1.4 Street sections and scale The implementation of UA parameters should begin with a comprehension of the city life, the experience lived by PWDs and how they navigate the streets.

Sidewalks provide a fundamental network of public open space that allows pedestrians to negotiate their way through the built environment.

Urban mobility and safe street-use patterns should consider not only the need to get from one point to another, but also the diversity of activities that take place in the public space. Streets can be places of personal interaction and engagement, places of economic trade, and platforms for collective speech and gatherings.

In addition to the interaction between public and private spaces, street design needs to consider its three dimensions, which includes the principles of scale, organization, and distribution of the available space among the different activities and elements existing.

This can be named as the street’s “U-shape” analysis, in reference to the section formed by the ground surface and its vertical limits, materialized by the facade lines.

Figure 4.2 “U-shape” analysis and street design. Source: The authors.

Urban Accessibility Design Guideline

This approach introduces a slightly different thinking about sidewalk spaces for urban policy makers, urban designers, architects, and landscape architects, where the relationship between the vertical and horizontal dimensions, between the space for vehicles and the space for pedestrians plays a priority role in making the street successful for the different activities of pedestrians.

The pedestrian experience is strongly influenced by the vertical height of the building wall plane and the scale.

The width of the sidewalks is, therefore, decisive to making the street fulfil its different roles. The presence of urban furniture, green areas or areas designated to different activities (such as street vending, playgrounds, benches, bicycle parking etc.) depends on having the required street section width. Knowing the possibilities offered by different types of street sections allows to maintain a unified criterion when planning urban space.

Many of the parameters developed in this guideline are presented through the street sections. This is intended to visualize the capacity of the sidewalk in each case, and the necessary distinction between the walking path and the areas for urban elements and activities.

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4.2 The accessible pedestrian route

An accessible pedestrian route (APR) between two points in the public realm is a pedestrian itinerary which ensures non‐discriminatory use and continuous and independent circulation for all people by guaranteeing that UA exists along the whole route. An APR might exist between any two points of the city if the objective is to prevent mobility discrimination. If more than one possible route exists between two points, at least one should follow UA criteria and be considered APR.

4.2.1 General characteristics of the accessible pedestrian route In order to understand the idea of the APR we can compare it with a virtual tunnel that runs continuously throughout the city; this tunnel is used by the pedestrians to move in a safe and accessible way along the sidewalks and crossing points. The tunnel is three-dimensional and its characteristics are fully regulated in most countries as accessible laws and standards fix the parameters (width, height, pavement type….) that must be followed to guarantee pedestrian accessibility and safety conditions in public spaces.

The APR should be considered as the backbone of pedestrian mobility in the city as it connects different uses, activities and means of transport. It also functionally organizes the city because it defines a walking path around which different activities and elements, should be structured.

The APR can be observed and defined from two perspectives:

APR as a network of pedestrian paths The design of pedestrian routes must be considered at least as important as the design of vehicular routes.

When designing for cars, a route that is interrupted by any sort of barrier is unconceivable. The same thinking must be used when designing for pedestrians.

Continuity is a key aspect in both cases and an origindestination logic must be adopted.

The APR ground path can be divided in two essential parts: segments and nodes. Segments correspond to how the APR progresses through sidewalks, and nodes correspond to those situations where there are intersections between the APR and different itineraries, such as vehicular itineraries or public transport. It is in the nodes where the APR’s continuity is most threatened. Pedestrian crossings, for example, tend to expose pedestrians to inaccessible and unsafe situations. This can be alleviated through good design.

An APR must exist to connect any two points of the city. Whenever there is more than one pedestrian route connecting two points, and in the event that all of them cannot be accessible, at least one has to comply with APR conditions. Therefore, it must not be discriminatory, neither by its length, nor by passing outside the areas of greater convenience and frequency of people.

Figure 4.3 Graphic representation of the APRs’ ground path. Source: Acceplan Accesibilidad S.L.

APR Nodes Vehicular itineraries Public transport APR segments

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APR as a section with four planes The conceptualization of the sidewalk into four sections is where the APR idea of a “pedestrian tunnel” is best represented. The APR is defined by four planes that need to comply with a series of parameters as well as have a specific location on the sidewalk.

The image below represents this “pedestrian tunnel” idea of the APR in a public space. Each of the APR faces contains specific characteristics or parameters that should be considered in the design of streets.

These APR parameters can vary depending on legislation, but basically are determined by the same variables.

These variables are represented in the four planes of the APR: Ground face Guaranteeing the accessibility and security of the APR requires that its ground face meets UA requirements, such as the use of suitable pavements and the absence of projections or steps that could mean a barrier for persons with reduced mobility (PRMs).

Roadside plane The outer limit of the APR is crucial to maintaining pedestrian safety from road traffic. This also marks the preferred location of urban furniture, activities, etc., that can configure a source of protection barrier for pedestrians with respect to road traffic.

Inner side plane The inner limit of the APR marks the relationship between public and private spaces. It is also its most protected side and can serve as a reference for the orientation of people with visual impairments.

Canopy or free height The upper limit defines the minimum height for unhindered and safe pedestrian mobility.

Pedestrian mobility and safety will depend not just on the fulfilment of design UA parameters, but on sidewalk conditions, such as avoidance of temporary occupation by vehicles, vendors, etc. The connection of the APR with the access to adjacent buildings also needs to follow similar UA conditions.

Figure 4.4 Graphic representation of the APRs’ idea of pedestrian tunnel . Source: Acceplan Accesibilidad S.L.

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4.2.2 Basic design criteria of the APR As mentioned above, crossing points between pedestrian and vehicular routes represent nodes in which the continuity, accessibility and security of the APR is often affected.

The design of pedestrian crossings to access public transport stations and stops also deserves special attention. Transport stations and stops are usually located at strategic points of the urban mesh, their presence usually being accompanied by a large influx of pedestrians and vehicles.

The basic criteria adopted for the guidelines are the following: 1. Pedestrian crossings must maintain the minimum APR characteristics and guarantee its continuity across the vehicular lane.

2. Special attention must be paid to safety issues such as visibility, sizing of waiting areas and reduction of the crosswalk distance.

3. Crosswalk width should consider the intensity of pedestrian traffic.

4. Solutions to overcoming the difference in height between the sidewalk and vehicular lane must be provided.

5. The pedestrian ramps must have the same width as the pedestrian crosswalk, and always less than 1.50m.

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6. Pedestrian ramps should have a maximum slope of 8 percent.

7. There must be enough space in the sidewalk in front of the ramp for a wheelchair turning radius of 1.50m in diameter.

8. The connection between the ramp and the vehicle path should be smooth so as not to interfere with the movement of pedestrians with limited mobility, and there should be no protrusions or depressions at the junctions.

9. Close to the curb line, the pedestrian ramp must have a TWSI as an attention pattern to warn pedestrians.

10. Traffic islands should preferably be levelled with the road.

In order to facilitate the movement of PRMs, the pedestrian crossings should preferably be level with the road. Pedestrian underpasses and overpasses along APRs are not recommended. The solutions to overcoming large differences in height do have drawbacks. Such is the case for ramps, requiring excessive effort for PRMs, technical difficulties to implement appropriate ramps on both sides, or the high costs of the installation of lifts.

The recommendations and comments presented in these guidelines result from the review of the Vietnamese accessibility standards in the light of international good practice.

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Box 4.1 Requirements from Vietnamese Regulations and Technical Standards 21 Although local regulations do not explicitly take into account the APR concept22, some of its basic criteria, such as the use of ramps to overcome the difference in height between the sidewalk and vehicular lane, are presented in different regulatory documents.

Technical criteria for accessibility of pedestrian routes is to be found in the TCXDVN 265: 2002 VIETNAM CONSTRUCTION STANDARDS “Route and Sidewalk - Basic Rules Of Accessible Design And Construction For People With Disabilities” (TCXDVN 265:2002). This standard applies to new construction or improvement of roads and sidewalks, to ensure accessibility for people with mobility difficulties or visual impairments.

Article 1.2 presents the types of roads that must be accessible to the disabled. These types include walking paths, park paths, tourist roadways, squares, sidewalks, and paths at intersections, building entrances and road sections for pedestrians on motorized roads, non-motorized roads, overpasses and tunnels, among others.

The basic parameters of the APR regulated in local legislation are the following: • Free width: ≥ 1.5m (Source: 04/2008/QD-BXD Vietnam Building Code - Regional and Urban Planning and Rural Residential Planning, Chapter IV, Article 4.3.2, table 4.4); • Free height: ≥ 2.5m (Source: TCXDVN 104:2007-Urban Roads - Specifications for Design 2007, Article 8.11.3) • Maximum longitudinal slope: ≤ 40% up to 200 m (Source: Urban Roads - Specifications for Design, Article 8.6.5) • Maximum transversal slope: 3% (Source: TCXDVN 104:2007, Urban Roads- Specifications for Design, Article 8.6.6) • Paving material options: (Source: Decision 1303/QĐ-UBND Tp. Hà Nội, ngày March 21, 2019) - Natural granite stone; - Terrazo brick or concrete brick with stone pattern; and - Block bricks.

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The APR is a concept that integrates accessibility conditions for various aspects of urban space, therefore, its main parameters do appear in the document

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4.3 Basic design criteria of communication and signage

Figure 4.5 Criteria for verified fonts used in texts. Source: The authors.

This is a complementary part of the APRs. Essential information must be provided so that pedestrians can navigate throughout the streets, being able to find their way to the destination and autonomously identify different urban elements, spaces, and equipment.

This information must be communicated through a comprehensive signage system, systematically implemented, universally designed, and easy to understand in every moment. Communication and signage systems available in urban environments and infrastructures that contain visual, sound, or tactile information must incorporate UA criteria.

Regarding visual communication, informative panels must be standardized with design characteristics that considers the following criteria: • Information should be concise and simple, accompanying texts with pictograms whenever possible.

• Information and potential hazards shall provide a discernible visual contrast.

• Its location should ensure the information visibility, avoiding shadows, reflections, and glare. Reflections and glare from shiny surfaces can reduce visual contrast and confuse people with visual impairments.

• Characters or pictograms should contrast with the background, which should have a smooth color.

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• For texts, san serif or other fonts whose readability has been verified must be used. Font’s size will be determined by the distance at which the observer can be located, according to the criteria shown in figure 4.5.

• For pictograms, standardized symbols will be chosen to achieve universal understanding. The design will be as simple as possible, avoiding unnecessary details.

• Signs on panels in lifts, maps, or other information placed at a lower height should include Braille whenever it is at reach level of visually impaired persons.

Regarding audible information, the message should be understandable and unambiguous. Adequate sound communication should consider the impact of environmental noise. The use of induction loops is advisable whenever a communication with the public needs to be established.

Box 4.2 Requirements from Vietnamese Regulations and Technical Standards The only specific requirements found in the current Vietnamese regulation refer to visual communication through symbols and signs, that must be compliant with the prescriptions of TCXDVN 264:2002.

Urban Accessibility Design Guideline

4.4 Basic design criteria of tactile walking surface indicators

The use of tactile walking surface indicators (TWSI) in urban spaces aims to guide and warn persons with visual impairments of potential hazards. Its implementation requires knowing its specific function and understanding the way persons with visual impairments move around the city.

The proper design of a TWSI system enables the autonomy of people with visual impairments when moving around the city. In addition, its presence increases the safety of crossings for all pedestrians, as the differentiated contrast or color acts as visual warning for all pedestrians.

Two types of TWSI are typically used in urban environments: • Attention pattern (truncated cones or domes arranged in a square grid or in diagonal rows): indicates proximity to possibly dangerous situations. It may be installed in the vicinity of crosswalks to warn of the proximity to the traffic lane.

• Guiding pattern (parallel flat-topped bars or rib pattern): indicates the walking route “where no other tactual information is available to get from one place from another”. In order to help on guiding the visually impaired at the intersection, it must be aligned with the same pavement on the other side of the pedestrian crossing.

TWSI pavements must be manufactured in hard and slip resistant materials. They will be different from the surrounding pavement both in texture and in contrast or color, making it identifiable to all persons, including with visual impairments.

For TWSI to function as an integrated system throughout the city, these types of pavement must be used exclusively for their specific function. Its installation should consider that it is an element of guidance, which is very important for the autonomy of people with visual impairments.

1

Attention pattern.

2

Guiding pattern

Figure 4.6 Tactile walking surface indicators. Source: Fernando Alonso López.

2

1

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Box 4.3 Requirements from Vietnamese Regulations and Technical Standards Local regulations include both TWSI types and their specific functions as attention and guiding patterns. General characteristics and implementation parameters for TWSI are the following: • Tactile walking indicators must be provided at all intersections between walkways and the road.

• Guiding tactile pattern tiles shall be used to guide visually impaired persons to receptions, ticket counters, ticket checkpoints, automatic teller machines, and for avoidance of obstacles in areas without directional information and instructions.

• Attention tactile pattern paving must be provided in front of telephone booths, mailboxes, reception, ticket counters, signboards, automatic teller machines, restrooms, waiting rooms, and entrances to works. (Source: QCVN 10: 2014/BXD – Article 2.9)

• On sidewalks and at public works, tactile paving should be used to guide the visually impaired. These are divided into two types: a) Guiding pattern tiles with raised strips showing Direction and b) Attention or Stop tiles with circular markers indicating obstacles ahead.

• The surface of the tiles should be dark yellow. (Source: TCXDVN 265:2002 – Article 5.11) TWSI guiding and attention tactile patterns as required by local regulations are shown in figure B4.3.123:

Figure B4.3.1 Types of tactile paving (above: guiding patterns, below: attention and stop patterns)

Source: TCXDVN 265:2002

23

The implementation of tactile pavement suggested in these guidelines is based on international best practice. Each corresponding section also includes implementation criteria for the Vietnam context.

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Urban Accessibility Design Guideline

UNIVERSAL ACCESSIBILITY DESIGN GUIDELINES

Urban Accessibility Design Guideline

5

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5.1 Vertical circulation

Vertical circulation in the built environment should be designed, constructed and managed so that it can be easily and safely used by all people. Vertical circulation is solved by means of ramps, stairs, lifts, escalators, platforms or moving paths. Each of them has specific accessibility requirements.

There is a predominance of ramps and stairs in public spaces and their design characteristics are as follows:

5.1.1 Ramps Ramps provide an accessible route between changes of level. A ramp with the appropriate slope can provide accessibility without requiring reliance on a mechanical device.

Ramps may be the only solution for people who cannot use steps or stairs.

Design principles • • • • •

Minimum surface width: 1.2 m.

Minimum width between handrails: 1 m.

Handrails must be provided in both sides of the ramp.

Maximum length between landings: 10 m.

Maximum slope: Max. length between landings

Max. slope

10m

5%

6m

6%

Box 5.1 Requirements from Vietnamese Regulations and Technical Standards The main design parameters for ramps found in local regulations are the following: • The slope must have an incline of 1/10 to 1/12; • For each ramp, beyond a height of 1.8 m or at a turning point, a landing site must be included of length not less than 2.0 m; • The clearance height below the ramp, if less than 2.0 m, must have protective measures (Source: TCXDVN 265:2002 Article 5.20)

• The surface of ramps or steps at pedestrian sections of an overpass or tunnel must be rough to prevent slippage.

(Source: TCXDVN 265:2002 - Article 5.23)

3m

8%

1.5m

10%

There is also a reference on the need to include TWSI on both sides of a ramp.

• End landing and intermediate landing minimum length: 1.5m.

• End landing and intermediate landing minimum width: the same width of the ramp surface.

• TWSI as attention pattern should be located both the top and bottom of ramps.

• Surface materials: rigid with plain and slip-resistant surface, both in wet and dry conditions.

• Guarding along ramps shall be provided to protect people from falls.

Guarding’s design shall discourage users from climbing on it.

Additional considerations Ramps provide an accessible route between different levels. They are a practical solution for people who cannot use steps or stairs, considering that other mechanical devices require greater investment and maintenance. However, when the change in level is more than 30 cm high, a flight of steps should also be provided for those who prefer to use stairs.

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Urban Accessibility Design Guideline

Figure 5.1 Rampsâ&#x20AC;&#x201D;design principles.

Source: The authors.

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5.1.2. Stairs Not everybody prefers ramps to save height differences. In addition to a ramp, a flight of steps should be provided if the change of level is more than 0.3 m.

Design principles • • • • • • • • • • •

Minimum width: 1.2 m.

Minimum width between handrails: 1 m.

Handrails must be provided in both sides of the stairs.

Staircase landings minimum length: 1.5 m.

Staircase landings minimum width: the same of the stairs.

The riser of a step should not be open.

The projection of a step nosing over tread below shall be avoided.

Each flight should not contain more th an 12 steps between staircase landings.

Spiral and curved stairs are not recommended.

Minimum clear accessible height under stars: 2.1 m There shall be a tactile and visual warning line on the front edge of each step. This visual warning line may be set back a maximum of 15 mm from the front of the nosing, with visual contrast from the stairs.

• TWSI as an attention pattern should be provided on the landings— both at the top and bottom of the stairs.

Additional considerations Although stairs are not part of the APR, some people prefer to use stairs instead of ramps. For this reason, when accessible elements that connect different levels such as ramps or lifts are available, stairs must also be provided as an alternative.

Box 5.2 Requirements from Vietnamese Regulations and Technical Standards The main design parameters for stairs found in local regulations are the following: • Rise of the steps: not greater than 150 mm; • Going of the steps: not less than 300 mm; • Number of steps for each segment must not exceed 18; • Staircase landing minimum length: 1.5 m; • Staircase landing minimum width: the same as that of the stairs; and (Source: TCXDVN 265:2002 - Article 5.19)

• The surface of ramps or steps at pedestrian sections of an overpass or tunnel must be rough to prevent slippage.

(Source: TCXDVN 265:2002 - Article 5.23)

There is also a reference on the need to include TWSI on both sides of a ramp.

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Urban Accessibility Design Guideline

Figure 5.2 Stairs â&#x20AC;&#x201C; design principles.

Source: The authors.

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5.1.3. Handrails Design principles • Handrails must have an ergonomic profile that can be inscribed into a circle between 45 mm of maximum diameter and 35 mm of minimum diameter.

• Minimum clear space from an adjacent wall: 40 mm.

• Surface: smooth surface that provides adequate resistance to hand slippage.

• Height of the top of a handrail: between 850 mm and 1 m above the surface of a ramp, the pitch line of a stair and landings surface. A second handrail between 600 mm and 0.75 m can be provided.

• Handrails should be continuous throughout the flight of a ramp or stair, and intermediate landings.

• Minimum horizontal extension: A handrail on a stepped path, stair or ramp shall have a horizontal extension of 300 mm on landings, beyond the first and last nosing of each flight. This extension shall not invade the transversal walking path. The end of the horizontal extension should be turned towards the wall on the closed side of ramps or stairs or be turned down ending at the floor ground level.

Additional considerations Handrails provide support, stability, and guidance for users. They are especially necessary for PRMs and PWDs while going up or down a flight of steps or a ramp.

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Box 5.3 Requirements from Vietnamese Regulations and Technical Standards The main design parameters for stairs found in local regulations are the following: • Both sides of a ramp or stairs must have continuous handrails on both sides or on one side towards the partition wall. Detailed design requirements for handrails are shown in TCXDVN 264: 2002. “Houses and Structures - Basic Principles of Construction Of Works”, to ensure that people with disabilities can access and use them.

(Source: TCXDVN

265:2002 - Article 5.21)

Urban Accessibility Design Guideline

Figure 5.3 Handrailsâ&#x20AC;&#x201D;design principles.

Source: The authors.

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5.2. Streets with sidewalks

The design of the sidewalks, the elements—such as urban furniture—that can be installed on them and the uses allowed will mostly depend on its total width. Following international standards and design criteria, the width of 1.5 m for the sidewalk platform sets the limit for a good part of the options to be considered.

5.2.1. Sidewalk < 1.5 m Design principles The first thing that should be assessed in the case of narrow streets is the capacity of the sidewalks. In those cases where the width of the sidewalk is enough for the number of pedestrians, it is suggested pedestrian and vehicular traffic is maintained at different levels.

The sidewalk that is reduced to the minimum width required for pedestrian traffic removes its capacity for any other type of element. In this case, urbanization elements such as public lighting must be set outside the APR. The reduced dimensions of the sidewalk mean that the APR runs next to the built line, so the facades will serve as a reference for the orientation of people with visual disabilities, without the need for the installation of tactile paving. For this reason, the front of the buildings must not present obstacles or hanging elements that interfere with the minimum height of the APR.

Additional considerations Sidewalks <1.5 m wide meet the minimum requirements of the APR and can solve the basic problem of circulation for all pedestrians—though under minimum conditions as the sidewalk cannot accommodate elements such as urban furniture or service elements.

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Box 5.4 Requirements from Vietnamese Regulations and Technical Standards Some of the criteria regulated in local standards with regards to sidewalks refer to the minimum free width and minimum free height: • Minimum free width required for the walking path of sidewalks: ≥ 1.5m Source: QCVN: 01/2008/BXD Chapter IV, Article 4.3.2, table 4.4.

• It should be clarified that this minimum width refers exclusively to the walking path, which means that the placement of elements, activities, green areas, or parking areas must not reduce this dimension nor invade the walking path.

• Minimum free height required for the walking path of sidewalks: ≥ 2.5 m Source: TCXDVN 104:2007 - Article 8.11.3

This 2.5 m of minimum free height requirement exceeds all international references (normally 2.1 to 2.2 m), so exceptions to this general rule can be considered appropriate TWSI on both sides of a ramp.

Urban Accessibility Design Guideline

Figure 5.4 Sidewalks <1.5 m—design principles Source: The authors

Public lighting fixed at a height of 2.20m above the pavement level

≤ 1.50 m

≥ 2.2 m

Vehicle lane

Accessible Pedestrian Route (APR)

When the APR runs along the building line, it will serve as a reference for the orientation of people with visual disabilities.

For this to be effective, it is necessary that the facade is free of obstacles, without elements hanging below 2.20m from the pavement floor.

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5.2.2. Sidewalk > 1.5 m Design principles In the case of sidewalks wider than 1.5 m, it is necessary to organize the distribution of sidewalk elements in relation to the APR. A common problem in cities is the existence of wide sidewalks with unused or disorganized space, which results in the loss of reference of the APR. This loss is exacerbated when there is a public transport stop on the sidewalk.

The presence of a stop means the existence of a waiting area in which pedestrians remain stationary, occupying a space that should not coincide with the APR. Pavements wider than 1.5 m are able to accommodate urban elements. The example in figure 5.5 includes a wastebasket and a public lighting pole. Both elements require a minimum width of 50 cm for installation, and do not require a space of use around them. It is recommended that the street furniture be at a minimum distance from the curb line of 400 mm for greater protection of pedestrians.

Main design characteristics: a. Accessible Pedestrian Route: minimum width 1.5 m. b. Urban furniture: the placement of litter bins or poles requires a minimum width of 500 mm. c. Curb line distance: it is recommended that the street furniture elements be located at a safe distance from the curb line of at least 400 mm.

Additional considerations The organization of street furniture on the outer edge of the sidewalk generates a protective barrier between the APR and the vehicular traffic, as well as ensuring they do not obstruct the APR. Figure 5.5 Sidewalks > 1.5 mâ&#x20AC;&#x201D;design principles.

Source: The authors.

Total width of the sidewalk

Vehicle lane

APR

â&#x2030;Ľ 2.2 m

a

b

c

When the APR runs along the building line, it will serve as a reference for the orientation of people with visual disabilities. For this to be effective, it is necessary that the facade is free of obstacles, without elements hanging below 2.20m from the pavement floor.

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Urban Accessibility Design Guideline

5.2.3. Sidewalk > 1.5m in a street with canal Figure 5.6 Sidewalk > 1.5 m with a canal â&#x20AC;&#x201C; design principles.

Source: The authors.

Vehicle lane

Total width of the sidewalk

â&#x2030;Ľ 2.2 m

APR

canal

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5.2.4. Sidewalk > 1.5m with green areas Design principles The inclusion of green areas on the sidewalk follows the same criteria expressed in the previous section.

The minimum width of a green area is 500 m. In this case the external limit of the green area can be the curb.

Trees and other plant elements must not alter the minimum characteristics required for the APR. For this reason, garden maintenance and containment of greenery is essential to ensure APR integrity.

Main design characteristics: a. Accessible Pedestrian Route: minimum width 1.5 m b. Green area: green areas require a minimum width of 500 mm.

Additional considerations The organization of street furniture on the outer edge of the sidewalk generates a protective barrier between the APR and vehicular traffic, and avoids obstruction of the APR.

Figure 5.7 Sidewalk > 1.5 m with green areasâ&#x20AC;&#x201D;design principles. Source: The authors.

Total width of the sidewalk

Vehicle lane

The trees and other garden elements must respect the dimensions of the APR, its maintenance must ensure that there are no branches or leaves below 2.20 m in height.

APR

â&#x2030;Ľ 2.2 m

a

b

When the APR runs along the building line, it will serve as a reference for the orientation of people with visual disabilities. For this to be effective, it is necessary that the facade is free of obstacles, without elements hanging below 2.20m from the pavement floor.

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Urban Accessibility Design Guideline

5.2.5 Sidewalk > 1.5 m with urban furniture Design principles Some street furniture used by pedestrians has a longer timeframe, such as sitting facilities, drinking fountains or vending machines.

In these cases, the choice of the element must consider the availability of enough space for its use on the sidewalk, considering the possibility of obstruction. Drinking fountains, vending machines and other controlled devices must have an adjacent area corresponding to a 1.5 m diameter circle for handling or waiting. This area should not interfere with the APR. The image on the side shows the necessary dimensions for the installation of sitting facilities.

Additional considerations In addition to setting up a protective barrier between the APR and road traffic, sitting facilities (benches) improve sidewalk usability. Walking long distances can be a great challenge for seniors and those with reduced mobility. The availability of sitting facilities allows PRMs, particularly seniors, to increase their walking distance around their homes or other areas.

Figure 5.8 Sidewalk > 1.5 m with urban furnitureâ&#x20AC;&#x201D;design principles. Source: The authors.

APR

Main design characteristics: a. Accessible Pedestrian Route: minimum width 1.5 m b. Area of use: the placement of sitting facilities requires an obstacle-free area of 600 mm along the entire front of the bank. This area should not coincide with the APR. c. Sitting facilities: when the sidewalk is wide enough, it is advisable to insert sitting facilities along the APR and connected to it. Sitting facilities favor the mobility of people with reduced mobility, allowing them to make longer trips with rest intervals. d. Curb line distance: it is recommended that the street furniture elements be located at a safe distance from the curb line of at least 400 mm.

Vehicle lane

Total width of the sidewalk

â&#x2030;Ľ 2.2 m

a

b

c

d

When the APR runs along the building line, it will serve as a reference for the orientation of people with visual disabilities. For this to be effective, it is necessary that the facade is free of obstacles, without elements hanging below 2.20m from the pavement floor.

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5.2.6 Wide sidewalk with tactile surface indicators Design principles On wide sidewalks, the boundaries of the area destined for pedestrian mobility is commonly lost. This is partly because the elements installed in this type of sidewalk do not obey a strict order.

Wide sidewalks also typically host a diversity of elements and activities.

For this reason, it makes no sense to relegate the APR to the building line, and it is better for it to be placed in the middle of the sidewalk.

However, centering the APR on the sidewalk requires creating a tactile reference for the orientation of people with visual impairment. In addition, all the elements and activities that take place on the sidewalk should be arranged to facilitate the orientation of pedestrians.

The APR should be understood as a structuring element of the different activities and possible interactions on the sidewalkâ&#x20AC;&#x201D;so on wide sidewalks its location and communication with everything that happens around should be clear.

In these cases, it is necessary to create a tactile reference for the orientation of the visually impaired.

A TWSI is recommended to be installed as guiding pattern. This tactile walking surface should be laid as a continuous line on the inside edge of the area designated for the APR.

Additional considerations When the APR runs along the center of the sidewalk there is greater freedom to locate elements next to the facade line, which is usually well received, especially in commercial areas.

Figure 5.9 Wide sidewalk with TWSIâ&#x20AC;&#x201D;design principles. Source: The authors.

Property lane

APR

a

b

Bus stop

Main design characteristics: a. Property lane: when the APR is centered on the sidewalk and there is a tactile reference on the pavement for the orientation of people with visual disabilities, the facade may contain protruding elements below a 2.2 m height. b. Accessible Pedestrian Route: minimum width 1.5 m. c. Sitting facilities: It is advisable to provide bus stops with sitting facilities. d. Area of use: the placement of sitting facilities requires an obstacle-free area of 600 mm along the entire front of the bank. e. Curb line distance: between the curb line and the area of use of the sitting facility there must be an area for circulation of at least 900 mm wide.

Vehicle lane

â&#x2030;Ľ 2.2 m

c

d

e

Tactile walking surface indicator as guiding pattern (30-40 cm width).

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Urban Accessibility Design Guideline

Main design characteristics: a. Accessible Pedestrian Route: minimum width 1.5 m b. Sitting facilities: It is advisable to provide bus stops with sitting facilities. c. Area of use: the placement of sitting facilities requires an obstacle-free area of 600 mm along the entire front of the bank. d. Curb line distance: between the curb line and the area of use of the sitting facility there must be an area for circulation of at least 900 mm wide.

Vehicle lane

Total width of the sidewalk

APR

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5.2.7 Wide sidewalk with other tactile references for the APR Design principles In some situations, in addition to the use of the tactile pavement, there may be other elements that serve as a reference for pedestrians.

Figure 5.10 uses the edge of a green area as an example reference. The boundaries of green areas usually follow a straight line with a continuous vertical border. This border can serve as a reference for the orientation of people with visual disabilities along the sidewalk.

For this to work, it is necessary to plan the urban area so that the APR is developed next to the green area, organizing the other elements and activities around it.

Additional considerations Planning of the APR according to the available urban space, the pedestrianâ&#x20AC;&#x2122;s experience and abilities and the available elements optimizes pedestrian mobility and generates cost savings.

Main design characteristics: a. Accessible Pedestrian Route: minimum width 1.5 m. b. Sitting facilities: It is advisable to provide bus stops with sitting facilities. c. Area of use: the placement of sitting facilities requires an obstacle-free area of 600 mm along the entire front of the bank. d. Curb line distance: between the curb line and the area of use of the sitting facility there must be an area for circulation of at least 900 mm wide.

Figure 5.10 Wide sidewalk with other tactile references for the APR â&#x20AC;&#x201C; design principles.

Source: The authors.

The trees and other garden elements must respect the dimensions of the APR, its maintenance must ensure that there are no branches or leaves below 2.20 m in height.

APR

Vehicle lane

Bus stop

APR

â&#x2030;Ľ 2.2 m

a

b

c

d

Green area curb that serves as tactile reference for people with visual disabilities.

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Urban Accessibility Design Guideline

5.2.8 Wide sidewalk with street vendors

Main design characteristics: a. Area for street vendors. b. Area of use of street vending: minimum width 1.5 m. c. Accessible Pedestrian Route: minimum width 1.5 m. d. Sitting facilities: It is advisable to provide bus stops with sitting facilities. e. Area of use: the placement of sitting facilities requires an obstacle-free area of 600 mm along the entire front of the bank. f. Curb line distance: between the curb line and the area of use of the sitting facility there must be an area for circulation of at least 900 mm wide

Design principles The ephemeral or temporary activities that take place in the urban space, such as street vending, must also be considered when designing the urban infrastructure. Their presence should not hinder the APR, so the necessary space for its realization and the interaction of pedestrians should be planned for.

Street vending is an informal activity with a strong presence in the cities of Vietnam. Public space design must provide the necessary area for the presence of street vendors, exhibitors, and buyers, organizing and delimiting the whole activity so that it does not obstruct the APR. The configuration of the urban environment and the location of the APR must always consider the existence of a tactile reference for the orientation of people with visual impairment.

Additional considerations Foreseeing temporary or ephemeral activities in the design and planning of urban environments guarantees the integrity of the APR.

Figure 5.11 Wide sidewalk with street vendorâ&#x20AC;&#x201D;design principles. Source: The authors.

In areas of pedestrian use or activities or resting, the minimum height of 2.20 m must also be respected.

APR

Street vendors

Vehicle lane

Bus stop

Tactile walking surface indicator as guiding pattern. (30-40 cm width ).

â&#x2030;Ľ 2.2 m

a

Urban Accessibility Design Guideline

b

c

d

e

f

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5.3 Shared streets

Shared streets are those in which the pedestrians and vehicular traffic share an area at the same level. In these cases, there is usually no clear separation between the space for vehicles and pedestrians. While this street configuration offers greater freedom of use for pedestrians, from the universal accessibility perspective these sharing spaces with vehicles create problems. It should be considered that although shared streets require a reduction in vehicular speed for both private traffic and public transport, pedestrians remain vulnerable. This situation of vulnerability is evident when we think of people with visual disabilities. However, if the environment does not have a configuration in which the area destined for vehicle traffic is clear, all pedestrians are exposed to an increased risk.

The recommended solutions for shared streets on the one hand depend on street width and, on the other hand, on the volume of vehicular and pedestrian movement in each case.

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Box 5.5 Requirements from Vietnamese Regulations and Technical Standards No references were found in the current Vietnamese regulation regarding shared streets.

Urban Accessibility Design Guideline

5.3.1. Narrow streets Design principles For streets with a narrow section, in which it is not possible to have a minimum area of 1.5 m on each side for pedestrian mobility in addition to the vehicular lane (3 m), it is advisable to prohibit vehicular traffic. In the streets where the minimum total width of 6 m is available, the criteria for the location of urban elements is the same as those applicable to narrow sidewalks. In order to improve the shared street safety and accessibility, it is recommended to mark the boundary between the pedestrian traffic area and the vehicular lane with a strip of TWSI as attention pattern. The success of shared streets also depends on the reduction of traffic speed.

In this sense, it is necessary to emphasize signaling that indicates the speed limit and the preference of pedestrian circulation all along the length of the street.

Public lighting fixed at a height higher than 2.20 m.

Figure 5.12 Narrow shared streetsâ&#x20AC;&#x201D;design principles.

Source: The authors.

APR

Vehicle lane

APR

â&#x2030;Ľ 2.2 m

â&#x2030;Ľ 2.2 m

Tactile walking surface indicator as attention pattern

When the APR runs along the building line, it will serve as a reference for the orientation of people with visual disabilities. For this to be effective, it is necessary that the facade is free of obstacles, without elements hanging below 2.20m from the pavement floor.

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5.3.2. Wide streets Design principles As mentioned in the previous section, regarding the provision and location of urban elements and furniture, shared streets follow the same criterion adopted for sidewalks.

In shared streets, green areas, urban furniture, and elements must be located next to the boundary between the pedestrian area and the vehicular lane. With this alignment a virtual separation between both pedestrian and vehicular areas is configured, limiting the occupation of the street by vehicles.

Marking the boundary between the pedestrian traffic area and the vehicular lane with a strip of TWSI as attention pattern is still recommended for wide shared streets, to improve street safety and accessibility.

Additional considerations Shared streets also imply a significant reduction in the speed of traffic, so risks in interaction with pedestrians are also reducedneuver to the bus stop speeds up passengers boarding, and reduces the time that the bus needs to stay parked, thus favoring road traffic mobility. The presence of the platform also eliminates the possibility of private vehicles parking inappropriately and obstructing the bus access to the stop.

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Main design characteristics: a. Accessible Pedestrian Route: minimum width 1.5 m. b. Urban furniture: street furniture serves as a protective barrier for the APR regarding the vehicular lane. c. Tactile walking surface indicator as attention pattern; warns pedestrians about the boundary between the pedestrian area and the vehicular lane. d. Sitting facilities: It is advisable to provide bus stops with sitting facilities along the APR. e. Area of use: the placement of sitting facilities requires an obstacle-free area of 600 mm along the entire front of the bank. f. Curb line distance: it is recommended that the street furniture elements be located at a safe distance from the curb line of at least 400 mm.

Urban Accessibility Design Guideline

Figure 5.13 Wide shared streetsâ&#x20AC;&#x201D;design principles.

Source: The authors.

The trees and other garden elements must respect the dimensions of the APR, its maintenance must ensure that there are no branches or leaves below 2.20 m in height.

Vehicle lane

Walking path

Walking path

â&#x2030;Ľ 2.2 m

a

b

c

Tactile walking surface indicator as attention pattern

Urban Accessibility Design Guideline

c

d

e

a

When the APR runs along the building line, it will serve as a reference for the orientation of people with visual disabilities.

For this to be effective, it is necessary that the facade is free of obstacles, without elements hanging below 2.20m from the pavement floor.

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5.4. Intersections

5.4.1. Raised pedestrian crossing

Box 5.6 Requirements from Vietnamese Regulations and Technical Standards

Design principles In raised pedestrian crossings, the road is raised to the same level of the surrounding sidewalks. This kind of crossing can be used either at intersections or any other locations along the sidewalks. The elevation of the vehicular lane, with vehicular ramps for access to the raised area, is also a measure for calming traffic. Its presence obligates the reduction of traffic speed, improving pedestrians’ security at crossings. Vehicular ramps can be steep or shallow, depending on the required reduction of vehicle speed to ensure safe limits.

In terms of accessibility, it is one of the options that can be adopted when the width of the sidewalks is not enough for the installation of a pedestrian ramp. The use of different paving materials and contrasting colors is recommended to draw attention to the raised crossing. The use of a TWSI as an attention pattern on the edge between vehicular and pedestrian area is also recommended. Depending on the crossing, bollards can be installed in the edge between vehicular and pedestrian area in order to protect pedestrians.

No specific parameters for raised pedestrian crossings were found in local regulations. The only relevant design parameters are the following: • Crosswalks - Minimum Width ≥ 3.0 m Source: QCVN: 41:2016/ BGTVT - Appendix G2.3 and G2.6; and • At pedestrian crossings, tactile paving must be placed 300 mm from the edge of the sidewalk.

Guiding pattern paving and attention patterns must be placed perpendicular to each other. The width of the paving slabs must not be less than 600 mm.

Additional considerations Raised pedestrian crossings reduce the speed of vehicular traffic. It is a recommended solution for crossings with a high volume of pedestrian traffic, such as access to transport stations, commercial areas, and schools.

It is also recommended for residential neighborhoods. Furthermore, this solution reduces the level of effort required for the pedestrian to cross the street, since the pedestrians walk at the same level throughout the crosswalk.

Source: TCXDVN 265:2002 – Article 5.15

Figure 5.14 Raised pedestrian crossing at intersections—design principles Source: Acceplan Accesibilidad S.L.

1

3 2

1 Tactile

walking surface indicator as guiding pattern.

2 Tactile

walking surface indicator as attention pattern.

3

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Raised pedestrian crossing.

Urban Accessibility Design Guideline

5.4.2. Depressed curb in corner location

Box 5.7 Requirements from Vietnamese Regulations and Technical Standards

Design principles When there is not enough space for the installation of a ramp, one of the possible solutions is to lower the entire pavement at the pedestrian crossing. Through the construction of ramps that occupy the entire width of the sidewalk, its surface is leveled with the road. The image on the side illustrates a solution in which the sidewalk is levelled with the road along its whole corner.

• Maximum slope: 8 percent.

• Width: same as the sidewalk.

• Space for maneuvering a wheelchair on the sidewalk: > 1.5 m diameter.

• No gaps where the ramp and the road meet.

• TWSI as an attention pattern—indicates the proximity with the road.

• TWSI as a guiding pattern—guides the visually impaired at the intersection.

It must be aligned with the same pavement on the other side of the pedestrian crossing.

Though no references to solutions for depressing curbs in corners were found in the current Vietnamese regulation, the regulated parameters for TWSI implementation in pedestrian crossings should apply, i.e.: • In pedestrian crossings the tactile paving must be placed 300 mm from the edge of the sidewalk.

Guiding pattern paving and attention patterns must be placed perpendicular to each other. The width of the paving slabs must not be less than 600 mm.

Additional considerations The depressed curb reduces the effort the pedestrian must make to put himself in a protected area. By dropping the whole sidewalk in the corner, pedestrian mobility is facilitated in different directions at the intersection, so it is a solution applicable preferably on streets with low traffic.

Source: TCXDVN 265:2002 – Article 5.15

Figure 5.15 Depressed curbs at intersections—design principles Source: Acceplan Accesibilidad S.L.

1 Tactile

walking surface indicator as guiding pattern.

2 2 1

3

4 6

2

Ramps parallel to the road occupying the entire width of the sidewalk.

3

Space for maneuvering a wheelchair (> 1.5 m diameter).

4 Tactile

walking surface indicator as attention pattern.

5

Ramp parallel to the road that occupies the entire width of the sidewalk.

6

The entire surface of the sidewalk in the corner is at the same level of the road

5

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5.4.3 Depressed curb located in the middle of the block

Box 5.8 Requirements from Vietnamese Regulations and Technical Standards

Design principles The same depressed curb solution can be adopted at pedestrian crossings located at straight parts of the sidewalk, between corners.

The design requirements in both cases are the same: • Maximum slope: 8 percent.

• Width: same as the sidewalk.

• Space for maneuvering a wheelchair on the sidewalk: > 1.5 m diameter.

• No gaps between the ramp and the road.

• TWSI as attention pattern—indicates the proximity with the road.

• TWSI as guiding pattern—guides the visually impaired at the intersection.

• It must be aligned with the same pavement on the other side of the pedestrian crossing.

In both types of depressed curb (corner or middle of block), bollards can be installed on the edge between the sidewalk and the car lane, to improve pedestrian protection.

Vietnamese regulation does not include prescriptions for this type of crossing.

Therefore, the generic parameters for TWSI implementation in pedestrian crossings should apply: • In pedestrian crossings, tactile paving must be placed 300 mm from the edge of the sidewalk.

Guiding pattern paving and attention patterns must be placed perpendicular to each other. The width of the paving slabs must not be less than 600 mm.

Additional considerations The depressed curb reduces the effort the pedestrian must make to put himself in a protected area. In the same way that depressed curbs are located at corners, this is a solution recommended for streets with low traffic.

Source: TCXDVN 265:2002 – Article 5.15

Figure 5.16 Depressed curb in the middle of a block—design principles Source: Acceplan Accesibilidad S.L.

1

Ramp parallel to the road that occupies the entire width of the sidewalk.

2 Tactile

walking surface indicator as attention pattern.

1 5 3

3

The entire surface of the sidewalk in front of the crosswalk is at the same level of the road.

4

Bollards to prevent vehicle access. The distance between the bollards must be at least 120 cm.

6

4 2

5 Tactile

walking surface indicator as guiding pattern.

6

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Space for maneuvering a wheelchair (> 1.5 m diameter).

Urban Accessibility Design Guideline

5.4.4 Single-sloped pedestrian ramps

Box 5.10 Requirements from Vietnamese Regulations and Technical Standards

Design principles The design requirements for a single-slope pedestrian ramp are the following: • Maximum slope: 8 percent • Minimum width of the main slope: 1.5 m (same as the width of the APR). it is recommended that the ramp have the same width as the pedestrian crosswalk.

• Space for maneuvering a wheelchair on the sidewalk: > 1.5 m diameter.

• No gaps between the ramp and the road.

• TWSI as attention pattern—indicates the proximity with the road.

• TWSI as guiding pattern—guides the visually impaired at the intersection.

It must be aligned with the same pavement on the other side of the pedestrian crossing.

The main design parameters for single-sloped pedestrian ramps found in local regulations are the following: • The exposed height of a seam in the main slope must not be larger than 20 mm; • The main slope must not be greater than 1/12; • The width of main slope surface is not less than 1.2 m; and • The width of walkways must not be less than 2.0 m.

Additional considerations This type of pedestrian ramp does not require lateral protection. In addition, the three-slope ramp (see section 5.4.5) with the same inclination facilitates the movement of pedestrians in different directions avoiding risks of trips or falls.

Source: TCXDVN 265:2002 - Article 5.4

In addition to the above, as in other pedestrian crossings: • The tactile paving must be placed 300 mm from the edge of the sidewalk; • Guiding pattern paving and attention patterns must be placed perpendicular to each other; and • The width of the paving slabs must not be less than 600 mm.

Figure 5.17 Single-sloped pedestrian ramps—design principles Source: Acceplan Accesibilidad S.L.

Source: TCXDVN 265:2002 – Article 5.15

1 Use

of a street furniture element as protection for lateral gap in the one slope pedestrian ramp.

2 3

1

5

4

6

3 Tactile

walking surface indicator as guiding pattern.

4 Tactile

walking surface indicator as attention pattern (60 cm deep and 30 cm before starting the road).

2

Urban Accessibility Design Guideline

Same width of the crosswalks on both sides.

5

Space for maneuvering a wheelchair (> 1.5 m diameter).

6

Green area that serves as lateral protection for the one slope pedestrian ramp.

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5.4.5. Three-sloped pedestrian ramps

Box 5.10 Requirements from Vietnamese Regulations and Technical Standards

Design principles Pedestrian ramps with three slopes that are properly constructed are difficult to find in practice. What is more common is to find a narrow version with steep flares on the sides, which, in practice works as a ramp on one slope.

• Maximum slope: 8 percent (recommended for the three slopes); • Minimum width of the main slope: 1.5 m (same as width of the APR), it is recommended that the ramp has the same width as the pedestrian crosswalk.

• Space for maneuvering a wheelchair on the sidewalk: > 1.5 m diameter.

• No gaps between the ramp and the road.

• TWSI acting as an attention pattern—indicates the proximity with the road.

• TWSI acting as a guiding pattern—guides the visually impaired at the intersection. It must be aligned with the same pavement on the other side of the pedestrian crossing.

The design parameters for three-sloped pedestrian ramps found in local regulations are the following: • The exposed height of a seam in the main slope must not be larger than 20 mm; • The angle of the main slope should not be greater than 1/12; • The angle of the slope on both sides must not be greater than 1/12; and • The width of the main slope should not be less than 1.2 m.

Source: TCXDVN 265: 2002 • In pedestrian crossings, tactile paving must be placed 300 mm from the edge of the sidewalk; • Guiding pattern paving and attention patterns must be placed perpendicular to each other; and • The width of paving slabs must not be less than 600 mm.

Additional considerations This type of pedestrian ramp does not require lateral protection. In addition, having the three slopes with the same inclination facilitate the movement of pedestrians in different directions avoiding risks of trips or falls.

Figure 5.18 Three-sloped pedestrian ramps—design principles Source: Acceplan Accesibilidad S.L.

Source: TCXDVN 265:2002 – Article 5.15

4 2

5 3

1

70

1

Same width of the crosswalks on both sides.

2 Tactile

walking surface indicator as guiding pattern (30-40 cm width).

3 Tactile

walking surface indicator as attention pattern. (60 cm deep and 30 cm separation from the road).

4

Space for maneuvering a wheelchair (> 1.5 m diameter).

5

The three slopes of the ramp have the same inclination.

Urban Accessibility Design Guideline

5.4.6 Traffic island level with traffic lanes

Box 5.11 Requirements from Vietnamese Regulations and Technical Standards

A traffic island is a small area in the middle of a road which provides a safe place for pedestrians to stand and marks a division between two opposing streams of traffic. The traffic island can be leveled in all its surface with the road.

Design parameters in local regulations relating to traffic islands which are level with traffic lanes, are the following: • The traffic island is not allowed to be higher than the road surface.

Design principles • Traffic island width must be at least 3 m. Preferably its width should be equal to the width of the crosswalks on both sides.

• It must be free of obstacles or elements that hinder or obstruct the pedestrian route.

• The space available for the pedestrian shelter must, at least, allow a 1.5 m diameter circle on it for wheelchair turning.

• Tactile signals on the pavement should be used to guide and route people with visual disabilities on the traffic island.

• Appropriate warning signs and roadway markings should accompany traffic islands.

Source: TCXDVN 265:2002 - Article 5.9

Additional considerations In terms of universal accessibility, traffic islands level with the road constitute a more adequate solution. This is because the need for pedestrians to make level changes in their crossing itinerary is eliminated. In addition to this, this solution takes better advantage of the available space, since there is no need to install ramps to overcome the unevenness with the road.

Figure 5.19 Traffic islands level with traffic lanes—design principles Source: Acceplan Accesibilidad S.L

1 Tactile

walking surface indicator as attention pattern for crosswalks.

1

2

2 Tactile

walking surface indicator as guiding pattern.

3 4

3

Same width of the crosswalks on both sides.

4 Traffic

island leveled with the road.

Adequate space for pedestrian shelter (> 1.5 m diameter).

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5.4.7. Traffic island level with sidewalks

Box 5.12 Requirements from Vietnamese Regulations and Technical Standards

Traffic islands can also be leveled with sidewalks.

Design principles

Design parameters in local regulations for traffic islands which are level with sidewalks are the following: • Traffic islands arranged at intersections should have a slope of 3-sided pavement on both sides of the sidewalk with a length of not less than 1.2 m and a width of not less than 900 mm.

• When there is enough space for the installation of two pedestrian ramps, while preserving the necessary area for pedestrians to wait safely before crossing and turning space for a wheelchair (> 1.5 m), the traffic island can be at the same level as the sidewalk.

• The two pedestrian ramps shall have an adequate design.

• Crosswalk width must be at least 3 m. Preferably its width should be equal to the width of the crosswalks on both sides of the street.

• It must be free of obstacles or elements that hinder or obstruct the pedestrian route.

• The space available for the pedestrian shelter level with the sidewalk must, at least, allow drawing a 1.5 m diameter circle on it.

• Tactile signals on the pavement should be used to guide people with visual disabilities on the traffic island.

• Appropriate warning signs and roadway markings should accompany traffic islands.

Source: TCXDVN 265:2002 - Article 5.10

Additional considerations In terms of universal accessibility, no specific benefits are identified. Only a higher perception of security and better connection with other parts of the traffic island if it is practicable.

Figure 5.20 Traffic islands with level sidewalks—design principless Source: Acceplan Accesibilidad S.L.

1 Tactile

walking surface indicator as attention pattern for crosswalks.

2 Tactile

2

4 3

1 3

72

walking surface indicator as guiding pattern.

Same width of the crosswalks on both sides.

4 Traffic

island level with sidewalks.

Minimum space on horizontal surface between the two pedestrian ramps (> 1.5 m diameter).

Urban Accessibility Design Guideline

5.4.8. Bridges Two types of bridges have been identified in the MDR cities: pedestrianonly bridges and combined pedestrian-vehicle bridges. In both cases, the walking path running along the bridges must be connected to the APR in the corresponding sidewalks on each end.

Design principles Pedestrian bridges should have a minimum width of 1.80 m. When necessary, the pedestrian bridge will be connected to the sidewalks through stairs and ramps which must incorporate handrails and railings on both sides.

Bridges that combine pedestrian and vehicle use must have safe connections with the sidewalks of the streets on both sides through adequate pedestrian crossings. They must have guardrails on both sides of the sidewalk for pedestrian protection and to prevent pedestrians from crossing the traffic lane across the bridge. Ramps shall not exceed an 8 percent maximum slope with a maximum length of 6 m between landings.

The slope of these combined pedestrian-vehicle bridges is usually set for vehicles, so it usually exceeds the maximum requirements of the APR. For this reason, whenever possible, it is recommended that pedestrian access is provided through ramps and stairs following the design criteria described.

Specific design requirements for handrails: • Handrails shall have a smooth rounded profile with a 45 mm circumference.

To ensure good hand support and guidance, the handrails section must have at least 270 degrees arc clear along its full length.

• The clearance between handrail and adjacent surfaces shall be 50 mm minimum.

• The height to the top of the handrails shall be between 865 mm minimum and 965 mm maximum above the pitch line of a stair, and ramp or landing surfaces.

• The design of the railings must ensure that they are not scalable Figure 5.21 Handrails on bridges—design criteria. Source: The authors.

Urban Accessibility Design Guideline

Box 5.13 Requirements from Vietnamese Regulations and Technical Standards Design parameters for bridges found in local regulations are the following: • A minimum sidewalk width of 1.5 m is required, if pedestrians are allowed; • For overpasses and tunnels with pedestrian crosswalks, these must comply with the following regulations: – Rise: not more than 150 mm, – Going: not less than 300 mm; and • The number of steps of each segment must not exceed 18. If there are more than 18 steps, a landing must be included.

The width of the landing must not be less than 1.5 m. When the steps change direction, the obstaclefree width of the landing must not be less than the obstacle-free width of the steps.

Source: TCXDVN 265:2002 - Article 5.19

Local regulations do not include details relating to connections between the bridge and sidewalk.

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5.5 Urban transport infrastructure

Three types of urban infrastructure are considered: urban bus stops (sheltered or unsheltered, with and without boarding platform), car parking (in line and perpendicular to the roadside) and motorcycle parking.

Box 5.14 Requirements from Vietnamese Regulations and Technical Standards

5.5.1. Bus shelter

The design parameters for bus shelters found in local regulations are the following: • Regulation includes details about dimensions and location.

• There are two types of bus stops: – Simple bus stop: buses stop on the road for passenger boarding (or possibly stop on a portion of the sidewalk). Buses decelerate and accelerate on the right-most lane (and sidewalk).

– Turnout bus stop: bus stops placed on a separate section with or without partition from the main road. Buses decelerate and accelerate where sections connect to the main road.

Design principles • The installation of a bus shelter is only possible if the sidewalk is wide enough to allow a correct approach to the sheltered area, without hindering or obstructing the APR that runs along the sidewalk.

• The space of the bus stop must consider the full length of the bus, without elements that may hinder the boarding of passengers.

• Bus shelters with sitting facilities must consider the area needed for its use, without coinciding with the boarding area or the area in front of the available information on the bus shelter.

• There must be an undercover area big enough to also shelter wheelchair users.

Additional considerations With one of the sides open, the bus shelter can be located closer to the curb, reducing the width of the sidewalk needed for its installation.

Source: TCXDVN 104:2007 - Article 17.3

Figure 5.22 Bus shelter—design principles. Source: Acceplan Accesibilidad S.L.

3

2 1

74

1

Accessible Pedestrian Route

2

Under cover area for wheelchair users

3

With one of the sides open, the bus shelter can be located closer to the curb, reducing the width of the sidewalk needed for its installation.

Urban Accessibility Design Guideline

5.5.2 Bus shelter with boarding platform

Box 5.15 Requirements from Vietnamese Regulations and Technical Standards

Design principles When there is not enough space to locate a bus shelter on the sidewalk without interrupting the APR, a practical solution is the installation of a platform on the driveway attached to the sidewalk and extending its area to create additional space for waiting and boarding.

This platform can be placed following the line of car parking space on the road level, leaving a flat area, leveled with the sidewalk, with a length at least the size of the bus.

No references for bus shelters with a boarding platform were found in current Vietnamese regulation.

Additional considerations The installation of this type of platform does not require major works on the street. This solution allows the width of the sidewalk to be expanded easily and quickly, with reduced implementation costs.

Regarding vehicular mobility, simplifying the bus approach to the bus stop speeds up passengers boarding, and reduces the time that the bus needs to stay parked, thus favoring road traffic mobility. The presence of the platform also eliminates the possibility of private vehicles parking inappropriately and obstructing the bus accessing the stop.

Figure 5.23 Bus shelter with boarding platformâ&#x20AC;&#x201D;design principles.

Source: Acceplan Accesibilidad S.L.

6

5

1

Parking space on the road level

2

Under cover area for wheelchair users

3

Expansion of the pedestrian area through a boarding platform that levels the waiting area of the bus stop with the sidewalk, occupying the parking space.

4

Sitting facilities area

5

Accessible Pedestrian Route

6

The urban elements located in the area of influence of the bus stop should consider the dimensions of the vehicle and the location of its doors. These elements should also keep a minimum distance of 1.50 m with any other element.

4 2

1

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5.5.3 Bus stop with pole and no shelter

Box 5.16 Requirements from Vietnamese Regulations and Technical Standards

Design principles Using only a bus stop pole, instead of a shelter, is another option that can be used in narrow sidewalks. It is an element that takes up less space and can still be used to indicate and provide information on the bus stop.

Bus stop poles can be installed on narrow sidewalks without obstructing the APR. The poles can additionally provide information on routes and transport lines. Dynamic information panels can also be attached to the pole, including tactile solutions or other that provide accessible information to visually impaired users.

No references for unsheltered bus stops were found in current Vietnamese regulation.

Additional considerations It is the simplest solution when it comes to indicating the existence of a bus stop.

By only installing a pole instead of a bus shelter, the stop can be placed at a required location without involving major works.

Figure 5.24 Bus stop with poleâ&#x20AC;&#x201D;design principles.

Source: Acceplan Accesibilidad S.L.

1

2

1

The bus stop pole is a more suitable solution for narrow sidewalks. In this case, the area of influence of the bus stop coincides with the APR.

2 Area

of influence of the stop, corresponding to the length of the bus.

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5.5.4 Bus stop with pole and boarding platform

Box 5.17 Requirements from Vietnamese Regulations and Technical Standards

Design principles The bus stop pole can also be used when platforms are installed to extend the sidewalk.

No references for bus stops with a “pole and boarding platform” were found in current Vietnamese regulation.

Additional considerations By only installing a pole instead of a bus shelter, the stop can be placed at a required location without involving major works.

Figure 5.25 Bus stop with pole and boarding platform—design principles.

Source: Acceplan Accesibilidad S.L.

2 4

3

1

Urban Accessibility Design Guideline

1

Parking space on the road level.

2

The extension of the sidewalk leaves more space for the waiting area of the bus stop, without interfering with the APR.

3

Expansion of the pedestrian area through a boarding platform that levels the waiting area of the bus stop with the sidewalk, occupying the parking space. The length of the platform must be, at least, the same as the bus.

4

Accessible Pedestrian Route

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5.6 Parking spaces

Accessible parking spaces shall be located as near as possible to the principal entrance of buildings, health care facilities, shopping areas or recreational facilities. A minimum number of designated accessible parking spaces need to be provided in accordance with the type of building or facility served. The route from the accessible parking to the main entrance should be less than 50 m.

The parking spaces reserved for PRMs must be marked both on the ground and with a vertical sign where the International Symbol of Accessibility is shown.

Box 5.18 Requirements from Vietnamese Regulations and Technical Standards Design parameters for parking spaces found in local regulations are the following: â&#x20AC;˘ The minimum single parking space for cars in a parking lot is 25 m2.

Source: QCVN: 01/2008/BXD - Article 4.3.3

No specific parameters for accessible reserved parking space were found.

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Urban Accessibility Design Guideline

5.6.1 In-line car parking Design principles

Box 5.19 Requirements from Vietnamese Regulations and Technical Standards

The parking spaces reserved for PRMs must be connected to the APR on the sidewalk in an accessible way. For this reason, when there is a height difference between the parking space and the APR, this must be leveled using a pedestrian ramp. In addition, correct signaling is essential to warn unauthorized persons against using that parking space.

• The minimum width of the parking space for a car shall be 3.90 m and the minimum length shall be 5.4 m.

• Markings on the ground must differentiate a transfer area with a length of 1.5 m covering the whole width of the PRM parking space.

• The transfer area of the parking lot should connect to the sidewalk via a ramp.

• This ramp should have the characteristics required for an accessible pedestrian ramp. When the ramp is for the exclusive use of accessing the parking space, it need not have the TWSI typically installed on ramps located at pedestrian crossings.

No references for the design of in-line car parking were found in current Vietnamese regulation, except for the following specifications on TWSI implementation: • At parking spaces along the sidewalk, the tactile patterns need to be placed 300 mm from the edge of the sidewalk or signpost plate, when this exists. The guiding and stop patterns should be placed at right angles. The width of the paving slabs must not be less than 600 mm. See figure. B5.19.1

Additional considerations There are no specific benefits associated with this type of in-line parking space. Getting off the car from behind is used in a very limited number of adapted vehicles for private use. For the parking lot to have level access to the sidewalk it is advisable that it is located next to a pedestrian crossing, as shown in the image.

Figure B5.19.1 Layout of tactile patterns along parking spaces by the sidewalk

Figure 5.26 In-line car parking—design principles. Source: Acceplan Accesibilidad S.L.

2

Source: TCXDVN 265:2002

1 3

1

Horizontal marking.

2

Vertical marking.

3

Space for maneuvering a wheelchair (> 1.5 m diameter).

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5.6.2 Car parking perpendicular to the roadside

Box 5.20 Requirements from Vietnamese Regulations and Technical Standards

Design principles • Markings on the ground must differentiate a transfer area beside the car, with a minimum width of 1.5 m and length of 5.4 m.

• The transfer area of the parking lot should connect to the sidewalk via a ramp.

• This ramp should have the characteristics required for an accessible pedestrian ramp. When the ramp is for the exclusive use of accessing the parking space, it need not have TWSI typically installed on ramps located at pedestrian crossings (figure 5.27).

No references for car parking perpendicular to the roadside were found in current Vietnamese regulation.

Additional considerations By sharing the same transfer area, one ramp serves two parking spaces.

Figure 5.27 Perpendicular car parking—design principles. Source: Acceplan Accesibilidad S.L.

5 3 4 1 Maneuver

area shared between two parking spaces.

1 2

80

2

Horizontal marking.3

3

Space for maneuvering a wheelchair (> 1.5 m diameter). 4

4

Three-slope pedestrian ramp. 5

5

Vertical marking.

Urban Accessibility Design Guideline

5.6.3 Motorcycle parking Motorcycles parked on sidewalks were identified as the most common barrier for pedestrian mobility in Vietnamese cities. This is also a safety problem for pedestrians, as motorcycles frequently use the sidewalk to circulate to avoid traffic on the roads.

Design principles Good pedestrian mobility on the sidewalks requires the preservation of enough circulation space, management of the distribution of elements, urban furniture and activities, whilst promoting good road safety behavior.

Providing a motorcycle parking area separate from the APR when designing urban infrastructure can change current bad practices by offering motorists a regulated parking alternative.

The image illustrates a street with narrow sidewalks, where the APR is clear of obstacles and the motorcycles are parked obliquely, next to the curb line.

Box 5.21 Requirements from Vietnamese Regulations and Technical Standards Design parameters for motorcycle parking spaces found in local regulations are the following: â&#x20AC;˘ The minimum single parking space for motorcycles is 3 m2.

Source: QCVN: 01/2008/BXD Article 4.3.3

No references to the required location of motorcycle parking spaces were found.

Additional considerations The existence of regulated parking spaces inhibits improper parking on the sidewalk. In addition, the location of a parking area next to the curb line provides a separation between the APR and the traffic lane.

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5.7 Service infrastructure

5.7.1 Traffic lights Design principles • Car traffic lights installed at urban crossings should also have pedestrian traffic lights.

• Additionally, for those urban routes often used by people with visual disabilities, it is recommended that pedestrian traffic lights have an acoustic alarm.

• The acoustic signals can be activated automatically, although the use of activation systems manually controlled by pedestrians are recommended whenever possible.

• Pedestrian traffic lights should be positioned so that their visibility and the acoustic signal are perceptible by the pedestrian using the crosswalk or approaching it from the sidewalk.

• The duration of the green light crossing time for pedestrians must be set for a minimum pedestrian crossing speed of 1 m2.

Additional considerations The presence of pedestrian traffic lights with an acoustic signal reinforces pedestrian safety at the intersections. The use of blinking warning lights or count-down screens showing the remaining crossing time can also help pedestrians to decide whether they have enough time to cross the street.

Box 5.22 Requirements from Vietnamese Regulations and Technical Standards Design parameters for traffic lights found in local regulations are the following • Traffic lights are required for arterial and collector road types; • Pedestrian lamps have a lamp cycle of at least seven seconds; and • When pedestrian traffic is low and the road width is two lanes narrow and is not a priority lane, the light cycle may be reduced, but not less than four seconds.

Source: QCVN 41:2016/ BGTVT - Appendix A3.

• Traffic light or sound signal duration must be enough for the disabled to cross the street. The calculation time should be based on an assumed walking speed of the disabled of 0.5m2.

Source: TCXDVN 265:2002 - Article 5.24

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5.7.2 Rainwater drainage Design principles The design and planning of rainwater drainage systems must consider that grates and manholes should preferably be located away from the APR area. Metal surfaces are usually slippery, especially when wet, and their presence in the APR increases the risk of falls, especially for PRMs. Also, the installation of these elements must ensure continuity with the surrounding pavement, without any projections.

• Grates located in sidewalks or other pedestrian areas should have slot openings of 2 cm or less and oriented in one direction.

• Grates with elongated openings must be placed with the long dimension perpendicular to the APR’s dominant direction of travel to avoid sticks, wheels and other supportive products’ parts getting caught and causing falls.

• When located in the traffic lane, grates should not be installed in the crosswalk area, or next to the pedestrian ramps.

Additional considerations Considering the requirements of rain drainage systems for accessible pedestrian mobility at the planning stage helps to achieve an integrated infrastructure system where the service elements do not interfere with the APR.

Box 5.23 Requirements from Vietnamese Regulations and Technical Standards Design parameters for rainwater drainage found in local regulations are the following: • Manholes and underground pipelines placed on the walking path of pedestrians must be level with the ground and must not use high mesh type lids; • The hole size of the rainwater drainage plates placed on the walking path must not be larger than 20 mm x 20 mm; • Objects suspended over pedestrian spaces must have a clearance from the ground of more than 2.0 m; • Rainwater collection holes must not be placed on pedestrian ramps or tactile pavements; and • On a pedestrian path, if it is necessary to retain old trees or protruding obstacles, it is necessary to have protective measures or warning signs, instructions, or guiding paving.

Source: TCXDVN 265:2002 – Article 5.18

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5.8 Access to buildings

The design of the path or route to the building from the boundary of the site or from the parking area should be designed and constructed to enable all people to approach, enter, and exit the building.

The increasing number of older and disabled people is making it necessary to progressively adapt their living environment. Finding solutions to solve height differences when entering housing and buildings from the street is becoming a frequent problem when accessible connections are not provided from the start.

Design principles The boundary of the sites defines the limits between public and private spaces. The access to the building must present UA parameters of width and height, as well as level access solutions, such as ramps, where necessary.

When the height differences between the exterior and interior of the building are solved with ramps, curbs or stairs, they should not obstruct the direct line of pedestrian travel on the street. It is advisable that

those solutions are located inside the private area of the site or building.

For existing buildings, meeting this requirement is not always possible so the use of part of the public space for the implementation of access ramps and stairs might be necessary. In these cases, it is important to follow the specific regulations and always preserve the integrity of the APR’s that run along the street to prevent obstructions and potential hazards.

Additional considerations The boundaries between public space and the interior of sites or buildings is one of the critical points for the continuity of the accessible chain. Demanding that new buildings are accessible for all reduces the impact of future adaptative interventions that may be needed because of aging or disability of residents.

The coordination of regulations and policies between departments at the municipal level is the best way to find solutions for the accessibility problems in the public and private boundaries of the buildings.

Box 5.24 Requirements from Vietnamese Regulations and Technical Standards References found in local legislation for accessible access to buildings refer to the implementation of TWSI: • If the path to the building entrance is lined with trees or plants and is at least 1 m in width, then a guiding pattern should be used to mark the path on the turn, as shown in figure B5.24.1 Figure B5.24.1 Layout of guiding pattern

Source: TCXDVN 265:2002 Source: TCXDVN 265:2002 – Article 5.17

• The path leading to buildings must have paving with a continuous guiding pattern. The tactile paving should stop in front of the entrance. The width of the guiding pattern strip should not be less than 600 mm.

Source: TCXDVN 265:2002 – Article 5.14

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5.9 Balancing Vietnamese Universal Accessibility standards and regulations and their implementation with international best practice In general, and regardless of certain shortcomings, Vietnamese standards and regulations and their enforcement institutions are, in most aspects, sufficient for getting basic UA implemented in MDR cities. Nevertheless, below are some additional recommendations resulting from this analysis based on international best practice.

A) Gaps in current standards and regulations In any country, the process of construction, either of infrastructure or buildings, can be compared to a long road paved with an almost endless list of different standards and regulations. They cover all sorts of topics: structural resistance, climate isolation, electrical security, energy consumption. It was not until recently that accessibility and usability were considered priorities. One of the most important reasons for this is that in many cases accessibility regulations are not included in mainstream construction codes. This is something that could be corrected by introducing the main accessibility requirements into the country’s main construction code, ensuring that such criteria are taken into consideration from the project get-go, rather than at a later stage of the design process.

According to this idea, the accessibility standards for residential units and public space could have been directly included in the 2008 Vietnam Building Code on regional, urban and rural residential planning to gain enforceability.

Taking into consideration the current local regulations and standards of UA in Vietnam and comparing them to standards in other countries, as well as international references such as ISO 21542, a series of conclusions and recommendations emerge.

Some of them have been presented in previous sections, some others are related with how those regulated parameters can be made an essential part of urban planning and design.

From this perspective, the main findings and recommendations of this analysis are summarized below: • Include the APR concept as part of the UA regulations: the inclusion of the APR concept as a regulated parameter aims to ensure the existence of a continuous walking path for accessible and safe pedestrian mobility. Current regulations present individual parameters related to the APR and are scattered across different legal documents. This

Urban Accessibility Design Guideline

makes them disconnected and without a global approach to accessible pedestrian mobility in cities.

Putting all these design criteria for sidewalks in one document will be more effective and easier to implement.

• General criteria needed for the conceptualization of the APR: 1. The minimum width: the regulations should specify that the minimum free width for sidewalks (1.5 m) must be totally dedicated to the walking path. No additional elements, such as green or parking areas, or commercial activities, must invade this minimum width.

2. The minimum free height of 2.5 m for pedestrian routes can admit exceptions until a height of 2.2 m.

3.

Regulations must include pavement characteristics such as: a. The floor cover shall be firm with an even and slip-resistant surface and should be free from drainage gratings; b. Care shall be taken to ensure that adjacent surface materials do not display different slip resistance characteristics, particularly at the edges of changes of level or gradients; and c. Regulations must specify details about slipresistant surface and drainage gratings.

4. Regulations must specify the location of the pedestrian routes on sidewalks.

• Diversity in information and communication needs: there is the need to include parameters for visual and audible communication in urban environments. Information is key for safe and accessible mobility in cities and its implementation must include the needs and capacities of people with visual and hearing impairments.

• Shared streets design: the coexistence of vehicular and pedestrian traffic on shared streets often generates safety problems when there are no design criteria to ensure the integrity of the APR. Local regulations should include design parameters for shared streets in all its different forms (narrow and wide streets). In addition, restrictions on vehicle speed must be addressed for each type of street.

• Parking spaces: the minimum provision and design criteria for parking spaces reserved for PWDs must be addressed.

• Urban furniture: design criteria for the main

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urban furniture elements should be included in the regulations.

• Update and complete the essential set of UA parameters: some of the urban design elements regulated in local standards are incomplete. This is because specifications of the essential parameters are lacking in the regulations. It would be advisable to review the regulations whilst considering the recommendations in these guidelines, so that missing parameters can be completed.

• Concentrate information relating to accessibility into one document: regulated parameters are currently dispersed across different legal documents making it difficult for practitioners to find all information relating to UA for urban environments.

It is recommended to introduce one main legal document that covers all elements and parameters related to UA in urban spaces, referencing other standards and regulations when necessary.

B) Instruments for monitoring and implementation Vietnam’s fabric of administrative institutions and instruments seems prepared to cover the needs that resulted from the UNCPWD, signed in 2007 and ratified in 2014. The full implementation of the Law on Persons with Disability 2010 is an important step that requires a detailed unfolding of its principles and guided implementation. That is one of the purposes of the Decree No. 763/VBHN-BLDTBXH of 2019, that includes a roadmap for making infrastructures and buildings gradually accessible by 2025.

In order to achieve these goals of UA implementation, as required by those norms, the technical standards are only part of the set of instruments required.

A legal and administrative framework should also include implementation plans, maintenance programs, monitoring bodies, a sanctions scheme, and other sectoral and cross-sectoral policies.

These instruments, stemming from the state, need to be replicated at a local or regional level. In a diverse country such as Vietnam, the different geographical, cultural, and constructive patterns from the different regions should be taken into consideration in legal enforcement and UA implementation.

In this sense, provincial or local branches of the People’s Committees could be reinforced as

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law enforcement agencies in collaboration with the Vietnam Federation of Disability and other disability organizations.

Differences in size also matter. Big cities and densely populated areas are better prepared for introducing changes with further options for programming, training and monitoring. State programs, in order to be realistic, need to consider those differences, provide technical support and favor short-scale piloting through projects that can act as a reference.

C) Sidewalks occupation The occupation of the full width of the sidewalks for commercial practice or for parking motorcycles is one of the main practical difficulties found in MDR cities. These prevent people with reduced mobility from moving freely outside their homes. Street use by pedestrians and residents can become almost impossible because of shoppers and motorists misusing the sidewalks. The lack of clear differentiation between public (belonging to the whole community) and private (domestic) space is at the heart of this problem. This routine transgression of regulation is creating most of the problems observed, together with a low-quality design and maintenance of the public throughfare.

Changing these behaviors is not straightforward and requires, among others, the following measures: • Monitoring the problem and designing various measures, including monitoring the streets where the problems is more acute and introducing progressive measures of notifying, warning and finally sanctioning those encroaching the sidewalks goods for sale or vehicles.

• Fostering a cultural shift among shop-owners and dwellers to help them understand the limits between public and private space.

• Creating motorcycle parking spaces in the roads next to the pavement.

• Creating awareness campaigns about the correct use of sidewalks, including campaigns with direct information by the authorities, and legal consequences of non-compliance.

Additional ideas and experiences can be attained from the next chapter.

Urban Accessibility Design Guideline

D) Dissemination and training Experience from other countries shows that enforcement of UA regulations usually lags behind—regardless of putting into place deadlines and programs—due to the lack of knowledge of implementation by designers, practitioners and authorities. The knowledge starts by understanding the needs and benefits followed by comprehending the criteria that is explicit in regulations and standards. For the first, please check the following section of this document.

E) Initiating change One way to initiate change is by demonstrating change—for example by adapting reference buildings or main urban spots in the cities. Town halls are a good example of public buildings that should be made accessible—to the maximum extent—in the first place.

Equipping these with ramps, lifts, adequate flooring, and other physical accessibility features should be accompanied by better signage and induction loops in areas where direct personal services are provided.

Investments needed for UA improvement tend to be higher when physical infrastructure is involved.

In many cases, the changes cannot be achieved in a short timeframe. Suitable provisionary alternatives can be considered, at least when short-term solutions are needed. These can include: improvements in infrastructure, such as installation of temporary ramps; improvements in the services provided, such as moving direct attention services to lower areas of the building or by moving public officers to accessible areas of the building to serve those citizens that cannot get to the upper floors.

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MAINSTREAMING ACCESSIBILITY

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Providing planners and designers with technical guidelines for implementation of accessibility regulations and standards is important, but not sufficient, to overcome the shortcomings that hinder mainstreaming of Universal Accessibility (UA) policies.

Action is also needed to address lack of public awareness, negative perceptions about disability, and poor legal enforcement (non-compliance or inadequate execution).

Those changes demand a series of additional actions, the most important of which are presented below.

Figure 6.2 Awareness campaign on road safety and accessibility.

Source: Road Safety and Accessibility Directorate, Municipality of Lyon (France), 2010.

6.1 Building awareness of the Universal Accessibility paradigm Any new project where accessible solutions are implemented, should also be an opportunity to disseminate a vision of more inclusive public environments. Awareness should be promoted, specifically among professionals, public servants, and developers, as well as among the general public.

One of the main objectives should be to demonstrate how accessible solutions provide social inclusion and equal opportunities for persons with reduced mobility (PRMs), while at the same time improving usability and quality for the entire population.

This approach to accessibility could go handin-hand with awareness-raising on aspects of good mobility behavior, good citizenship and understanding of the role and importance of public spaces, services, and products. We can summarize these views in three categories as shown below: 1. Public spaces or collective use spaces should favor coexistence, promoting the possibility of meeting, and fostering positive relationships for all the inhabitants of a municipality.

2. Public services must be available and usable to all people. Thus, administrative, and legal structures and conditions must be adapted to the needs of the entire population.

3. Products and facilities provided by the municipality must be available to all citizens, guaranteeing the equal use and access and enabling the possibility of choice between different possibilities

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6.2 Citizen participation When UA is adopted as a comprehensive paradigm for social inclusion, the concerns, and interests of important groups of the population need to be considered.

Representative organizations of PWDs and other affected groups should be involved and consulted upon. This is how the constant strive for accessibility in the urban environment can be responsive to the needs of people with diverse abilities and ensure adequate representation.

According to the World Disability Report (WHO, 2011), persons with disabilities (PWDs) can offer unique insights about their disability, their needs and the suitability of solutions, to the formulation and implementation of policies, laws, and services and thus should be consulted and actively involved. These consultation processes have to be implemented widely across the different levels of decision-making.

To make their advocacy effective it may be necessary to provide information on legislation, policies, or planned developments, as well as support and capacity-building to the PWD organizations and their representatives. When these organizations are wellorganized, established and funded, they can also play a critical role in service delivery to PWDsâ&#x20AC;&#x201D;for example, in information provision, peer support, and support in independent living.

Direct consultation or research with PWDs and other affected disabled individuals may also be needed.

In these cases, various techniques can be used to ensure that their views are taken into consideration: most commonly workshops, focus groups, direct interviews, surveys, field visits or ethnographies.

With regards the involvement of PWDs and their representatives in the design of policies and urban infrastructure, Article 29 of the United Nations Convention on the Rights of Persons with Disabilities (UNCRPD) advises the following: a. Ensure that PWDs can effectively and fully participate in political and public life on an equal basis with others, directly or through freely chosen representatives, including the right and opportunity for PWDs to vote and be elected (â&#x20AC;Ś),

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Figure 6.2 Street activities during accessibility week, Cusco, PerĂş, 2016

Figure 6.3 Folkloric dancers participating in the accessibility awareness campaign, Cusco, Peru. Source: Acceplan Accesibilidad SL

Based on Arnstein, S. R. 1969. A Ladder of Citizen Participation. Journal of the American Institute of Planners. 35:216

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Figure 6.4 Group discussion and focus group of older people revieing urban plans, central Cusco, Perú

Figure 6.5 Group discussion and focus group of visually impaired people reviewing urban plans, central Cusco, Perú

Figure 6.6 Creating awareness about disability and accessibility among children in accessibility week, Vallecas, Madrid, Spain

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b. Promote actively an environment in which PWDs can effectively and fully participate in the conduct of public affairs, without discrimination and on an equal basis with others, and encourage their participation in public affairs (…)

Public participation methodology can also be taken from specialized organizations. The Association of Public Participation (IAP2)24 proposes the following levels of engagement on a single issue: • Inform the public with objective and balanced information (this is a one-way flow of information).

• Consult with the public by informing them and then requesting input.

• Involve the public in the decision by accepting input and reflecting this input in the choice.

• Collaborate by engaging with the public and sharing with them information on the decision-making process. Use consensus-building or participatory decision-making strategies.

• Empower by handing over decision-making to commissions, teams, or committees.

Engaging the public can be an evolutionary process.

Skilled management is necessary to create effective processes for engaging.

In the modern context, there are additional and powerful tools for achieving this—for example through using on-line communication channels, such as social media platforms. Nonetheless, it should be kept in mind that adoption of new technologies by PWDs is usually considerably lower than for other groups, hence may not provide adequate reach during data gathering. Therefore, face-to-face consultation should not be dismissed.

Urban Accessibility Design Guideline

A municipality which decides to improve the accessibility conditions for its citizens, must start by developing an accessibility plan. This is basically a prioritized action plan which presents time bound actions to gradually improve the accessibility of its urban environment so that all its citizens can use it freely and autonomously. In fact, all types of entities can formulate accessibility plans: national or regional state bodies, cities, public services, or private companies.

A standard accessibility plan requires an assessment of the level of barriers or accessibility gaps that exist in the target area, and it then defines the necessary actions and costs to adapt it, thus presenting a prioritized, phased plan for its execution .

The first step to developing an accessibility plan is the recognition that problems exist and that there is a need to tackle them. Making an accurate diagnosis of the gaps is a technical, legislative, institutional, and social issue and hence needs to be carried out by accessibility specialists, with the involvement of users and the various different stakeholders.

The second step is the identification of the specific intervention needed in the municipality or any other environment or service to address those gaps. It can take place through an analysis and diagnosis of the problems, their causes, and an identification of the systemic and structural components that generate them, which need to be reformed or restructured.

The third step involves establishing a vision, broken down into objectives, and incorporating these into decision-making. This requires a formulation of concrete objectives and possible strategies adapted to the specific needs of the municipality and the choice of intervention areas. The implementation phase may require that some feasibility studies (technical, financial etc.) are carried out. This might include the analysis of costs and—to the extent possible—estimated benefits of the interventions.

Finally, there is a need for Monitoring and Evaluation (M&E) of the impact and effectiveness of interventions, and identification of gaps still to be addressed, through a cycle of assessment, revision, evaluation, and continuous improvement. This requires 25

Figure 6.7 The accessibility plan Source: Acceplan Accesibilidad SL BEING AWARE OF THE PROBLEM (diversity of barriers; lack of integral and transveral accessibility management)

COMMITMENT FOR ACTION

ANALYSIS AND DIAGNOSIS

OBJECTIVES AND TASKS

IMPLEMENTATION

monitoring & evaluation

6.3 Planning and intervention

UNIVERSAL ACCESSIBILITY + EQUAL OPPORTUNITIES

taking advantage of existing resources and setting in place the required participation processes to collect feedback.

Given the widely recognized gap in enforcement and compliance of accessibility regulations in many countries, the UNCRPD emphasizes the need for “effective monitoring mechanisms to ensure accessibility, and monitor sanctions against anyone who fails to implement accessibility standards”, adding that there should be “a legislative framework with specific, enforceable, time-bound benchmarks for monitoring and assessing by private entities of their previously inaccessible services into accessible ones”.

The definition of objective targets to be achieved and benchmarks for monitoring and assessing the progress will depend on the previous analysis of the problems and the plan to be implemented. This plan should include an enforceable timetable, with responsibilities for the achievement of key targets and standards allocated to specific bodies.

The activity of monitoring should be overseen and coordinated by a strong and competent body established at a national or local level, with the authority to ensure that monitoring activities are conscientiously and regularly carried out.

Centro Español de Documentación sobre Discapacidad, 2006. GUÍA PARA LA REDACCIÓN DE UN PLAN MUNICIPAL DE ACCESIBILIDAD. Madrid

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6.4. The economic case for Universal Accessibility According to Vietnam Construction Standards, accessibility conditions need to be considered as part of any road or sidewalk investment project and its costs must be calculated when making the total construction estimate.

Nonetheless, aside from any technical requirements, from a human rights and social justice perspective the widespread exclusion of people with disabilities from society is unequivocally unacceptable. From an economic perspective, not only does exclusion create a significant burden for individuals and their families, but it can also carry substantial costs to societies at large (Morgon and Pollack, ND ).

In fact, accessible built environments can be economically attractive. The functionality is more flexible and the infrastructure more sustainable as there is less need for expensive adaptations of the environments at a later stage. Some well-known examples are: Increased walkway widths, low-floor buses, and smooth walking surfaces, that improve convenience for all travelers and not just those with mobility impairments. Curb ramps are important for people using handcarts, scooters, baby strollers and bicycles, as well as wheelchair users, etc.

Universal Accessibility can produce virtuous circles that cater for public and private interests. Let us

consider for example, a UA project the aim of which is investing in an accessible bus stop and low-floor vehicle to provide accessible bus transport services along a given bus route. In the first instance, the project may be predominantly justified due to the needs of the disabled, such as wheelchair users and elderly with mobility issues. However, upon closer examination, the project does not only benefit the disabled, but also users with loads such as those with baby strollers, those with luggage on trolleys, to name a few. The benefits to these users are like those for the disabled: the first will gain comfortable access to the transport system, the second will save time entering and exiting buses along the route. At the same time, the bus stopping time will be reduced, as passengers will get on and off faster. The company will, therefore, need a smaller number of buses to cover the same line.

On the side of the costs of implementing UA solutions it is, in the end, very similar to any other infrastructure or transport development and consists of capital costs, maintenance costs and the cost of renewal at the end of the installation’s economic life.

Evidence of a final positive balance of benefits and costs is sometimes shown by the resulting success: low floor buses and accessible bus-stops are becoming the standard in most cities around the world .

The calculation of benefits Benefits are primarily represented by the creation of social value: use value, option value and existence value.

Apart from the value that people with and without disabilities derive from the use of accessible facilities (“use value”), it is important to understand that people also derive value from the opportunity to obtain the benefit of accessible facilities (“option value”). Finally, “existence value” is the value that people, both with and without disabilities derive from the guarantees of equal protection and non-discrimination that are accorded through the provision of accessible facilities (Federing & Lewis,2017 ).

In terms of benefit valuation, there are basically two groups of benefits: tangible ones, that is, those that can be expressed in money and so-called intangible benefits which are more difficult, if not impossible, to quantify. It is however possible to estimate the benefits of accessibility in the community as a whole by attempting to estimate how much people would be willing to pay for an accessible environment or the production lost to the economy as a result of people with disabilities being unemployed because of inaccessible environments.

Morgon Banks, L. & Polack, S. (ND)The Economic Costs of Exclusion and Gains of Inclusion of People with Disabilities. Evidence from Low and Middle Income Countries. CBM 28 An example of the evolution of accessible urban buses in the United States. Prior to passage of the Americans with Disabilities Act in 1991, level-change technology for wheelchair boarding was expensive and unreliable, adding some 15 percent to the price and running costs of a bus.

Following the mandate for 100 percent accessible buses within a specified period of time, the demand for better technology led to an on-going virtuous circle of investment, research and development, more investment and so-on until today the addition of bus accessibility represents less than a fraction of one-percent.

29 Federing, D. & Lewis, D., 2017. Towards a framework for identifying and measuring the benefits of accessibility. International Transport Forum. OECD 27

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All these benefits must be considered whenever cost-benefit analysis of a project is done. However, the benefits of accessible environments have traditionally been underestimated, and the same happens with the costs of inaccessible environments to people with a disability. This is a conclusion drawn from different studies along the last decades and stems from the fact that calculating costs and benefits in accessibility projects is not straightforward. Planners and economists have had difficulties in identifying and quantifying the economic benefits of Universal Design projects and consequently not enough focus has been put in such evaluations. The business case for accessibility (commercial benefit) needs further analysis and proof, but evidence is reinforcing its

foundations given additional arguments to the equalrights approach that is the foundation of national regulations and the UNCRPD. Empirical studies in economic valuation of accessibility, and particularly ones about benefits estimation, have been done in relation to housing or transportation where accessibility can be considered an attribute of market products and services.

Estimating benefits of improved accessibility in urban interventions is harder, considering the limitations in measuring demand and transforming it into monetary units. Nevertheless, there is very significant and scientifically sound research on benefits of improved sidewalks and urban environments as shown in table 6.1 below:

Frisch, J., 1998, The benefits of accessible buildings and transport. An economistâ&#x20AC;&#x2122;s approach, Hurstfield, J. Parashar, U. & Schofield, K., 2007. The costs and benefits of independent living. Office for Disability Studies. Dept. for Work and Pensions, Norwich.

Accenture, 2018. The accessibility advantage: why businesses should care about inclusive design.

31 Gunn, L.D.â &#x17D;, Lee, Y., Geelhoed E., Shiell,A. & Giles-Corti,B. (2014) The cost-effectiveness of installing sidewalks to increase levels of transportwalking and health. Preventive Medicine 67 (2014) 322â&#x20AC;&#x201C;329 32 The cost of installing sidewalks was quoted at $70 (AUD2010)/square meter for a concrete sidewalk with a width of 1.8 meters 33 Health-adjusted life years (HALYs) are population health measures that combine impacts on morbidity and mortality in a single metric. They are estimated as years of life lived adjusted for health-related quality of life. They were here calculated to represent the impact on health of improvements in walking.

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Table 6.1 Benefits of improved sidewalks and urban environments

TYPE of BENEFIT

WHAT is VALUED*

WHO is CONSIDERED

RESULTS

Increase in walking due to the installation of sidewalks.

Source: Gunn et al., 2014 (AUS, western)

Cost-effectiveness of installing sidewalks to increase levels of walking.

All sidewalk users

Increasing the proportion of walking and increasing population density by 50 percent improved the cost-effectiveness of installing sidewalks by $A 346/person.

Cost-effectiveness of increasing sidewalk availability as a means of encouraging walking.

Source: Veerman 2016 (AUS)

Sensitivity analyses to explore the impact of variations of sidewalk accessibility, on population density, discount rates, sidewalk costs and healthcare costs in added life years.

An average neighborhood with 19,000 adult residents

Installing and maintaining an additional 10 km of sidewalk in an average neighborhood with 19,000 adult residents was estimated to cost $A 4.2 million over 30 years and provide an increase of 24 HALYs over the lifetime of the average neighborhood adult resident population

Benefit-cost comparison of the implementation of accessibility features in urban transport.

Source: Odeck et al. 2010 (NOR, Oslo)

(1) Low-floor buses; (2) Implementation of high curbs at bus stops; and (3) Enhanced lighting at bus stops.

Passengers served by the facility

Benefit-cost ratio : (1) 2.85 (2) 0.31 (3) 25

Value loss due to inaccessible environment.

Source: Frisch, 1998 (AUS)

Accessible environment

Wheelchair users

US$ 510 million per year

Helping public investment decision makers see the greatest return on their built environment investments.

Source: Guo & Gandavarapu, 2010 (USA)

The travel impacts of hypothetical improvements to the built environment

National Household Travel Survey sample (N = 4974)

An investment of US$ 450 million to make sidewalks available to all Dane County (WI, USA) residents, was estimated to yield a cost-benefit ratio of 1.87 over a 10-year life cycle

*The methodologies used in the research studies included are: “Willingness to Pay” survey, Cost-Benefit Analysis (CBA), Logistic Regression, Healthadjusted life years (HALYs) and Travel impacts converted into health impacts and monetary value through CBA.

In the case of MDR’ city, information for making any type of quantitative analysis of potential costs and benefits of improvements was not available. Therefore, to understand the impact of improved accessibility a qualitative economic analysis is shown in table 6.2, indicating how environmental and transport accessibility can affect economic and social life in the region.

Odeck, J., Hagen, T., Fearnley, N. (2010) Economic appraisal of universal design in transport: Experiences from Norway. Research in Transportation Economics 29 (2010) 304-311 35 Benefit-cost ratio (return from government funds invested) = Net Present Value / Share of finance through government budget 36 Frisch, J. (1998) The benefits of accessible buildings and transport. An Economist’s approach. http://members.optushome.com.au/jackfrisch/ Access.pdf 37 Guo, J. & Gandavarapu, S. (2010) An economic evaluation of health-promotive built environment changes. Preventive Medicine, Volume 50, Supplement, January 2010, 44-49 34

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Urban Accessibility Design Guideline

Marginal benefit

Implementation Priority conditions

Mostly low

High

Adequate materials.

Add bollards. Design and constructive know how needed

Essential. Should be established design practice

Crosswalk painting

Low

Mostly high

Zebra crossing and prevention of scooter parking

Very high. Should be established design practice

Signage

Visual communication

Mostly low

Raised pedestrian crossing

The road is raised to the same level of the surrounding sidewalks in the crosswalk area.

Low

Depressed curb

Lower the entire sidewalk pavement at the pedestrian crossing.

Ordering and uncluttering the sidewalks

Intervention

Details

Pedestrian ramp

Single/triple pedestrian ramp

Crosswalk

TWSI

Marginal cost

Specific

Medium

Mostly high

Crossings between narrow sidewalks or in streets where reducing traffic speed is required.

Essential for traffic speed reduction.

Medium otherwise.

Medium

High when sidewalk is narrow. Low otherwise

Design and constructive know how needed

Essential for narrow sidewalks. Medium otherwise.

Reordering of urban elements in sidewalks.

Prioritization of the walking path area on the sidewalks

Low

High

Remove and relocate urban elements in sidewalks

Essential

Implementation of TWSI in pedestrian crossings

Low

Specific

Design and constructive know how needed

Essential

Implementation of a TWSI system for the sidewalks walking path

Low

Specific

Design and constructive know how needed

Essential

Requires space for its construction

Essential, unless there is other alternative, such as a lift

Ramps as alternative to stairs

Vertical circulation fundamental element of accessibility

Medium

High, as stairs are not part of accessible routes

Accessible Bus stops

Necessary for accessible use of low-floor buses

Very low

High benefits to all users

Can be adapted to different sidewalk widths

Very high for accessible bus transportation.

Very low

High when sidewalks are the alternative parking

Preferably located on the road and not on pavement

Very high In places like Vietnam where sidewalks are used for parking.

Motorcycle parking

Simple configuration: paint and vertical signage

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In general, accessibility concerns designing and constructing environments, goods, and services in such a way that they are accessible from the start, preventing barriers or removing existing ones. But certain environments and related goods and services are not accessible, or not sufficiently accessible, for an individual or a group in the way they are constructed. In most cases where users’ needs are not incorporated at the beginning, the lack of universal design results in retrofitting which would appear to be less cost effective than building accessible in the first place.

Retrofitting, or re-engineering existing urban environments, extends, beyond rehabilitation or adaptive re-use and encompasses potential partial or whole redevelopment of the built and natural environment in order to induce holistic, long-lasting, transformative change.

Within the context of the built environment, the term ‘retrofit’ has been used to imply substantive physical changes to a building or buildings and often linked to the concept of ‘adaptation’ (i.e. intervention to adjust, reuse or upgrade a building to suit new conditions or requirements).

While in the EU or USA the challenge is often to deal with ageing building stock and urban infrastructure, in a country like Vietnam the pressing need is to retrofit informal or low-quality developments in response to the challenges of poverty and housing, economic development, climate change, and energy insecurities.

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Box 6.1 European case study: Evreux, France POLICIES • The city is committed to universal accessibility and an inclusive society. This feeds through into the city’s master plans.

• Grenelle du Handicap: participation process to ensure that the city hears the voices of persons with disabilities and other stakeholders.

PLANNING AND REMOVAL OF BARRIERS - ACCESSIBLE STREET SPACE AND BUILDINGS • Five structural projects (squares and in public gardens) • improvements to 169 buildings in a nine-year program MOBILITY – PUBLIC TRANSPORT FOR ALL • Improvements to buses and bus stops.

• Disability awareness training to drivers and other members of staff.

PARTICIPATION - AWARNESS • Intercommunal Accessibility Commission that includes persons with disabilities and representative organizations to monitor the process COMMUNICATION AND INFORMATION • Production of guides in accessible languages for the botanical gardens and the city’s museum.

Urban Accessibility Design Guideline

6.5. International best practice: European cities The role of municipalities for accessibility implementation in public spaces and in transportation is key. That is why the municipalities themselves must develop appropriate solutions according to their own needs, demands of their own citizens, resources available, and particular characteristics such as orography, transport connections or economic specialization.

Europe is promoting a Universal Design approach to the built environment so that buildings and public spaces are readily usable by as many people as possible and are accessible to all. In order to gain public attention and awareness, different initiatives have been put forward, including financial support for refurbishment to improve accessibility, good practice implementation or the creation of award schemes.

High quality integrated development of accessibility in EU cities is what the Access City Awards has recognized since 2010. We present some cases below.

6.5.1. Evreux, France SECOND PRIZE ACCESS CITY AWARD 2019. Evreux has a population of 50,537. It has been pursuing a modernization agenda to increase the city’s attractiveness as a local and regional center and as part of this process, accessibility has been included as a driving force. Since 2014, accessibility has been at the heart of all policies in Evreux.

6.5.2 Chester, UK FIRST PRIZE ACCESS CITY AWARD 2017. Located in the North West of the United Kingdom. The region has a population of 329,000 of whom some 18 percent have a disability and 21 percent is aged over 65.

Chester is an historic city famous for its 3.2 km City Walls. The city decided to make accessible his ancient monument to promote tourism for all.

Urban Accessibility Design Guideline

Box 6.2 European case study: Chester, UKPOLICIES • The One City Plan is a 15-year strategy which guides the future regeneration of Chester.

PLANNING AND REMOVAL OF BARRIERS • Ramps and level access have been introduced over many years.

• Where complete access is not possible for heritage-protection reasons, access has been improved. Improvements have included tactile paving and additional handrails.

• All sections of the elevated Rows (a covered walkway at the first floor behind which are entrances to shops and other premises) have been made accessible with a combination of ramps, level access routes, a lift and an escalator.

• Almost all existing municipal buildings have been adapted to make them accessible and all new public services and facilities are designed to be accessible from the outset.

MOBILITY – PUBLIC TRANSPORT FOR ALL • All of its 129 public transport buses being fully accessible, • The Council policy requires all of its 192 licensed taxis to be wheelchair accessible and to include additional features such as induction loops and color contrasted grab handles.

PARTICIPATION - AWARENESS • A dedicated Access Officer works across the council and its private sector partners on all aspects of access improvement and disabled people COMMUNICATION AND INFORMATION • British Sign Language interpreters are available on request and material form municipal activities and policies can be provided in large print, Braille or audio formats.

• There are tour guides, city center access guides, signs and online help via the DisabledGo website.

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6.5.3. Rotterdam, The Netherlands

6.5.4. Wiesbaden, Germany

SECOND PRIZE ACCESS CITY AWARD 2017.

Rotterdam is the Netherlands’ second largest city and principal seaport with a population of 610,000, about 30,000 of whom have declared to have a disability.

Accessibility is embedded in all Rotterdam’s mainstream policies. It has worked to make its beaches and sports facilities more accessible.

SECOND PRIZE ACCESS CITY AWARD 2016.

Capital of the German Federal State of Hessen with a population of 280,000. A key objective for the city is to ensure that everybody has unrestricted access to the city center and to its own spaces, parks, and playgrounds.

Box 6.3 European case study: Rotterdam, Netherlands

Box 6.4 European case study: Wiesbaden, Germany

POLICIES • In 2016, the city published a vision document for games, sports, exercise and meeting places in which accessibility and an inclusive society play a central role.

PLANNING AND REMOVAL of BARRIERS • Guidelines for the outdoor space were drawn up in 2014 to improve accessibility and were created jointly through dialogues between the municipality and stakeholders.

• Standard for road design was modified to reflect accessibility requirements. Accessibility experts are involved to ensure that the proposal meets the needs and wishes of disabled people.

• Most accessible beach in the Netherlands with free beach wheelchairs and walking aids, accessible toilets, and a wheelchair friendly path to the high-water mark MOBILITY – PUBLIC TRANSPORT FOR ALL • 80 per cent of all public transport stops must be accessible to wheelchair users by 2019.

Public transport stops also feature audio information for people with vision impairments.

PARTICIPATION - AWARENESS • Regular monitoring of satisfaction levels of the accessibility’s level of the city.

• Involving of PRM and older people in decision making process.

COMMUNICATION AND INFORMATION • Fourteen advisory kiosks and front-line care teams help people to understand what support they are entitled to receive from the municipality and to organize the help they need.

POLICIES • Action plan introduced in 2013, based on the UNRPD was produced working in cooperation with Wiesbaden’s disability organizations.

• Since 2011, every decision made by the City Parliament has had to take account of issues of accessibility and demographic change.

PLANNING AND REMOVAL of BARRIERS • Features such as tactile guide strips and dropped curbs are being progressively introduced and all new light-controlled crossing points have audible signals.

• Equipment in playgrounds that meets the needs of disabled children.

MOBILITY – PUBLIC TRANSPORT FOR ALL • All the city’s 230 buses are accessible.

PARTICIPATION - AWARENESS • Once a year there is a meeting of the interdepartmental working group Accessible Wiesbaden.

• All parliamentary documents are submitted to the Disability Work Co-ordination Unit.

• Disabled people are involved in planning public space and are represented on political committees.

COMMUNICATION AND INFORMATION • Detailed information on accessibility in 226 public buildings is available online.

• Network of advice centers on independent living in old age.

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Urban Accessibility Design Guideline

THE WAY FORWARD FOR AN ACCESSIBLE FUTURE

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The numbers who could benefit from the development of accessible cities is large and growing. Accessibility considerations ensure that whatever transformation takes place, it is inclusive of the needs of persons with disabilities (PWDs), while at the same time improving walkability and functionality for the benefit of the entire community.

Accessibility in the Mekong Delta River (MDR) cities is still questionable; changes are necessary at many levels. Changing the existing approach to how accessibility issues are addressed, cannot be a short-term aim, but an objective to be pursued systematically, strategically and over the long term.

The adoption of inclusive pedestrian mobility in MDR cities, which puts the needs of persons with reduced mobility (PRMs) to function autonomously at the heart of urban planning and project design, requires a paradigm shift for planners, managers, and designers.

Continuous, safe, and accessible pedestrian mobility needs to be prioritized; sidewalks cannot be a residual space. A strategic approach should be taken from the outset for creating seamless journeys from people’s homes to accessible transport facilities via barrier-free pedestrian routes, and on to the final destination.

According to WHO’s World Report on Disability (2011), for emerging economies, a strategic plan for adoption of accessibility, with priorities, goals and a series of increasing targets can make the most of limited resources. The United Nations Convention on the Rights of Persons with Disabilities (UNCRPD) refers to this strategy as “progressive realization”.

Although Vietnamese regulations have evolved to embrace this Convention and standards have been approved, there is still a lack of instruments, adequate technical regulations, and guidance documents for accessibility in the built environment. This can be the result of several factors, such as: poor understanding by designers, technicians and builders of user needs; lack of training and adequate knowledge on how the built environment can be designed, constructed or managed to accommodate those needs; lack of user involvement in the design process; or a disconnect between the design and the procurement, construction or delivery process.

In the future, Vietnam will continue to develop and urbanize to accommodate for an increasing population. Universal Accessibility (UA) is a useful

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tool to promote safe and accessible pedestrian mobility in cities, but the necessary changes require the renewal of urban planning and design strategies, with a multimodal approach in which public transport, non-motorized transport and pedestrian mobility are encouraged. It seems still necessary to advocate the idea that pedestrian mobility has at least the same importance as vehicular mobility, and thus must be incorporated into designs according to an origindestination logic, incorporating criteria of safety, continuity and accessibility. The aspiration should be to improve urban mobility, on foot, with technical aids or using public transport, in a way that is accessible to everyone moving around their own neighborhood or any other parts of the city.

Taking all the above into consideration, for Vietnam to mainstream the technical recommendations presented in these guidelines, interventions across various sectors and dimensions will be necessary: A. Governance: Improvements in governance of areas where accessibility is relevant. These improvements require specific training of public officers, institutional design and plans to implement the existing regulations, policy making and development of relevant monitoring and evaluation tools.

B. Legal enforcement: Measures to disseminate existing accessibility regulations, standards, and technical requirements among relevant professionals, and put in place realistic, and progressively more stringent incentives and disincentives (such as fines) to ensure compliance. Law enforcement bodies should receive training so as to recognize and be able to apply these measures effectively.

C. Social Awareness: Increase in social awareness about the needs of older and disabled people and the need to abide by the existing laws. Information needs to be provided at all levels not only about how to improve accessibility conditions, but about the mere existence of a specific regulation on accessibility. Professionals, as well as the general public, need to become more sensitized as to how their behavior and the way they use public spaces causes a hinderance to the mobility of PRMs and the wider population. They also need to be provided with instructions as to how their conduct as professionals or citizens can promote accessibility and inclusion.

D. Training of professionals: The urban landscape

Urban Accessibility Design Guideline

observed in Vietnam suggests that accessibility training of architects, urban planners, engineers etc. is strongly lacking. Accessibility should be included in the training curricula of professionals at a university level but also of those that implement infrastructure, such as foremen, master builders, installation technicians and those that provide transportation services, such as drivers, information and ticketing staff or those providing security services.

E. Designers and planners: There is a need to have a better understanding of the accessibility characteristics of the materials used for construction, urban works and mobility (pavements, tactile floor tiles, urban furniture, traffic lights, transport vehicles) so that they are able to incorporate appropriate features in their plans.

F. User representation and participation: Participatory mechanisms in decision-making must be adopted, in order to draw from the experience of PWDs and other users in shaping the solutions. This will be supported through a strong fabric of PRMsâ&#x20AC;&#x2122; rights advocacy organizations and associations, with the right technical and legislative knowledge, who will assist in moving the agenda of legal implementation forward, and proposing adequate solutions to tackling the needs of their members.

G. Adoption of novel technologies: Improvements in accessibility must be accompanied by innovation and in many cases new technologies, such as ICTs, with specific support solutions for sensory and

Urban Accessibility Design Guideline

cognitive disabilities. Examples of these include mobile phone applications which can be used for accessible journey planning, on-the-go information, or way-finding that benefits all users. The technology for mobility equipment has also changed significantly in recent years with the possibilities brought on by new batteries and smartphones. Such technologies, therefore, should be considered and incorporated as much as possible in the planning and design of modern public spaces.

No single solution will meet all needs and that is why the design of future urban infrastructure and mobility services must include a continuous two-way dialogue with PRMs and PWDs, learning from their own experiences and needs, while staying informed about the latest technologies, innovations and policies which are applied successfully internationally.

Finally, the aim of these guidelines isâ&#x20AC;&#x201D;by highlighting the importance of UA for the equitable economic development of Vietnam and identifying current deficiencies in achieving thisâ&#x20AC;&#x201D;to provide professionals, be they planners, designers, architects, procurement specialists or contractors with guidance on how to incorporate international UA principles into their products. In this way, the guidelines provide a platform on which Vietnam can build a national strategy and a long-term vision for accessible development, with a plan of concrete priorities and targets for achieving this based on international best practice.

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GLOSSARY

Accessibility: in common language, the ability to reach, understand, or approach something or someone. In laws and standards on accessibility, it refers to what the law requires for compliance.

Activities of daily living: activities that serve to maintain one’s self and lifestyle. The activities are major components of the routine in everyday life and are generally private and personal.

Aging or ageing: refers to the processes that underlie the person’s transition from youth to old age.

These are fundamentally biological, but also include psychological and social processes.

Assistive technology: means any item, piece of equipment, service or product system including software that is used to increase, maintain, substitute or improve functional capabilities of persons with disabilities or for, alleviation and compensation of impairments, activity limitations or participation restrictions.

Autonomy: ability of the individual to carry out the necessary tasks of living to considerably, for example, from an extended family household with many individuals, Cost-benefit analysis: analytical tool to evaluate an investment decided to improve the social welfare and to appraise the economic advantages and disadvantages by assessing its costs and benefits.

Cost-effectiveness analysis: analysis that compares the costs of alternative ways of producing the same or similar outputs.

Environment: external social and physical conditions or factors which have the potential to influence an individual. It refers to the physical context within which people live, comprising both the natural and manmade environment.

Household: refers to the social unit dwelling within a house. This may vary considerably, for example, from an extended family household with many individuals, to a single person living alone.

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Information and communications technology is an umbrella term that includes any information and communication device or application and its content.

Such a definition encompasses a wide range of access technologies, such as radio, television, satellite, mobile phones, fixed lines, computers, network hardware and software.

Person with disabilities: persons who have long-term physical, mental, intellectual or sensory impairments which in interaction with various barriers may hinder their full and effective participation in society on an equal basis with others Persons with reduced mobility: all people who have difficulty when using built environments, such as disabled people (including people with sensory and intellectual impairments, and wheelchair users), people with limb impairments, people of small stature, people with heavy luggage, elderly people, pregnant women, people with shopping trolleys, and people with children (including children seated in pushchairs).

Signage: any graphics—whether words, pictures, or symbols—on or attached to a building or other structure.

Standard: a level of quality accepted as a norm.

Sometimes standards are codified in documents such as “guidelines” or “regulations”, both with specific definitions, with different legal implications in different legal systems.

Universal design or Design for all: the design of products, environments, programs and services to be usable by all people, to the greatest extent possible, without the need for adaptation or specialized design.

Usability: implies that a person should be able to use the environment on equal terms with other citizens.

Accessibility is a necessary precondition for usability, implying that information on the person-environment encounter is imperative. However, usability is not only based on compliance with official norms and standards; it is mainly subjective in nature. Usability is a measure of effectiveness, efficiency, and satisfaction.

Urban Accessibility Design Guideline

ACRONYMS

AMC: accessible mobility chain APR: accessible pedestrian route ICT: Information and Communication Technologies MDR: Mekong Delta Region MOLISA: Ministry of Labour, Invalids and Social Affairs M&E: monitoring and evaluation NCDD: National Coordinating Council for Disabilities NCDV: National Committee on Disability of Vietnam OPA: Older People Association PRM: person with reduced mobility PWD: person with disability TWSI: tactile walking surface indicators SUUP: Scaling-up Urban Upgrading Project UA: Universal Accessibility UD: Universal Design UNCRPD: United Nations Convention on the Rights of Persons with Disabilities WHO: World Health Organization

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