The Impact of the DDA on Landscape Design

S A M P L E H E A D E R

DDA IN THE EXTERNAL ENVIRONMENT


Disability Discrimination Act 2005 (DDA) & Equality Act 2010

In light of this legislation, the design of street furniture elements for people with visual or mobility impairment needs to be carefully considered to ensure it is ‘fit for purpose’.

The DDA makes it unlawful for a provider of services (a Local Authority for instance) to discriminate against a disabled person by making it unreasonably difficult for the disabled person to use that service.

Although this responsibility may ultimately lie with the client or their agents (ie specifiers), it is still our duty as a supplier to take ‘reasonable’ steps and modify products to make them suitable for all to use.

In addition to the DDA, there are many guidelines produced by various bodies that have no legal status; however, there is plenty of information available on established best practice that can be applied to our products (see Further Reading at the end of the presentation for more information).

D D A I N T H E E X T E R N A L E N V I R O N M E N T


The term ‘disability’ covers people with physical, sensory or mental impairment.

A conservative estimate is that approx 10-15% of the population have some degree of impairment and many face barriers to movement in the external environment.

Also consider those not conventionally considered disabled but who encounter daily mobility problems eg people with small children, those carrying heavy shopping or luggage, people with temporary accidental injuries and older people.

While there are aspects of design in the pedestrian environment that are helpful to all or most disabled people (and many able bodied too), there are certain specific facilities needed by people with a particular kind of impairment.

No category is mutually exclusive. Many disabled people have more than one impairment and although it is not possible to consider the needs of every individual using the public realm, it should be recognised that a solution for one group of users may not assist another: rarely does one solution suit all.

D I S A B I L I T Y I S S U E S


Locomotion

Includes people using wheelchairs and those who walk with difficulty and often use an aid such as a stick or walking frame

Up to 70% of disabled people have locomotion difficulties: those with walking difficulties outnumber wheelchair users by about 10:1

C O M M O N P R O B L E M S E N C O U N T E R E D


Sight

Can be sub-divided into blind and partially sighted people

Only around 5 per cent of visually impaired people have no sight at all: the vast majority have some residual vision, and can distinguish colours, or shades of light and dark

It is estimated that there are almost 2,000,000 in Great Britain with a significant sight loss



Hearing

Can also be sub-divided into those who are profoundly deaf and those with impaired hearing

The RNID estimates there are over 8,000,000 deaf or hard of hearing people in the UK



Reaching, stretching & dexterity

Often as a result of advanced age and/or arthritis, which can make movements painful and difficult, muscular dystrophy (causing a loss of muscular strength), or complaints of the nervous system

Difficulty sitting down or standing up needs to be considered when providing seating for people with mobility problems



Learning disabilities

Making it hard to understand complicated information on signage or to use complex machines (some ticket machines)


A desirable urban realm is accessible, safe, legible, and inclusive

A coordinated and consistent design, supported by the logical installation of street furniture, will allow users to be unhindered by inappropriately located obstacles

Badly sited furniture is an obstruction to people with both mobility and visual impairments

Ideally, items of street furniture should be grouped together where possible (at the back of the footway, out of the main pedestrian flow) so that visually impaired people can more easily identify, and avoid, the potential hazard

S T R E E T F U R N I T U R E G E N E R A L L Y


Items should be mounted on walls or buildings whenever possible; if not, placing them at the back of the footway, as near the property line as possible, is acceptable (max distance from the property line to the edge of a pole should be 275mm)

However, this is sometimes not ideal as the building line can provide the best route for visually impaired people who use canes using building facades as a guide

If items are placed adjacent to a road, they should be a min 450mm away from the edge of the carriageway, increased to 600mm where there is a severe camber or crossfall

BS5489 provides safe distance from kerb edge to light column centre – these may be as much as 1500mm

A clear area of footpath, a minimum 1200mm wide, should be allowed for access, since visually impaired people who receive mobility training are trained to walk in the middle of a footway where there are normally less obstructions

S T R E E T F U R N I T U R E P L A C E M E N T


Free-standing items, such as individual bollards, are a particular problem for visually impaired people and it is essential (while taking account of heritage issues) to consider the means of making them apparent to people with reduced vision

Street furniture should be detectable at ground level with a long cane; for example, the addition of tapping rails to cycle stands should be considered at either end of a run

If there is a need for more than one pole to support any item eg signage, they should be set at least 1m apart

All street furniture should be at least 1000 millimetres high as anything lower (eg benches without backrests and low bollards) are not in most adults’ normal line of sight

S T R E E T F U R N I T U R E D E T A I L S


To reduce street clutter and hence the number of potential obstacles to the safe movement of visually impaired people, it may be desirable to coordinate certain elements of street furniture (traffic signals and signage, bins, banners etc with street lighting columns

ALTHOUGH…Projecting litterbins fixed to lighting columns and the glazed side walls of cantilevered bus shelters are examples of street furniture that may cause problems through being undetectable at ground level

C L U T T E R R E D U C T I O N


If, for practical reasons, it is necessary to locate freestanding items of street furniture within (or close to) an access route, their presence should be clearly apparent, for example by ensuring that they contrast in colour and luminance with the background against which they will be seen

Many guidelines advocate the use of colour / tonally contrasting marking to identify street furniture to those with residual sight, although such treatments may not be considered appropriate in historic areas

While colour contrasted bands will help to some extent, the choice of colour for the overall post or bollard also affects visibility - grey poles in particular are often problematic as they tend to blend into a paved background

C O L O U R / T O N A L C O N T R A S T


Contrast is the visual perception of the different light reflectance values of two surfaces and it is essential to ensure that colours selected for street furniture contrast with their surroundings

Hues that appear to be quite different from one another in colour (chroma) can be very similar tonally (e.g. green and brown) and therefore do not give sufficient contrast – particularly to those with colour blindness

It is generally recognised that 30 points of difference in light reflectance between surfaces should give adequate contrast for a large proportion of partially sighted people; however, the level of light shining on a surface has a large influence on the visual perception of contrast, and light levels outdoors obviously vary greatly so higher differences in light reflectance value would be preferable

As a rule of thumb, for existing street furniture, a good contrast will show up clearly on a black and white photograph while poor contrast will show up simply as shades of grey

T O N A L C O N T R A S T - M A T E R I A L S


A contrast band should be a minimum depth of 150mm, positioned with the lower edge of the band between 1400mm and 1600mm above ground level (essentially at eye level); some guidelines advocate deeper bands (300mm), or more than one band (three dark, two light bands each 100mm deep), but the single band, minimum 150mm, is acceptable to the Royal National Institute for the Blind

Specific items require different treatment: Bollards and low furniture should display a single band at approx 1m above ground levelItems of furniture such as bus shelters and lighting columns should be highlighted with two bands, one at 900-1000 millimetres and the other at 1400-1600 millimetres measured from ground level to the top of the bandIn the case of glazed screens, such as those found on bus shelters, two coloured bands should also be provided. The colour chosen for the highlighting on glazing should contrast with the background against which it will be viewed.

When installing new items of street furniture, tonal contrast should be a key element within the design of materials and finishes. When integrated into the design process, a broader range of aesthetically pleasing designs can be achieved and specifiers should not be restricted to using 150mm banding since this is the minimum vertical dimension required. Where appropriate, the banding could take the form of a logo or emblem for example, and applied to a glass panel in a shelter.

T O N A L C O N T R A S T D I M E N S I O N S

S A M P L E H E A D E RS E A T I N G


Where people with a disability are able to walk at all, approximately 30% can manage no more than 50 metres without stopping or experiencing severe discomfort and a further 20% can only manage between 50 and 200 metres; therefore seats provided at 50m intervals will help less mobile people use the streets more easily and encourage the use of public space

In designing the layout of seating, space should be made available for wheelchair users to sit with their companions (or assistance dogs to sit nearby) and the provision of sufficient space to manoeuvre is an important factor to consider if disabled people are to use facilities independently

Bench seats with open ends and sharp corners should be avoided

Seat supports should not have visible base plates nor extend beyond the profile of the seat where they could create a trip hazard

It is vital that rain water is not allowed to collect on any part of the seat and seats should be made of vandal resistant, easily cleanable material (timber is the preferred material where people may sit for longer periods of time)

Sitting on a slight slope can be very uncomfortable for wheelchair users

S E A T I N G G E N E R A L L Y


In order for seating to be DDA compliant it should be highly visible, with a bold side profile, and in a colour and luminance that contrast with immediate surroundings and surfaces

Alterations to the colour and/or finish of seating in certain locations may need to be made or the addition of contrasting banding or reflective strips might be required

S E A T I N G – V I S U A L C L A R I T Y


Seat surface heights are crucial to the comfort of individuals if seating is to be used for prolonged periods. If a seat is too high or too low a person may experience considerable discomfort as a result of poor posture

Conventional seat heights vary over the range of 420-580mm, with a common height being between 450mm and 480mm (BS8300 recommends 450-475mm for fixed seating)

Seat heights slightly greater than the normal 450mm are more convenient for people with restricted mobility

S E A T I N G - D I M E N S I O N S

Extract from TfL’s Streetscape Guidance 2009


If space permits, it is helpful for people of restricted growth (and children) if there are some seats at a lower level than the standard height. Where possible, seats of varied height and width, ie higher and/or wider than standard seating, should also be provided for people of large stature or those with restricted leg movement

Seat widths are recommended to be a minimum 500mm; wider may need to be provided to allow for those of large stature

Although conventional seating to these dimensions will meet the needs of most disabled people, there are some who find perch-type seating, against which people half lean and half sit, easier to use

Perch seating (at bus stops and other locations where people wait for a short period of time) is recommended at a height of 580-800mm

S E A T I N G - D I M E N S I O N S

Extract from TfL’s Streetscape Guidance 2009


Seats with backrests should be provided at regular intervals along well used pedestrian routes; approx 50% of seating should have backs

For lower back support, a back height of approx 300-500 mm is recommended, depending on the length of time likely to be spent seated and the formality of the seat design

Ideally, a minimum 75mm gap should be allowed between the top of the seat and base of the backrest

For comfort, seat backs should be slanted back at approx 5-15o ; the seat angle will also need to be adjusted to maintain a seat to back angle of 90-100o

S E A T I N G – B A C K R E S T S


A mixture of seating options, with or without arms, should be provided to assist in rising from the seat

Seats placed in a row should either all have armrests or no armrests; a mixture within a single row can cause difficulties for visually impaired people

To allow wheelchair users to transfer on to fixed seating, not all seats should have armrests, i.e. there should be no armrest on the end of a row of seats (the same principle applies for those with pushchairs)

Armrests should be placed approx 200mm above seat level; width should be 40-70mm

Armrests should have no sharp edges and the ends must be rounded if not connected to the seat; on longer seats, additional arms can be helpful but they reduce the usable sitting space (although also prevent rough sleeping)

S E A T I N G – A R M R E S T S


Generally, the use of bollards should be avoided as they clutter the streetscape and can create an unnecessary hazard for people with mobility and visual impairments: improved legibility for both pedestrians and vehicle users through good design will minimise the need for bollards

Bollards are recommended to be a minimum 1000mm in height ; under no circumstances should adjacent bollards be linked with chain or rope as this is a hazard for blind and partially sighted people

Bollards can be customised for DDA compliance through the addition of contrast colours or finishes and reflective banding to break up the bollard outline and increase visibility

The incorporation of a light at the top of bollards is an effective way of making them more easily seen at night

B O L L A R D S


In order to assure DDA compliance, cycle stands can be customised through the addition of contrasting colours and/or reflective banding

Cycle stands should be spaced a minimum 1000mm, and ideally 1200mm, apart

The addition of tapping bars to Sheffield type cycle stands can also aid the visually impaired so that an empty stand can be identified by someone using a cane; rails are often added only to the two end stands in a run for reasons of economy

C Y C L E S T A N D S


Litter bins should be between 1000mm and 1300mm in height

Bins should continue down or close to ground level and be of a rounded design in a colour that contrasts with their surroundings

The bin opening should be approx 1000mm above ground level

L I T T E R B I N S


If feasible, grilles should be positioned outside the boundaries of pedestrian thoroughfares; gratings within an access route must be of a non-slip finish and set flush with the surrounding surface

Slots in gratings should be a max 13mm wide and set at right angles to the dominant line of travel

The diameter of circular holes in gratings should be a max18mm (Heelsure drainage grates from Marshalls have slots of 6mm max for this reason); this recommendation is intended to reduce the risk of trapping the ends of canes and of wheelchair wheels becoming stuck

T R E E G R I L L E S

S A M P L E H E A D E RS A M P L E H E A D E RR A I L I N G S & B A L U S T R A D E


Any flight of steps that consists of two or more risers should be provided with a handrail on each side

Where a stair is used simultaneously by a large number of people, and the overall unobstructed width of steps is greater than 1800 mm, an additional handrail, or handrails, should be provided to divide the flight into separate channels; no channel should have an unobstructed width of less than 1000 mm or more than 1800 mm

The division of wide flights into separate channels will allow an individual who may have less strength on one side or the other to be within easy reach of support; An ambulant disabled person may be weaker on one side so a handrail on each side of the flight is essential for support

If any stairway consists of two or more flights, separated by a landing or landings, each handrail should, if feasible, be continuous throughout the series of flights

H A N D R A I L T O S T E P S


The vertical height to the top of a handrail should be between 900mm and 1000mm from the pitch line of a flight and between 900mm and 1100mm from the surface of a landing

Second, lower handrails for children and people of restricted growth are helpful and should be fixed at heights of between 550mm and 650mm

Each handrail should extend at least 300 mm beyond the first and last nosing; this extension allows an individual to steady or to brace themselves before ascending or descending

As much of the extension as possible should be horizontal and the extension should not intrude into any circulation route

L O C A T I O N O F H A N D R A I L


A handrail should be:a) an oval or circular profile (a non-circular

handrail is as easy to grip as a circular handrail and gives better support)b) finished to contrast in colour and luminance

with its surroundings, without being highly reflectivec) smooth and comfortable to grip (slip resistant)

with no sharp edges, not cold to the touch (the use of Ferrocast, timber or certain coatings, such as powdered nylon, is recommended)

For an individual with impaired vision, the change in slope of the handrail and its return into a wall will signal the start or finish of the flight

At the start and finish, the handrail should be terminated in a way that will reduce the risk of clothing being caught: this is achieved by returning the handrail to the wall or floor, having a minimum rounded downturn of 100mm, or by terminating it with a scroll or similar feature

H A N D R A I L D E S I G N


A circular handrail should have a minimum diameter of 40mm but not greater than 50mm; an oval profile should be 50mm wide by 38mm deep

The profile should have rounded edges with a radius of at least 15 mm

There should be a clearance of 50-60mm between a handrail and any adjacent wall surface (subject to a maximum intrusion of 100mm into the ramp or stairway); minimum of 600mm clear space above the handrail is required

Any handrail support should meet the handrail centrally, on its underside, so there is no obstruction to the passage of the hand along the rail; the clearance between the bottom of the rail and any cranked support, or continuous balustrade, should be a minimum 50mm to minimize the risk of the handrail supports interrupting the smooth running of a person’s hand along the rail

H A N D R A I L D I M E N S I O N S


Railings are a hindrance to people with disabilities but if there is a steep slope or drop on a footway, precautions must be made to prevent wheelchair users running over the edge or blind/partially sighted people walking over it

Guardrails and barriers adjacent to footways should be at least 1000mm high, preferably 1200mm, measured from ground level

In common with other street furniture, guardrails should be clearly colour contrasted from their surroundings. If galvanised or black railing is used, in conservation areas it should at minimum have colour contrasted markings added to the end panels

Grouping other furniture, such as litterbins, at the ends of railings will minimise the collision hazard at the ends of railings

G U A R D R A I L I N G


Guardrails should be designed to prevent guide dogs from walking under the rails, but there must be sufficient openings between vertical elements to ensure that children, people of limited stature and wheelchair users can see, and be seen, through the railings

The top rail should have a smooth profile and, if intended to provide support, should be circular with a diameter of between 40mm and 50mm

There should be an upstand, a minimum of 150-200mm in height, to act as a tapping rail for long cane users as well as a safeguard for wheelchair users

Where it is necessary to provide staggered barriers across footways and footpaths in order to prevent conflict with other forms of traffic (for example at junctions with main roads) the barriers should be constructed of vertical bar sections 1200mm high and colour contrasted with their surroundings

An offset between the two barriers of 1200mm allows wheelchair users convenient passage but discourages the riding of bicycles

G U A R D R A I L D I M E N S I O N S

S A M P L E H E A D E RS I G N A G E


Buildings designed with a logical layout will directly assist wayfinding; everyone needs information about the purpose and layout of spaces if they are to maintain a clear sense of direction and independent use of a building

Colour can be used to signal the location of certain features within a building eg walls within core areas containing stairs, lifts or toilets could be painted a particular colour to aid orientation

Visual information can be provided by distinguishing floors, walls and ceilings etc; where a building relies upon its own vocabulary of finishes to convey information to people with sight or learning impairments, a key should be provided at a central information point

Tactile maps or models of the interior layout of buildings aid the comprehension of the building for those with sight impairments

W A Y F I N D I N G P R I N C I P L E S

S A M P L E H E A D E RS I G N A G E G E N E R A L L Y

Signs should form part of an integrated communication scheme that gives clear directions, information and instructions for the use of an area; they should support a wayfinding strategy that considers the needs of different types of users as well as the complexity of the area’s layout

Making a sign clear and easy to read for a visually impaired person it will make the sign clear and easy to read for most people; the orientation of maps and plans should match that of the building

The effectiveness of information is determined by:

the location, accessibility, layout and height of signsthe size of lettering, symbols and their reading distancesthe use of tactile letters and symbolscolour/luminance contrast and lighting, including the finished surfaces of materials usedthe simultaneous use of audible cues/integration with any other communication systems


The location of signs should be part of the process of planning a building or landscape

Signs must be sited in logical positions where they do not cause obstruction and positioned at high level in areas that are likely to be crowded to ensure visibility

Key information should be provided both visually and audibly, and in tactile form (embossed lettering, pictograms or Braille) where low enough to be touched (as no single medium can communicate information to all those who need it, some duplication will be necessary)

Clear information is essential for people with impaired hearing who may be unable to ask, or feel uncomfortable about asking, for directions

Symbols are an essential aid to supplement written instructions for people with learning difficulties: universally recognised pictograms should be used to replace text, wherever possible

S I G N A G E G E N E R A L L Y C O N T I N U E D


The principles of clear signage are:the use of colour to highlight the sign from its background and to highlight the text on the sign (to enable a sign to be located on both light and dark backgrounds, a border can be incorporated on the sign, rather than changing the colour of the sign board)the need for upper and lower case lettering rather than all capitalsconsideration of text heights suitable for different viewing distancesmaterials should be of a matt finish, avoiding reflective glassposition signs where they will be well lit but avoiding reflections from low level sunlight and artificial lightingprovide simple, short and consistent information use prescribed typefaces, colour and graphic devices

S I G N A G E – D E T A I L D E S I G N


Signage poles and cantilevered signs can present a barrier and a hazard to disabled people and the guidance provided earlier concerning the position of street furniture, minimum footway widths and tonal contrast applies

Ssigns should ideally be placed on fixed parts of a building such as walls and floors

Consideration should be given to duplicating detailed signs or instructions, at both high and low level, ie 1.4-1.7m for a standing person and 1-1.1m for viewing by a wheelchair user

Low level signs supported on two vertical poles (eg city maps) should have a lower tapping rail or skirting between the posts to prevent pedestrians inadvertently walking between them and colliding with the sign; the rail or skirting should be 300-400mm above ground level; the sign must not extend more than 150mm beyond the supporting posts

Overhead signs (and any other obstacles over a footway) should give height clearances of 2.1m min below suspended signs, 2.3m otherwise

The height above ground of any controls for signage that need to be operated from a wheelchair should be at least 750mm and not more than 1200mm above ground level; for non-wheelchair users, the height of controls may be between 1000mm and 1400mm

S I G N A G E – D I M E N S I O N S

S A M P L E H E A D E RS A M P L E H E A D E RC A N O P I E S & S H E L T E R S


Shelters should be provided where there is space to do so and in more exposed locations enclosed shelters should be provided if possible

In order to provide shelter for those having to pause before entering a building other than a dwelling, the principal entrance of a building should incorporate some form of weather protection, such as a canopy or recessed entrance, unless freely accessible automatic doors are installed

In locations not exposed to severe weather, a cantilever bus shelter with one end panel offers good accessibility and some weather protection; where the end panel is used for advertising, it should be at the downstream end of the shelter so that people can see the bus approaching

S H E L T E R S G E N E R A L L Y


For reasons of personal security, a bus shelter should be made mainly of transparent material and well lit at night, though use of other materials may be more appropriate in rural areas

Any part of the structure of a canopy should not present an obstruction to visually impaired people and contrast banding should be added to vertical elements

Where glass or transparent walls are used they should have a tonally contrasting band at least 150mm wide at a height of 1400mm to 1600mm from the ground and a second, lower band may be placed at 900mm to 1000mm above ground level

S H E L T E R S - M A T E R I A L S

L I G H T I N G


The primary function of lighting is wayfinding and well planned lighting benefits everyone using transport and pedestrian facilities at night, providing a sense of security and safety, and encouraging full use of an area

More than that, carefully considered lighting systems will improve the aesthetics of a scheme at night, accentuating colour, tone and texture: consideration should be given to how different lighting will affect colour rendering and contrasting materials

Lighting often fulfils secondary functions, eg providing directional guidance, highlighting potential hazards such as steps or enabling visibility of signs and instructions

L I G H T I N G G E N E R A L L Y


People with visual impairments require clarity from a lighting system in order to avoid visual confusion and, in some cases, acute discomfort

Reflection/glarelights should be positioned where they do not directly cause glare or reflection on certain materials eg glassnon-reflective surfaces for signs etc should be specifiedspotlights and floodlights must not be poorly positioned in a person’s direct line of vision

Shadows mask hazards and are confusing for the visually impaired: pools of light and dark should be avoided through delivering a good level of ambient light and uniformly lighting an area; positioning lighting in unusual or unexpected places can create shadows and misleading visual effects

Broad variations in lighting levels across an area will require swift reactions from the eye and this should be avoided, incorporating gradual changes in lighting levels

L I G H T I N G F O R E Q U A L I T Y


Good light levels are particularly important in potentially hazardous areas such as stair wells or changes in level along a route

Each flight and landing of a stepped access route should be well illuminated, providing a clear distinction between each step and riser (use of contrasting materials to step nosings is also helpful to achieve this)

Uplighters placed above a standing person’s eye level will deliver glare-free illumination; if placed below they can be uncomfortable

Light columns can obstruct the footway and present a hazard: they should ideally be located at the back of the footway or at least sited consistently either to only the back or front of a footway

To reduce clutter at street level in urban areas, new light fittings should, where practical, be fixed to buildings

L I G H T I N G – S P E C I F I C A R E A S


Further reading

Requirements of the Equality Act 201o here: http://www.direct.gov.uk/en/DisabledPeople/RightsAndObligations/DisabilityRights/DG_4001068 Transport for London Streetscape Guidance: http://www.tfl.gov.uk/assets/downloads/businessandpartners/streetscape-guidance-2009-street-furniture-108.pdfFor further information on the use of colour, refer to ‘Colour, Contrast & Perception - Design Guidance for Internal Built Environments’ (University of Reading, 1997) and BS 8300Part M of the Building Regulations http://www.planningportal.gov.uk/uploads/br/BR_PDF_ADM_2004.pdf For detailed guidance on the use of signs, refer to the ‘Sign Design Guide’, (a publication produced by the Sign Design Society) http://www.signdesignsociety.co.uk/index.php?option=com_content&view=article&id=54:the-sign-design-guide&catid=10&Itemid=19 BS 5489:2012 is the code of practice for the design of road lighting‘Inclusive Mobility’ http://assets.dft.gov.uk/publications/access-inclusive-mobility/inclusive-mobility.pdfFor further guidance on external lighting refer to the CIBSE Code for Lighting and BS 8300 or seek guidance from a member of the Institution of Lighting ProfessionalsThere are many valuable websites offering guidance on a regional basis, for example http://www.mdpag.org.uk/standards.htm in Manchester

D D A I N T H E E X T E R N A L E N V I R O N M E N T

http://www.direct.gov.uk/en/DisabledPeople/RightsAndObligations/DisabilityRights/DG_4001068

http://www.direct.gov.uk/en/DisabledPeople/RightsAndObligations/DisabilityRights/DG_4001068

http://www.tfl.gov.uk/assets/downloads/businessandpartners/streetscape-guidance-2009-street-furniture-108.pdf

http://www.tfl.gov.uk/assets/downloads/businessandpartners/streetscape-guidance-2009-street-furniture-108.pdf

http://www.planningportal.gov.uk/uploads/br/BR_PDF_ADM_2004.pdf

http://www.signdesignsociety.co.uk/index.php?option=com_content&view=article&id=54:the-sign-design-guide&catid=10&Itemid=19

http://www.signdesignsociety.co.uk/index.php?option=com_content&view=article&id=54:the-sign-design-guide&catid=10&Itemid=19

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

http://www.mdpag.org.uk/standards.htm

The Impact of the DDA on Landscape Design

Education

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