Mobility for All: Accessible Transportation Around the World A guide to making transportation accessible for persons with disabilities and elders in countries around the world October 1998 Prepared by Tom Rickert Executive Director Access Exchange International Coordinated by the Rev. Kathy Reeves Health and Welfare Ministries General Board of Global Ministries The United Methodist Church ---------- CONTENTS C Introduction C Getting Organized C Getting to a Transit Stop Access to streets and pathways Access to parking space Access to bus stops Shelters and waiting areas Bus stops for all: a case study from Brazil C Getting on Board Access to buses Access to trains and subways Vans and mini-buses for door-to-door service Ramped taxis Access to motorcycles, horses, and other modes of travel C Access to trip destinations C Laws and regulations C Resources ---------- INTRODUCTION Persons with disabilities and frail elders need transportation to get to work, school, recreation, medical services, and all the other activities of daily living. Public transportation needs to become accessible for blind persons, persons who are partially sighted, people with mobility and cognitive impairments, and persons who are deaf, deafened, or hard-of-hearing. Disabled persons and seniors need the mobility provided by buses, trains, vans, taxis, and other means of transportation. The first section of this publication discusses advocacy for access to transport around the world while the second section introduces some aspects of access to streets and pathways, shelters and waiting areas, and bus stops. The third section deals with access to transit vehicles. The guide continues with brief discussions of access to public buildings and houses of worship and of the role of laws and regulations. The guide concludes with a section on resources about accessible transportation. Readers are referred to this section for sources of further information about the many topics introduced in this guide. This manual is being sent to persons in countries around the world. It will help introduce persons with disabilities and their friends to different types of accessible transportation. It will help transportation professionals and government officials to review different approaches to transit system accessibility. And it will assist clergy, religious workers, members of communities of faith, and others to be advocates for accessible transportation in their communities. We hope this publication will be especially helpful to persons in less-wealthy countries where first steps must be taken on the long path to mobility for all. * * * * This guide is published by the Health and Welfare Ministries of the General Board of Global Ministries of The United Methodist Church. Other publications on accessibility concerns may be found in the section on "Resource Materials" at the end of this guide. This publication has been prepared by Tom Rickert, Executive Director of Access Exchange International (AEI), a non-profit agency in San Francisco, California, USA, with the mission of promoting accessible transportation around the world. Prior to founding AEI, the author was Manager of Accessible Services for the San Francisco Municipal Railway, which is San Francisco's public transportation agency. Photos not credited have been taken by the author. ---------- GETTING ORGANIZED (Photo captions below in next 2 paragraphs) (paragraph 1 of captions) Disability leaders meet with Mexican transit officials in Ciudad Obreg n, Sonora State (top); a South African disability activist (upper right); Costa Rican disability movement leaders and their friends in San Jos , Costa Rica (right); Representatives from disability and social service agencies meet in Moscow, Russia, in order to coordinate their door-to-door van services in Moscow (lower right). Advocates for access need to work across disability lines in order to best reach out to transit officials. (paragraph 2 of captions) Testing access to buses and trams in San Francisco, USA. Persons with disabilities review each project in the test stage so that their suggestions may benefit all policies and improvements in access to transportation. Mobility for all means advantages for all. Most of the improvements which help disabled persons also help everyone else. If disabled persons can get to a bus stop and easily get on a bus, that usually means that other passengers also have an easier time using public transportation. For example, everyone benefits from pedestrian paths and streets without potholes, from bus stop waiting areas which are safely removed from traffic, from easily read destination signs on buses, from proper hand grips on bus doors, and from drivers who call out key stops. But while non-disabled passengers may find it harder to ride a bus without these improvements, disabled passengers may be prevented from using a bus. And without mobility, disabled persons cannot get to work or school or to any other activity. So persons with disabilities and their friends need to organize themselves to advocate for access to public transportation. And, since their goals help the rest of society, they need to work with other persons and organizations who will also benefit from greater access to public transportation. Advocates can include friends and relatives of disabled persons, transportation officials, social service workers, medical agencies, public works officials, city planners, bus drivers, and newspapers as well as TV and radio stations. Persons with mobility difficulties should work with those who are blind or partially sighted, and those with other types of disabilities, in order for their advocacy to be most effective. Advocacy need not mean being an "adversary." Some of the best advocacy is done in friendly meetings with public officials and through helpful letters and phone calls which point out the advantages of access by all to public transportation. Successful advocacy should ideally result in "first steps" toward access, including curb ramps at street corners, ramps to public buildings, low-cost improvements such as larger letters on bus destination signs, or the initiation of door-to-door service to a major destination such as a school or rehabilitation center. These "first steps" can result in good publicity for everyone, including transportation officials. "First steps" can then form the basis for additional improvements as part of the process of creating accessible transit systems. In turn, transit agencies need public support as they seek more funds for their services. As part of their advocacy, disability agencies need to support better public transportation for everyone. ---------- GETTING TO A TRANSIT STOP Streets and pathways Access to transportation is not just a matter of being able to ride on buses and trains. Transportation access also benefits from changes in the attitudes other people have toward persons with disabilities. Prejudice against disabled persons will hinder the success of even the best efforts to improve access. Also, those who have mobility difficulties may need practical, low-cost and easily repaired mobility aids, including wheelchairs, canes, walkers and crutches. But even with good attitudes, good mobility aids, and access to transit vehicles, disabled persons also need pedestrian pathways which are free of barriers in order to get to a bus stop or a train station. Barriers can include curbs, pot holes, muddy pathways, drainage ditches, piles of refuse, broken pavement or sidewalks, high curbs, or grates with openings so large that they catch wheelchair wheels or canes. In cold climates, piles of snow can also be a barrier. The photo at the upper left shows a "curb ramp" (curb cut) in the United States, with a slope between the sidewalk and street which easily permits a person riding a wheelchair to cross the street. The diagram at the upper right, from Canada, shows ideal sidewalk widths to enable wheelchair users to freely travel, with specifications for curb ramps. The diagram at lower left, also from Canada, shows how a blind pedestrian benefits from having a flat smooth surface to walk on, with tree limbs out of the way, grates with small openings (or better still, no grates at all), and without objects such as news stands blocking the pathway. The diagram at the lower right notes the proper construction of unpaved pedestrian pathways which are designed for proper drainage. Pathway soil should be stabilized if possible. Governments unable to afford paved sidewalks should have a program to maintain pedestrian pathways in as good condition as possible. In every country and at all levels of government, programs are needed to prevent pedestrians from having to walk in traffic lanes used by vehicles. Around the world, tens of thousands of pedestrians are killed or become disabled every year due to a lack of pedestrian pathways. Transportation managers need to work with the city departments in charge of streets and pedestrian pathways to make sure that all their passengers can get to their bus stops or railroad stations. Such coordination will assure that pedestrian pathways provide an unbroken path of travel to transit stops. Sidewalks and waiting areas should be well illuminated. Bus stop markers, benches and shelters should contract with their surroundings to assist all passengers, including those who are partially sighted. When possible, seats should be provided at transit stops to assist frail elders and others who find it difficult to stand and wait for their vehicle. (In actual use in any given city or country, local conditions and regulations will determine building materials and safety standards. Photographs and diagrams in this publication do not necessarily represent the standards currently in use in the USA, where this publication is written.) Access to parking space Accessible parking is needed for drivers using wheelchairs or with other mobility difficulties. Such parking is especially needed near major transit stops, for use by those who wish to transfer from a car to a bus or train. The diagrams below illustrates some of the features of accessible parking space as required by law in the USA. Features of accessible parking spaces for cars 1. Sign with the international symbol of accessibility mounted high enough so it can be seen while a vehicle is parked. 2. If the accessible route is located in front of the space, install wheelstops to keep vehicles from reducing width below 915 mm. 3. Access aisle of at least 1525 mm. width must be level (1/50 maximum slope in all directions), be the same length as the adjacent parking space(s) it serves and must connect to an accessible route to the building. Ramps must not extend into the access aisle. 4. Boundary of the access aisle must be marked. The end may be squared or curved shape. 5. Two parking spaces may share an access aisle. Three additional features for van-accessible parking 1. Sign with "van accessible" and the international symbol of accessibility mounted high enough so the sign can be seen when a vehicle is parked in the space 2. 2440 mm. minimum width access aisle, level (maximum slope 1:50 in all directions), located beside the van 3. Min. 2500 mm. high clearance at van parking space, access aisle, and on vehicular route to and from van space Adapted from ADA Design Guide of the U.S. Dept. of Justice, Civil Rights Division, Disability Rights Section Access to bus stops All passengers benefit from transit stops and transit terminals which are safe and accessible. Approaches to transit stops should be on well-paved or level surfaces. Curbs should be ramped for easy access and platforms for trams or trains should also be ramped. The two photos at right illustrate access to a bus stop and to a tram stop in San Francisco. The Canadian diagram at lower right illustrates access to transit stops in rural areas or areas where roads may be unpaved. Where possible, the transit stop itself should be paved, with curb ramps for those with mobility difficulties. If this cannot be done, at a minimum transit stops should be entirely off the road so that passengers can wait safely. Even if a paved sidewalk is not available, a 2-meter or longer raised curb between the road and the passenger waiting area can provide greater safety, assist mobility-impaired persons to reach the first step of the bus, and provide orientation to blind persons or those who are partially sighted. Transit stops should be marked with large-print signs to assist those passengers who are partially sighted. Route and schedule information should be displayed to assist all passengers. Ideally, transit stops should provide separate waiting areas for passengers that do not conflict with nearby pedestrians, as shown in the diagram at bottom. Shelters and waiting areas Accessible transit shelters and waiting areas also benefit all passengers. Persons with mobility aids can easily enter the shelter shown in the photo above left, from San Francisco. The Canadian diagram (above right), incorporates several features which assist disabled persons. These features include seating for waiting passengers, a tactile warning strip to assist the blind person shown waiting with her dog guide, a curb cut to assist persons crossing the street to the bus stop, and measures to prevent newspaper boxes and other obstacles from blocking access to the stop. Route and schedule information is also displayed. A small low-cost shelter, accessible to wheelchair users, is shown in the diagram at lower right. The diagram at lower left shows recommended clearance so that persons using wheelchairs can board a bus which has a wheelchair lift or special ramp. Curitiba, Brazil: A city committed to accessible transit Persons with disabilities can enter Curitiba's "bus tube" waiting areas along with other passengers, using a flat surface or a small lift (photos above). Bus tubes improve access, protect all passengers, and permit fast boarding because passengers have already paid their fares upon entering the bus tube to await their bus. Articulated buses on Curitiba's main routes stop alongside the bus tube stations. Bus drivers lower special "bridges" over platform projections in order to provide a smooth entrance for wheelchair users and all others between the floor of the bus tube and the floor of the bus (photos below). In addition, four lift-equipped bus lines connect with main routes and lift-equipped taxis serve points of special interest to disabled persons (All photos this page by Inter-American Development Bank, Charles Wright) ---------- GETTING ON BOARD Access to buses Buses provide most of the public transit trips taken around the world. Access for wheelchair users is often provided using lifts or ramps. For example, Mexico City recently deployed locally-made lift-equipped buses and trolley buses on major routes (see photo at left, noting also the low retractable first step in the front entrance). Some manufacturers specialize in making high-quality lifts which are available for use on locally-made buses around the world. (Photo top of opposite page). Buses can also have a kneeler feature, which allows the driver to lower the front (or other) entrance to reduce the height of the first step above the surface of the bus stop. Buses should be equipped with easily reached grab bars for boarding and alighting, and with as many vertical stanchions as possible for standing passengers. This especially helps passengers with back pain or mobility concerns. The photo at left shows the "forest of stanchions" adapted for use in San Francisco. The photo at bottom left shows reserved seating signs for elders and those with disabilities, used on buses in many countries. It is helpful to paint hand grips and steps a bright color (yellow in many countries). Bus destination signs should be in large print with high-contrast letters to assist all passengers and especially those who are partially sighted. The bus number can be posted inside the bus using raised letters as well as braille dots, to assist those partially sighted or blind passengers who read braille to both commend or criticize their bus service. (See photo at bottom right of previous page.) Especially when initiating accessible bus service, transit agencies should consider making a single bus route totally accessible to wheelchair users rather than having every second or third bus be accessible. This is because it is important that service be reliable. Disabled persons may take a few months to become accustomed to accessible public transit and, as with all passengers, reliability is needed in order to gain more passengers. In many cases, "travel training" can be offered to assist new passengers who have never ridden a bus before. When possible, transit information should be available in "alternative formats" such as large print material for partially sighted passengers and braille or cassette tape for the blind. Travel information should be available for deaf, deafened, and hard-of-hearing passengers via teletypewriter, fax, and electronic media, depending on local conditions. In addition, transit agencies should enforce a policy that vehicles remain stopped while passengers board and alight and that disabled persons are seated before the vehicle is in motion. Drivers should call out key stops in order to assist all passengers and especially those who are blind or partially sighted. (Photo caption) Testing wheelchair lift in South Africa Low-floor buses: Easy access for everybody Low floor buses are becoming a common sight in Europe and North America. Many low-floor buses can board wheelchair users directly from a raised sidewalk. Others use a fold-out ramp, such as the Canadian bus in the photo below. And other low-floor buses use a sliding ramp under the floor, as with the bus in London shown at right. Wheelchair securement: U.S. & European methods In the United States, passengers using wheelchairs usually face forward, the wheelchair is secured using a wheel clamp or belt, and the passenger is secured with a seat belt (photo at left). In Europe, wheelchair users travel unrestrained, seated facing backward, with the wheelchair backed against a soft bulkhead. Bus access at key sites In countries which lack accessible buses, access for passengers who cannot climb steps may be possible using platforms at key sites. As proposed by AEI, a portable bridge piece, fixed to the platform or stored behind the driver inside the bus, can span the gap between a raised platform and the floor of the bus. A bridge design prepared by Kevin Ball and Trent Inglesby at Oregon State University (USA) is shown in the diagrams above at left, while a prototype platform designed by Angela Archangelskaya in Moscow in shown above right. The photos below show testing of ramped platforms with buses in the USA (left) and Russia (right). If properly located, a network of such platforms could provide significant access at low cost, depending on local conditions. Access to trains and subways Access by persons with disabilities to trains and subways is another important part of creating access to public transportation. Advocates should stress the importance of building new train cars with wide enough doors to accommodate those using wheelchairs, walkers, and other mobility devices. Once inside, design features should allow room for those riding wheelchairs to either remain in their wheelchair or to transfer to a regular seat. In general, the various features noted in the discussion on access to buses (previous four pages) also apply to access to trains. However, access to trains is simplified by two differences: 1) Train stations are fewer in number, since they are usually farther apart than bus stops. 2) It is usually necessary to provide access to wheelchair riders to only one car per train. There are two general methods of providing access to trains from adjacent platforms, although each method has several variants. Both methods are used extensively in North America and Europe: 1) Through the use of portable hand-operated lifts, illustrated in the Canadian photo, upper left. 2) Through the use of high platforms which permit all passengers to board on a level surface, as shown in the American photo at center left. The diagram at lower left illustrates the use of a warning strip to assist all passengers as they near the edge of the platform. In many countries this strip is approximately 24 inches (approx. 600 mm) wide. The warning strip should provide a difference in color (typically a bright yellow), texture and "feel" (the warning strip should feel different under foot, or at the touch of a cane used by a blind person). The diagram also illustrates how level crossings should be provided if tracks must be crossed to get to the proper platform. Access to railroad platforms can vary between stations or between different cities and countries. The photo at bottom illustrates the use of a sloped ramp to provide access for wheelchair users and other passengers to a subway platform in San Francisco. However, many subway stations are far below ground and require the construction of elevators to the platform level in order to provide access for persons with disabilities. In such cases, key stations should be identified in cooperation with advisors with disabilities, in order to phase in such improvements. In all events, new subway and railway stations around the world should always be built to permit access by passengers with disabilities. Such construction almost always costs far less than retrofitting older stations. In fact, there is often little or no additional cost when new facilities are built with full access for frail elders and persons with disabilities. (Diagram caption) Billie Louise Bentzen, Project Action, Detectable Warnings in Transit Facilities: Safety & Negotiability (USA), 1995 Surface platforms at key sites: Small "mini-platforms" at key sites can provide access to trains and trams, as shown in the above photo from San Francisco. The diagram and photo below illustrate access to a trolley line in San Francisco using such a platform along with a portable bridge carried in the car, which is put in place by the driver. Smaller vehicles for door-to-door service and service routes Photo captions (3 paragraphs, below) 1. Elders transported in Moscow, Russia 2. Top: One of 74 accessible small buses run by the Hong Kong Society for Rehabilitation on 51 fixed routes (photo courtesy of Joseph Kwan, ReHabAid Centre, Hong Kong) Bottom: An extra-low step on a London paratransit van assists semi-ambulatory passengers. 3. Left: A van passenger in Johannesburg, South Africa (photo by Richard Weiner). Right: A lift-equipped van in Mexicali, Mexico, operated by the Fundaci n ProPersonas con Discapacidad. Often one of the first steps in the creation of accessible public transportation is to start an accessible system using vans, small buses, or taxis. Historically, such systems have been operated by social service agencies in many countries in order to serve their clients. In the 1970's, these systems began to serve all qualifying disabled persons in Sweden, the United Kingdom, and elsewhere in much of Europe. Soon these systems spread to North America and they are now found in some cities on all continents. These smaller vehicles are usually operated in door-to-door service, called "paratransit" service in North America. Such service is mandated in the United States by the federal Americans with Disabilities Act. Paratransit services are usually operated door-to-door, in order to transport persons with disabilities, including frail elders, between their homes and trip destinations. Usually the fares of passengers are subsidized by funds from city or state governments. A second major approach is the use of "service routes," which were first initiated in Sweden. Service routes usually follow a fixed route designed to pass near the homes of persons with disabilities as well as major trip destinations such as shopping areas, schools, and rehabilitation centers. In some cases, service routes permit their drivers to deviate a short distance from a fixed route in order to pick up a person who has telephoned for service from their home. In countries with very few telephones, such service works best for recurrent trips, for example, trips taken at the same time on the same day each week. Both door-to-door service and service routes can provide feeder service to any accessible bus routes or railroad stations. Because small vehicles are often operated by social service or disability agencies without a great deal of experience in transportation, care should be taken to make sure that vehicles receive scheduled preventive maintenance and that they are scheduled to pick up passengers efficiently. Often it may increase revenues to offer such transportation services to everyone -- not just to persons with disabilities. This is especially true of service routes. Increasingly, however, accessible paratransit services and service routes are being operated by public transportation agencies, either using their own drivers or by contracting with social service agencies or private businesses to operate these services. Whoever operates these services, drivers should be trained to competency in all of their tasks. It is especially important that drivers receive training to assure that they are sensitive to the needs of passengers with disabilities. Such training needs to include body mechanics, including how to board and secure persons using wheelchairs. Driver training should always emphasize safe driving. Other matters to consider when developing a door-to-door system or service routes include: C Development of policies for determining the eligibility of passengers, trip reservation policies, and collection of any passenger fares. C Development of personnel policies for both paid and volunteer personnel C Service design and scheduling to assure that passengers are picked up in an efficient manner. More passengers will be carried, at a lower cost per trip, if pickups are "clustered" in the same neighborhood or along a corridor. C Emergency plans to assure that all personnel know what to do in case of an accident or other emergency. Planning should also include actions to take in the event of a disaster such as fire, flood, or earthquake. C Performance evaluation, including setting goals and collecting and interpreting data in order to determine how to improve service Ramped taxis In many countries it is preferable to have transportation which serves all passengers instead of separate systems for passengers with and without disabilities. One example is the use of ramped taxis. Such vehicles serve all passengers, but can be regulated to give priority to persons with disabilities. The photo at top left shows a ramped taxi in operation in San Francisco, USA, while the photo at top right shows one of 10,000 ramped taxis in use in London, UK. Ramped taxis are probably the chief method of transportation for persons with disabilities in London. Such vehicles are gradually coming into more use in Europe, Asia, and Central and South America. Ramped taxis can provide quick service when telephones are available. Where possible, governments can subsidize fares for disabled persons. Accessible motorcycles Shown at left are three-wheeled motorcycles that have been modified for use by persons with mobility difficulties. The vehicles are produced by Kepha Motorbikes, founded by Wycliffe Kepha in Nairobi, Kenya. It is planned to further modify these vehicles so that a person using a wheelchair can ride in a compartment behind the driver without needing to transfer to a regular seat. Such vehicles could provide low-cost door-to-door service for persons with disabilities. Access to horses In some cases, modifications to saddles can make it easier for those with mobility difficulties to ride horses. The photos below are by Joyce Blatherwick, a wheelchair user in rural Montana, USA. The photo at left shows her riding with the help of her specially designed saddle, while the photo at right shows some of the special features of her saddle. Note that the saddle is deeply curved to provide the depth to leave room for a cushion under the rider. Velcro straps on the stirrups and under the rider's shoes help keep legs in place. A handle is added on the back of the saddle to assist in mounting the horse. (See Resource Directory for information about how to contact Ms. Blatherwick for more information.) Access to other modes of travel Buses, rail cars and smaller vehicles account for most of the trips by public transportation in many countries. This guide can only mention some of the other areas where people are researching how to make transportation more accessible. C Non-motorized vehicles include bicycles, pedicabs, and rickshaws, all of which can be made more accessible to persons with disabilities. This may include modifications to the vehicles themselves, or the development of trailer units for use with a bicycle or pedicab. C Airports are becoming more accessible in many countries around the world, including a rapid increase in methods for assisting persons with disabilities to board airplanes. The photo at bottom illustrates the use of a portable hand-operated lift to assist a passenger using a wheelchair to board an airplane. C Ferry boats and other passenger ships also need to become more accessible. There is especially a need to redesign ferry boat bulkheads to eliminate barriers and also to design gang planks so that they do not become too steep due to changes in water levels as tides ebb and flow. Laws and guidelines Countries around the world are beginning to provide guidelines and regulations in response to the advocacy of persons with disabilities. The covers illustrated above are for guidelines in Spanish and Russian for access to the built environment, published respectively by the Mexican Social Security Institute and the Moscow Committee on Architecture. The photo below, from Santiago, Chile, announces the Disability Law, which includes some provisions for transportation access. All countries should consider laws requiring new public facilities to be accessible -- a start on the road toward a comprehensive legal framework requiring that the build environment and transit vehicles not present obstacles to persons with disabilities. ---------- ACCESS TO TRIP DESTINATIONS Trip destinations need to be accessible in order for frail elders and other persons with disabilities to have the mobility they need to lead independent lives. This means that there should be accessible routes from transit stops to buildings used by the public. Such buildings include government offices, commercial buildings, railroad and bus terminals, schools, medical and recreational facilities, and houses of worship. Once the building is reached, the accessible route should continue through the door to destinations within the building, including auditoriums, sanctuaries of houses of worship, offices, bathrooms, public telephones, water fountains, and other public conveniences. In general, the rules that apply for pedestrian paths to transit stops also apply for access to and within public buildings. The photo at upper right shows access from the street to the entrance of a public building in San Francisco, USA, while the diagram at lower right illustrates a ramp inside a church. But in both cases the ramp should not exceed one unit of rise for every twelve units of length. The following standards are selected from the far more detailed regulations of the Americans with Disabilities Act, which are used in the USA. They generally reflect current usage in North America and much of Europe: Regarding paths of travel for wheelchair users and others with mobility impairments: 815 mm: minimum clear width for passage of a single wheelchair at a point (such as a doorway), with the passage itself 915 mm. wide. 1525 mm: minimum width for two wheelchairs to pass each other 1525 mm: diameter of a clear space for a wheelchair user to make a 180-degree turn 2030 mm: clearance between a path of travel and an overhead obstruction (of special importance for blind persons or those who are partially sighted) Ramps should be sloped at not more than a 1:12 slope, that is, not more than 1 cm. of rise for every 12 cm. of length. Landings at the top and bottom of a ramp should be level. A flat rest area should be provided on longer ramps, after each rise of not more than 760 mm. The inclined surface of a ramp should have a contrasting color and a detectable non-slip surface. Ramps should be protected with handrails. Ramps and corridors leading to buildings or inside of buildings should be free of protruding objects which can be a barrier to blind persons, persons who are partially sighted, and persons with mobility impairments. Regarding bathrooms: The diagram at lower left is from Accessibility Guidelines for Buildings and Facilities in the Americans with Disabilities Act (1991). The large numbers are in inches (USA) and small numbers are in millimeters (most other countries). In general, towel, paper and soap dispensers should be mounted at less than 1000 mm. above floor level. Regarding signs and information: Special attention should be given to signs to assure that they are in large contrasting letters which are easily read by persons who are partially sighted. Signs should be placed at a consistent height between 1370 mm. and 1675 mm. above floor level. Attention should be given to audible announcements to assist those who are blind or partially sighted. Attention should also be given to making information available in alternative formats, including in sign language or using teletypewriters for those who are deaf, deafened, or hard-of-hearing, as well as information in braille and through raised letters on signs to assist those who are blind or partially sighted. Regarding doors and entryways: Doors should open easily so that they can be used by wheelchair riders and other persons with disabilities. Door handle hardware should be large and easy to grasp. The diagrams at top left illustrate two types of accessible door handles: lever handles and loop-type handles. An entryway with a narrow revolving turnstile may exclude people with disabilities unless accessible gates or passages are provided. Regarding sanctuaries and auditoriums: Sanctuaries and other areas for public worship, as well as auditoriums of every kind, should always have an accessible entrance, with aisles which are at least 915 mm. wide. Wheelchair accessible viewing positions should be provided in the seating space. If chairs are used, a few of the rows can be easily shortened to accommodate wheelchairs, as shown in the illustration below. At least some of the seats should be provided with cushions for those with back problems and arthritis. There should be a well-ventilated fragrance-free area for use by persons who are chemically sensitive. This section has provided a brief introduction to access to public buildings and houses of worship, which are usually major trip destinations in countries around the world. As with other sections of this Guide, these pages just introduce the subject. The reader is referred to the Resources section which follows for more detailed information. Diagram from Accessibility Audit for Churches, Second Edition, Health and Welfare Ministries, General Board of Global Ministries, The United Methodist Church. Photo above: An access ramp within a major hospital in Mexico City assists some persons with mobility impairments to access a nearby subway station. Photo below: A temporary access ramp provided at the headquarters of the Northeastern Prefecture of Moscow. ---------- RESOURCES Readers may contact these selected resources to obtain more information about access to transportation and the built environment. The list focuses on English-language resources and follows the order of the text and illustrations in this guide. Country and city telephone/fax codes are in parentheses. Getting organized: There are many excellent disability agencies working at international, national, and more local levels in most countries. Three well-known international agencies by and for persons with disabilities are: Disabled Peoples' International (local chapters, international and local advocacy) 101-7 Evergreen Place Winnipeg, Manitoba R3L 2T3, Canada Fax: (204) 453-1367 E-mail: dpi@dpi.org Mobility International USA (international exchanges, leadership training) P.O. Box 10767 Eugene, Oregon 97440, USA Fax: (541) 343-6812 E-mail: info@miusa.org Web: www.miusa.org World Institute on Disability (training in advocacy, leadership & economic development) 510 - 16th Street, Suite 100 Oakland, California 94612, USA Fax (510) 763-4109 E-mail: wid@wid.org Web: www.wid.org Access to sidewalks, pedestrian pathways, and transit stops: Several illustrations are from Design Guidelines for Pedestrian Accessibility. For a copy, contact: Mike Clulow Alberta Transportation and Utilities Twin Atria Building 4999 - 98th Avenue Edmonton, Alberta T6B 2X3, Canada Fax: (403) 427-0783 E-mail: mclulow@tu.gov.ab.ca For more information on non-paved pedestrian pathways, contact: Whole Access 517 A Lincoln Avenue Redwood City, California 94061, USA Fax: (650) 369-5242 E-mail: Waccess@aol.com or Waccess@usa.net For information on stabilizing soils with resin modified emulsion, contact: Julie Stasinowski P.O. Box 641 Pleasant Grove, California 95668, USA Fax: (916) 383-6014 E-mail: jstasino@hmh.com For international activities and conferences on road and highway construction, contact: World Road Association, PIARC Le grande Arche - Paroi Nord, niveau 8 92055 La D fense cedex, France fax (+33-1) 49 00 02 02 e-mail: piarc@pratique.fr Access to transit stops and transit vehicles: Readers may obtain a copy of C.G.B. Mitchell's summary of work on accessible transportation, with a focus on North America and Europe, titled Access to Transport Systems and Services: An International Review. Another publication, by Tom Geehan, titled Improving Transportation Information, discusses visual and audible transit information systems which can assist persons with disabilities. Both publications may be requested from: Barbara A. Smith Transportation Development Centre 800 Ren L vesque Blvd. West, 6th floor Montreal, Quebec H3B 1X9, Canada Fax: (514) 283-7158 E-mail: smith@tc.gc.ca Transportation providers and their friends may wish to contact major national associations for information on organizing at state, provincial, or national levels. The associations listed provide publications concerning accessible transportation. For example, the CTAA can be contacted for literature about planning fixed-route and paratransit services, including transit service design and scheduling, system safety, training of personnel, development of policies for drivers and other personnel, performance evaluation, vehicle procurement, and vehicle fleet management. Community Transportation Association of America (CTAA) 1341 G Street, NW, Suite 600 Washington, DC 20005, USA Fax: (202) 737-9197 E-mail: ctaa@ctaa.org Web: www.ctaa.org Community Transportation Association High Bank, Halton Street, Hyde Cheshire SK14 2NY, United Kingdom Fax: (44-161) 366-6685 E-mail: cta.man@dial.pipex.com For referral to research at institutions in various countries, dedicated to improving accessibility to transportation, as well as a list of vendors of accessible vehicles and equipment in the UK and western Europe, contact: C.G.B. Mitchell 17 Tavistock Road Fleet, Hampshire GU13 8EH, United Kingdom Fax: (44-1252) 815-920 E-mail: 101326.2263@CompuServe.com For information on Canadian resources for accessible transportation, contact: Ling Suen ICSA Inc. 8 Riverside Drive, Suite 1004 St. Lamberg, Quebec J4S 1Y5, Canada Fax: (450) 466-4305 E-mail: suenlicsa@aol.com For referrals to information about Mexico , contact: Maria Eugenia Antunez Cerrada de Cort s #86-1 Colonia Tlacopac San Angel 01040 M xico, D.F., Mexico Fax: (52-5) 661-49-09 E-mail: maruantu@mail.internet.com.mx The page 11 lift-illustration is from: Ricon Corporation (manufactures lifts and ramped vehicles) 12450 Montague Street Pacoima, California 91331, USA Fax: (818) 890-3354 Web: www.riconcorp.com For information concerning low-floor buses contact: Ann Frye Mobility Unit Dept. of Environment, Transport and the Regions Great Minster House 76 Marsham Street London SW1P 4DR, United Kingdom Fax: (44-171) 890-6102 E-mail: frye.mu.detr@gtnet.gov.uk For information concerning use of platforms for key site access, contact Access Exchange International or, in Russia: Valeria Sviatkina Konakovskii proezd 6-1-58 125493 Moscow, Russia Fax: (7-095) 452-30-92 For information on portable lifts for train stations and airports, contact: Chari Smith Adaptive Engineering Ltd. 3604 Burnsland Road, S.E. Calgary, Alberta T2G 3Z2, Canada Fax: (403) 243-9455 E-mail: lifts@adaptive.ab.ca For general information on access to rail systems, contact: Paul Fichera San Francisco Municipal Railway 949 Presidio Avenue San Francisco, CA 94115, USA Fax: (415) 923-6307 E-mail: mvillena@puc.sf.ca.us Free publications on accessible transportation, with special emphasis on door-to-door "paratransit" services, are available from: Project ACTION 700 - 13th Street, NW, Suite 200 Washington, DC 20005, USA Fax: (202) 347-4157 E-mail: projectaction.org For information on service routes, contact Access Exchange International or Agneta Stahl Department of Traffic Planning Lund Institute of Technology Box 118, S-22100 Lund, Sweden Fax (464) 610-9132 E-mail: agneta.stahl@tft.lth.se For information concerning ramped taxis , contact Ricon Corporation (see above), or Barry Widdowson London Taxis International Holyhead Road Coventry CV5 8JJ, United Kingdom Fax: (44-1203)572-001 For more information on accessible transportation in Hong Kong, contact: Joseph Kwan ReHabAid Centre, G/F, Core S Hong Kong Polytechnic University Hunghom, Kowloon Hong Kong, PRC Fax: (852) 2364-3327 E-mail: rcha@hklink.net For information on access to three-wheeled vehicles (Page 18), contact: Kepha Motorbikes P.O. Box 7627 Nairobi, Kenya Fax: (254-2) 44-60-65 For information on access to horses, contact: Joyce Blatherwick 16485 Roman Creek Road Frenchtown, Montana 59834, USA fax (406) 523-4731 Contact Access Exchange international for information on volunteer consultants specializing in various aspects of accessible transportation. As time and funds permit, these consultants may be able to work without charge if air travel and other local costs are paid. They may also be free to provide tours of accessible transportation to visitors to their countries. Access to trip destinations: For information on access to buildings and facilities, readers may request a copy of the ADA Accessibility Guidelines at: US Architectural and Transportation Barriers Compliance Board 1331 "F" Street, NW, Suite 1000 Washington, DC 20004, USA Fax: (202) 272-5447 The entire document is also on their web site at: www.access-board.gov Many faith traditions and religious denominations have special programs to promote access to their facilities. Readers may contact these programs for specific information. This Guide is published by: Health and Welfare Ministries General Board of Global Ministries The United Methodist Church 475 Riverside Drive, Room 330 New York, New York 10115, USA Telephone: (212) 870-3870 Fax: (212) 870-3624 E-mail: wmin@gbgm-umc.org Publications available from this office include: C Accessibility Audit for Churches, 2nd Edition, Edited by the Rev. Kathy Reeves C Signs of Solidarity: Ministry with Persons Who are Deaf, Deafened, and Hard of Hearing, by the Rev. Kathy Black This Guide is prepared by: Access Exchange International (AEI) 112 San Pablo Avenue San Francisco, California 94127, USA Telephone: (415) 661-6355 Fax: (415) 661-1543 E-mail: globalride-sf@worldnet.att.net Access Exchange International is a non-profit agency (NGO) with the mission of promoting accessible transportation around the world. Print copies of this guide may be purchased for US$3.00, including shipping, from The United Methodist Church or Access Exchange International. See contact information above. Reproduction of this document is encouraged. ---------- End of Document .