S
Steven Goodridg
Guest
The seven Principles of Universal Access are intended to guide the development and regulation
of transportation facilities according to legal, logistical, and social requirements for the
widest diversity of road users, without mandating specific implementation details. Please feel
free to comment.
-Steve Goodridge, Webmaster, http://humantransport.org
http://www.humantransport.org/universalaccess/page2.html
Principles of Universal Access
1. Universal Access to Destinations All destinations served by the public road system shall be
accessible by pedestrians and by drivers of all vehicles (including bicycles), except that
vehicle operation may be restricted for reasons of excessive weight, noise or size, or
extraordinary potential for damage to the property or person of others.
2. Equal Rights of Use People's right to use that portion of a street designed for travel is not
diminished by less weight, less size, or less average speed associated with their travel mode.
The adequate accommodation of heavier, larger, faster travel modes by a road's design must not
imply its inadequacy for or unintended use by smaller, lighter, or slower modes. Demand-actuated
traffic signals must detect and serve a diversity of users including bicycle operators in the
roadway and pedestrians using crosswalks.
3. Integration of Modes Travel by different modes shall not be segregated by law or facility design
without compelling, objective, scientifically valid evidence of operational advantages of
segregation that outweigh the disadvantages. Segregation of pedestrian from vehicle traffic may
be warranted on busy roads due to the different maneuverability and nighttime visibility
characteristics of pedestrians and vehicles. Segregation of different vehicle types is
undesirable, as this segregation almost always creates increased conflicts at junctions, forces
users of some vehicle types to use inferior facilities, or stigmatizes users who violate the
segregation policy for safety reasons.
4. Uniformity and Simplicity Transportation systems should be simple and intuitive. Designs and
regulations should be uniform across facilities. Similar traffic situations should be treated in
a similar manner, enabling more rapid and reliable user behavior. Vehicle-type-specific
exceptions to the Rules of the Road are undesirable because such exceptions make traffic
movements less predictable and traffic negotiation less reliable.
5. Accessible Surfaces To the extent practicable, travel surfaces should accommodate travel on foot
with minimal trip hazards and via common assistive devices such as wheelchairs. Roadway surfaces
should be as clear as possible of hazards for narrow tires such as bicycle wheels.
6. Crossable Roadways Crossing distances at non-signalized access locations must not exceed the
distance that can be covered at walking speed before traffic may arrive from beyond sight
distance, or during reasonable gaps in roadway traffic. Refuges provided to reduce crossing
distances should be large enough to store assistive devices such as wheelchairs and strollers.
Traffic signal timing should provide adequate clearance intervals for safe crossing by
pedestrians and slow vehicles.
7. Appropriate Space for Use Adequate space for maneuvering and recovery should be incorporated for
all vehicle operators and for pedestrians including wheelchair users. If it is desirable to
accommodate faster speeds for some modes while slower modes are present on the same road, the
road may be designed to facilitate easier overtaking between modes. Overtaking activities should
take place at distances appropriate for the difference in speed, maneuverability of modes, and
vulnerability of users.
of transportation facilities according to legal, logistical, and social requirements for the
widest diversity of road users, without mandating specific implementation details. Please feel
free to comment.
-Steve Goodridge, Webmaster, http://humantransport.org
http://www.humantransport.org/universalaccess/page2.html
Principles of Universal Access
1. Universal Access to Destinations All destinations served by the public road system shall be
accessible by pedestrians and by drivers of all vehicles (including bicycles), except that
vehicle operation may be restricted for reasons of excessive weight, noise or size, or
extraordinary potential for damage to the property or person of others.
2. Equal Rights of Use People's right to use that portion of a street designed for travel is not
diminished by less weight, less size, or less average speed associated with their travel mode.
The adequate accommodation of heavier, larger, faster travel modes by a road's design must not
imply its inadequacy for or unintended use by smaller, lighter, or slower modes. Demand-actuated
traffic signals must detect and serve a diversity of users including bicycle operators in the
roadway and pedestrians using crosswalks.
3. Integration of Modes Travel by different modes shall not be segregated by law or facility design
without compelling, objective, scientifically valid evidence of operational advantages of
segregation that outweigh the disadvantages. Segregation of pedestrian from vehicle traffic may
be warranted on busy roads due to the different maneuverability and nighttime visibility
characteristics of pedestrians and vehicles. Segregation of different vehicle types is
undesirable, as this segregation almost always creates increased conflicts at junctions, forces
users of some vehicle types to use inferior facilities, or stigmatizes users who violate the
segregation policy for safety reasons.
4. Uniformity and Simplicity Transportation systems should be simple and intuitive. Designs and
regulations should be uniform across facilities. Similar traffic situations should be treated in
a similar manner, enabling more rapid and reliable user behavior. Vehicle-type-specific
exceptions to the Rules of the Road are undesirable because such exceptions make traffic
movements less predictable and traffic negotiation less reliable.
5. Accessible Surfaces To the extent practicable, travel surfaces should accommodate travel on foot
with minimal trip hazards and via common assistive devices such as wheelchairs. Roadway surfaces
should be as clear as possible of hazards for narrow tires such as bicycle wheels.
6. Crossable Roadways Crossing distances at non-signalized access locations must not exceed the
distance that can be covered at walking speed before traffic may arrive from beyond sight
distance, or during reasonable gaps in roadway traffic. Refuges provided to reduce crossing
distances should be large enough to store assistive devices such as wheelchairs and strollers.
Traffic signal timing should provide adequate clearance intervals for safe crossing by
pedestrians and slow vehicles.
7. Appropriate Space for Use Adequate space for maneuvering and recovery should be incorporated for
all vehicle operators and for pedestrians including wheelchair users. If it is desirable to
accommodate faster speeds for some modes while slower modes are present on the same road, the
road may be designed to facilitate easier overtaking between modes. Overtaking activities should
take place at distances appropriate for the difference in speed, maneuverability of modes, and
vulnerability of users.