Category: Transportation

What will transport in the future look like, and will it be universally designed? Engineers Australia’s new discussion paper takes a fresh look at transport systems and infrastructure. That means taking a long-term view of the relationship with community, government policy and regulations. A big job with lot of dots to join up. 

Transport systems are designed to move people and freight, but they need different things. If we are to reduce emissions, we need innovative transport options. That means talking to consumers – passengers, pedestrians, drivers, and riders. It also means revising regulations and digital infrastructure. 

The title of the discussion paper is The future of transport. The section on access for all discusses universal access in terms of people with “mobility challenges”. Reference is made to the the Universal design for transport discussion paper and lists the benefits of accessible transport.

Benefits include better access to employment opportunities and participation, and enhancing quality of life. Getting the design right at the beginning saves money, increases patronage and enhances economic activity. The next section has more information on the earlier universal design for transport paper. 

Engineers Australia welcomes feedback on the latest discussion paper to help inform future work. To provide feedback please email policy@engineersaustralia.org.au 

Universal design for transport

The paper’s purpose commences with disability statistics followed by reference to disability discrimination legislation and standards. There is a list of benefits and some case studies followed by recommendations. Although the document uses “universal design” in the title, it uses “universal access”. Not quite the same thing. 

Recommendations

The recommendations from Universal design for transport are:

1. Recognise that compliance alone doesn’t mean good accessibility – focus on universal access.
2. Support the DSAPT (Disability Standards for Accessible Public Transport) modernisation process.
3. Leverage existing programs (fleet purchasing, major projects) to get universal access outcomes.
4. Need for long term program and state commitment to retrofitting existing infrastructure to achieve DSAPT standards – including a funding commitment.
5. Make more use of state-based accessibility groups in understanding solutions and prioritisation of finite funding- i.e., maximise accessible benefits.
6. Need to make sure there is access to public transport for those who are reliant on public transport for mobility due to their disability, including in regional areas.
7. Leverage technological advances including internet of things (IOT) and artificial intelligence into wayfinding, access to services etc.
8. Engineers and designers (and regulators) need to have agile mindset to new technologies and ways of providing accessible transport options.
9. Opportunities for new vehicles to be designed for more accessibility- zero emission busses (ZEBs), new trams and trains.
10. Universal access needs to be a guiding principle through the design process not post-design check.
11. Harmonise public transport and active transport infrastructure design standards and best operating practices.
12. Subject matter experts should be engaged at project commencement to identify appropriate standards that lead to good accessibility outcomes.

Universal design should be part of land-use planning, transport planning, and sustainable development, not just equity and inclusion.

The Universal Design for Transport: Transport Australia Society Discussion Paper was published in April 2022

The future of transport discussion paper was published January 2023. To provide feedback please email policy@engineersaustralia.org.au 

 

If any aspect of a public transit journey creates inconvenience or anxiety, people just won’t make the journey. Or only make when it is essential. This has a knock-on affect for socialisation and the economy. People with reduced mobility usually face more inconveniences than others when using public transport. A study in the UK found that step-free railway stations has benefits for all.

Lifts to platforms are a good start but this is only one link in the whole journey. The physical aspects are getting to the station, into the station, using a transit card or ticket, and getting onto the platform. Then there’s the matter of getting onto the train, finding a seat, getting off again and ready to negotiate the platform and station at the destination. Lots of actions to seamlessly link up. And then there is the information side of things.

What is step-free?

Researchers in the UK found that transport professionals had different definitions of step-free. Some used guidelines or standards rather than critically thinking about the overall design of the train or station. However, they all interpreted “step-free” as being physical, whereas if it were to be inclusive, it would consider more than steps in and around the station and the train.

Using mixed methods, the researchers found that there was no agreement about what constituted step-free access. In some instances it was confined to the station itself, while in others it included the street to train.

The researchers list the key benefits of inclusive railway design in a table. It tabulates three types of benefit: economic, mental health and physical health. Both direct and indirect revenue and environmental benefits are also included.

Although this paper is focused on UK railway stations and and operators, it makes the links between good accessible, inclusive design and benefits for the economy and society. It goes beyond the traditional benefits for people with reduced mobility, which is what most other studies have done.

Once again, designing for a marginalised group means designing for everyone.

The title of the article is, Step-free railway station access in the UK: the value of inclusive design. The article is part of a collection of papers in a special journal issue, Towards collaborative and more inclusive transport systems. All articles are open access.

From the Abstract

People with reduced mobility travel less than than others. That’s despite substantial investment in step-free access at UK railway stations. This research examines the benefits of step-free access and the wider benefits of railway station accessibility.

The results show that the benefits of step-free access extend beyond those with reduced mobility. It demonstrates the potential to positively affect the society economically, environmentally, and socially.

Government and interested stakeholders should commit to expanding the number and coverage of step-free stations throughout the UK. They should ensure that the appraisal process for investment in step-free accessibility appropriately captures both user and non-user benefits.

The UK Government has updated their 2002 Inclusive Mobility guide. The update comes from seeking the views of people with disability, representative groups and practitioners. The principles underpinning the guide remain the same in this 2021 document.

The guidance covers features compatible with creating an inclusive environment. Pedestrians include people using all types of mobility aids that are meant for use on footpaths. The guide is focused on people with disability, but many others benefit too. Parents with small children, people carrying or wheeling heavy shopping, people with a leg in plaster, and many older people.

The overall aim of the guide is to enable practitioners to create a universally designed public realm, and through that, social inclusion. The document is useful for anyone designing and installing public realm improvements and new infrastructure.

To begin with…

The guide advises practitioners to consider all pedestrians from the outset of the design. This includes any transport or pedestrian infrastructure and planned maintenance. Any conflicts arising between the needs of different disability groups can be resolved by including them in the design process.

People with non-visible impairments also find uneven surfaces, crossing the road, navigating slopes and ramps difficult. Hence they are less likely to make the journey. These users benefit from pedestrian environments that are simpler, with distinct features and provision of clear information. Being confident in knowing where you are going is an essential part of feeling welcome in the public domain.

Human Factors

The introduction to the guide covers basic human requirements for ease of movement. This includes generous allocations of circulation space for people using mobility devices, or pushing baby strollers. Taking a universal design approach will generally suit most people. However, some people need specific designs. A deafblind person needs to know when they have the green walk sign and assistive technology comes into play here.

The guide is mainly concerned with people with mobility, vision, hearing, dexterity and reaching, and cognitive conditions. It discusses these in detail so that practitioners can grasp the full range of human diversity.

Footways, pedestrian crossings, changes in level, tactile paving, car parking, bus and tram stops, taxi ranks and transport buildings are all covered. The section on the use of digital transport is important as many information services are either web or kiosk based.

The title of the guide is, Inclusive Mobility: A Guide to Best Practice on Access to Pedestrian and Transport Infrastructure. The guide also reminds practitioners that they have legal obligations to comply with any disability discrimination legislation and related standards.

TRIPS is a European transport project for making new mobility solutions affordable, accessible and safe for everyone. People with disability took part in a study to see what their attitudes were towards future mobility. Bike sharing, e-scooters and motorbike taxies are largely rejected in their current format.

People with disability are open to using smart technology but it needs to be seamlessly integrated for overall levels of transport accessibility. The full results are reported in the White Paper: Views of persons with disabilities on future mobility.

553 people with disability from 21 European countries were surveyed for the project. The majority (54%) of respondents had a physical disability, followed by 16% vision, and 8% hearing. 15% of respondents had multiple disabilities.

9 mobility concepts were presented to respondents including ride pooling, micro-transit, motorbike taxi, robotaxi, e-scooter sharing and bike sharing. In general women were less willing to use new mobility systems, particularly ride pooling, motorbike sharing and robotaxis. At this point it is not known why.

Design suggestions

Prioritise a journey planner that provides accessible information about door to door journeys. It would improve willingness to travel. Redesign bikesharing schemes, e-scooters and cycle lanes. Ensure AI solutions are developed with people with disability and accessibility experts to avoid bias in design.

A slide presentation by Alexandra Konig has the short version of the White Paper and short term and long term service recommendations. The title is, The views of persons with disabilities on future mobility.

TRIPS = TRansport Innovation for disabled People needs Satisfaction.

Transport planners are guided by regulations related to mobility, but accessibility requirements relate to what people can achieve.  Accessible transport systems cannot be measured objectively like length or weight but rather by what it enables users to do. So we need a way to merge accessibility measures with infrastructure measures. But how do you measure transport accessibility? 

Jonathan Levine presents some interesting concepts about accessibility and mobility in his discussion paper. He explores the conceptual barriers to shifting transport planning from mobility to accessibility. Levine also presents a technique for analysing project-level accessibility analysis. 

His thoughts highlight the different goals of accessibility and mobility and how they can be brought together. Transport rules and regulations are the current guiding tools focused on mobility. They are about traffic impact, land use, and transport demands. So embedding accessibility in transport planning requires some new accessibility tools. 

One of the issues with adopting equity principles is that they are usually only seen from a transport disadvantage viewpoint. But everyone benefits when their accessibility increases. Using an accessibility approach enables transport planners to focus on human performance rather than infrastructure performance. 

Ann Arbor is the subject of a case study where Levine analyses the accessibility impact on three land use development projects. This is where the paper becomes technical. 

Levine’s proposed method goes beyond the mobility focus and concepts such as the cost of congestion. The tool takes a standard traffic impact analysis and combines it with an accessibility analysis of an individual land development project. 

The title of the discussion paper is, The Accessibility Shift: Conceptual Obstacles and How to Overcome (one of) Them. 

Accessible public transportation: A book

Everyone is happy when a wheeled mobility user can quickly and easily board the bus or train. And the person wheeling on doesn’t get unwanted attention from other passengers. Based on research in the United States comes a book on accessible public transportation. It covers different technologies, policies and programs with inclusive solutions for everyone. The book is based on research from Center for Inclusive Design and Environmental Access at Buffalo.

The research was carried out with a range of stakeholders and is useful for policymakers, planners and advocates.

The title of the book is Accessible public transportation: designing service for riders with disability . The video below shows what went into the research, and list of chapters following gives an overview of the content. The focus is on people with disability, but of course, designing this group becomes good design for everyone.

1 The Importance of Public Transportation
2 The Culture of Accessible Transportation
3 The Scope of Inclusive Transportation 
4 Trip Planning and Rider Information 
5 The Built Environment 
6 Vehicle Design 
7 Demand Responsive Transportation 
8 Paratransit Scheduling and Routing 
9 Location-Based Information 
10 Social Computing and Service Design 
11 Learning from Riders 
12 Vision for the Future 

As the share of older road users increases it’s important to pay more attention to their safety as road users and pedestrians. Transport planners have to draw together urban design, street and road design as well as traffic signal technology. This makes the design landscape crowded with regulations and competing interests between vehicles and people.

A conference paper from Germany outlines some important findings on the safety and mobility of older people. Basic requirements for transport system design are:

For traffic engineers this raises conflicting needs and goals but there should still be good compromises. Of course, considering older people in design solutions usually have benefits for other road users.

The paper covers traffic signal standards and regulations in different countries and the design and timings of traffic and pedestrian signals. Green signals and arrows at intersections can be confusing for drivers and pedestrians alike. Countdown and “don’t walk” signals are beneficial for all. These are common in the United States, Japan and Singapore. Older pedestrians can have more confidence about clearing the intersection.

The Green Man + card in Singapore is like a Seniors Card, and tapping this at the signal button provides more time to cross. Another idea is special buttons or sensors to request a longer time. However, the risk of misuse and the technical complexity rendered this idea unworkable in Germany.

The paper discusses intersection layout, routing of pedestrians and cyclists and control strategies. The author notes there is also a responsibility for pedestrians to enter the crossing at the beginning of the green signal, not some time afterwards.

The title of the conference paper is, Considering the requirements of elderly road users in traffic signal control. Or you can download the PDF version.

From the abstract

The share of elderly road users in total traffic is increasing in Germany as well as in most other OECD countries. To ensure mobility and road safety for this group, special requirements have to be considered in transport system design.

Besides basic requirements in transport planning, traffic engineering can help significantly to improve mobility and road safety for the elderly. This paper outlines elderly road users’ requirements in traffic signal control. The paper discusses standards from Germany, United States, United Kingdom and other selected countries as well as examples from practice.

Signal program design, intersection layout, control strategies, and technical design of signal lights are covered. The paper closes with conclusions on how well elderly road users are considered in traffic signal standards already. It also highlights the need to apply such regulations in practice, despite goal conflicts and financial constraints.