The National Centre for Accessible Transport in the UK has collated a sizeable accessible transport resource collection. The aim is to see what is known and to reveal the gaps in knowledge. The collection contains guidelines, research reports, policy statements, and action plans. The material is mostly from the last ten years, some of which has appeared on this website before.
Each title takes you to a document summary where you can download the document or link to the webpage. Image from the ncat website
To get an idea of the publications here are some of the most recent ones:
The Resource Collection project is by the National Centre for Accessible Transport. It is a compilation of existing knowledge about accessible transport in the UK. A table lists the resources with the title and a link, a short summary, the type of resource and the date produced. There is a total of 630 documents some of which are specific for a particular disability type or group.
The National Centre for Accessible Transport (ncat), is an ‘evidence centre’. The purpose is to understand, document and analyse the current transport landscape. It does this by engaging with disabled people to hear about their experiences and transport professionals.
The About Us page has links to their latest projects. There is opportunity for members of the public to get involved by sharing ideas and finding solutions that work.
Airports are typically noisy, busy, and confusing all adding to the general travel anxiety many people experience. But for many autistic people the crowds, noise and confusion is even more challenging. So finding out more about their experience could lead us to better experiences for everyone. A study analysing reports from six Australian airports revealed some autistic-led insights on airport accessibility.
Taking a flight for a holiday, a business trip, or a family visit, requires navigating an airport environment. Preparing for the trip and getting to the airport can be stressful at the best of times. Then comes the ordeal of the airport itself.
The study analyzed reports produced between 2017 and 2024, to find ways to make airports better for autistic travellers. These reports were based on assessments led by autistic people and evaluated areas like sensory experiences and communication needs. The study found that reducing sensory challenges, like loud noises, and improving communication and wayfinding could make things easier.
Insights and recommendations
The way autistic people manage an environment depends on the type, intensity, and duration of sensory inputs and whether a place feels open or confined. Predictability helps reduce uncertainty and anxiety by ensuring that sensory and environmental cues remain consistent. Sight, sound and smell are key design elements to consider:
Choose natural lighting over harsh fluorescents
Reduce glare and reflective surfaces
Select neutral colour palettes (except for signage)
Use sound absorbing materials
Create neutral scents
Clear communication and predictability is the second theme emerging from the study. Autistic people need to plan and prepare every part of their journey so they know what to expect. Knowing what to expect reduces uncertainty and anxiety and helps with maintaining confidence. Every airport is different. That makes understanding airports difficult. Pre-travel information is key to creating a level of predictability. And when at the airport, wayfinding and signage become important.
Clear signage, colour-coded pathways, and pictorial instructions also serve as alternative modes of communication. But these must be consistent too. This image is of abus station in Singapore designed with people with dementia. It serves as an example of a visual wayfinding system.
Crowd levels and general noise cannot be fully controlled, but providing recovery spaces can help. These are places where individuals can temporarily retreat to manage sensory overload. They support their ability to re-engage with the environment and continue their journey.
However, an autism-friendly environment also requires an understanding from staff and the public. They play a key role in recognising and accommodating sensory and social needs to foster a more inclusive and accessible space for autistic people.
This study shows the importance of involving autistic people in the design of more inclusive public spaces – for everyone. An important factor as the tourism and travel industries continue to evolve to create more accessible destinations and experiences.
Autistic people often encounter overwhelming sensory environments, stringent security procedures, and crowded spaces in airports. This study retrospectively analysed reports from Autistic-led environmental assessments conducted at six Australian airports between 2017 and 2024.
The assessments focused on eight key elements, including sensory adaptations, communication supports, and preparation and predictability. Analysis revealed two key themes: (1) navigating the sensory landscape and (2) helping passengers navigate with confidence.
Our findings underscore the importance of sensory adjustments—such as natural lighting, quiet spaces, and clearer visual aids and communication supports. Importantly, this study offers practical, evidence-based recommendations for more inclusive design. This research highlights the need for participatory design approaches to create public spaces that are genuinely accessible and supportive for Autistic travelers
Try before you fly
One of the barriers to flying for neurodivergent people, is not knowing what to expect. So having a practice run makes a lot of sense in terms of minimising stress when the flight day comes. Air New Zealand has a program that replicates all the steps people take at airports before they take off. That is, check-in, security screening, and boarding processes.
“Air New Zealand is helping remove the unknowns of air travel for neurodivergent children and their families by creating a safe, supportive environment to practice the journey – before even taking to the skies. In a first for the airline, and in partnership with Autism New Zealand and Acorn Neurodiversity, it has hosted a flight familiarisation experience for neurodivergent children and their families.”
Governments are expanding cycling infrastructure for health, climate and congestion reasons. An active transport network creates connections between significant destinations and transport nodes. Done well, they connect schools, community buildings, shops and recreational areas. But this is not all good news.
Cycling networks are often based on shared paths. For people with disability shared paths are a big problem. So, the way they are designed is critical for both cyclists and pedestrians. Image George Xinos
People with vision, hearing and/or mobility disabilities have particular difficulty with shared paths, even where there are few cyclists. Many see shared paths as discriminatory because they avoid them due to safety concerns. The answer is segregated paths, but what is the best way to design them? George Xinos offers some suggestions.
Visual cues help active transport
A separated path is divided into two separate sections, one for cyclists and the other for the exclusive use of pedestrians. The Austroads Guide to Road Design lists colour and texture contrasting finishes, signage, line marking and footpath symbols. However, a distinct separation is better from an accessibility perspective.
Physical separation is much better for people who are blind or have low vision. Providing a semi-mountable kerb or dividing strip or turf or similar allows them to shoreline along the path. It prevents them from wandering onto the cycle lane.
In a survey of 607 people in Victoria with vision impairment, 8% had a collision, and 20% a near collision in the previous five years. 24% of those were with bicycles. A survey by Guide Dogs Australia found 50% of respondents with low vision reported difficulty in using shared paths. Note that most people with low vision are over the age of 65 years. Consequently, this group experiences the risk of loss of both vision and agility.
Floating bus stops
In 2024, six local residents lodged a complaint with the Australian Human Rights Commission regarding ‘floating bus stops’ in the City of Sydney. This is where bus passengers have to cross a bike lane to get on and off the bus.
They claimed the bicycle lane is unsafe for the community and especially for older people and people with disability. They were concerned that cyclists often travel at high speeds and many ignore traffic lights and pedestrians. People with hearing and vision impairments may not realise that cyclist could be coming at them from either direction.
How many people have a vision impairment?
According to the Australian Institute of Health and Welfare, more than 13 million Australians have one or more chronic eye conditions. Some lead to more vision loss than others. The prevalence of colour blindness reminds designers that colour contrast is more than colour choice. For example, both red and green can be seen as the same colour grey depending on colour density.
The Disability (Access to Premises – Buildings) Standards 2010 has been updated rom 2009 to 2021 version. Andrew Heaton explains the changes and the issues for Development Assessment Panels.
Surveys don’t capture everyone
A literature review of surveys for accessible transport shows that minority groups are underrepresented. Also, surveys use questions and measures that show a lack of understanding of mobility inequities and challenges. The literature review concludes with a “standardised measure of mobility justice”.
The most extensively researched groups are older people and women. disadvantaged socio-economic groups in mobility justice-related surveys.
Therefore it’s important to expand research to gain a better understanding of mobility justice across diverse socioeconomic groups. An intersectional lens is essential for understanding how these ‘layers’ shape and influence human life and experiences.
Surveys offer an opportunity to capture individual beliefs and extract subjective evaluations of justice. However no standard approach exists for measuring mobility justice through surveys. This scoping review examines 56 studies that use surveys to understand perceptions of mobility justice.
We distinguish between direct justice measures, where individuals are directly asked about the perceived fairness, and indirect justice measures, which ask individual opinions on assumed fair concepts.
Minority groups are underrepresented in mobility justice surveys. This means we need an additional focus on these target groups. Also, surveys use justice measures that fail to capture the experiences of disadvantaged groups.
We have developed a conceptual framework for the future design of mobility surveys. It aims to advance the development of a standardised measure of mobility justice.
Most research on all types of transportation focuses on urban areas. Rural communities often receive less attention but their needs are the same. However, urban solutions are not always the answer. For people with disability, especially those who don’t drive, the issues are magnified. A study in Nova Scotia used the Photovoice method to look at active transport in a rural community.
Photovoice is a method of gathering data using pictures and words. It facilitates reflection and community-based discussion. It enables people with disability to explain their diverse needs to policy makers. Image of Queen Street, Bridgetown, courtesy PNI Atlantic News
Twelve people with different disabilities were recruited in a rural community in Nova Scotia. A camera was given to each participant to photograph whatever they chose. Participants also provided statements to go with each photograph as a way to share their experiences and perspectives.
The article explains the method of recruitment and the way participants were supported through the process. The authors include some of the informative photos with captions provided by participants. They are grouped by theme: Accessibility of the built environment, Feelings of safety, Wayfinding, Community spaces, and Beautification. Of course these themes are not mutually exclusive.
Footpaths are an issue for all
As with many previous studies, uneven and cracked footpaths rated highly as a barrier to accessibility for people with physical and intellectual disabilities. Poorly maintained footpaths also compromised feelings of safety. Sandwich boards on footpaths were unpopular too. Also, one bad experience impacts one’s feelings and can restrict future activities.
Individuals with disabilities residing in rural regions face greater barriers to accessibility causing reduced access to essential services, transportation, and spaces. This study employed a qualitative, guided photovoice approach with 12 people to understand the perceived barriers and facilitators to active transport.
Five themes emerged through 144 photographs and related comments. They were: 1. Accessibility and Usability of the Built Environment 2. Feelings of Safety, 3. Wayfinding, 4. Inclusive Community Spaces, and 5. Beautification. The findings reinforced the need to include the voice of people with disability in designs.
There is a statistical link between disability and loneliness according to the UK Office for National Statistics. The more pronounced the disability, the greater the likelihood of loneliness. So what do streetscapes have to do with this? Every journey, for any reason begins with leaving the house and directly interacting with the street. A study of lived experience found that people with disability:
> felt invisible and unheard because of inaccessible streetscapes
> found inconsistent electric vehicle noise complicates navigation, and
> engagement is vital in addressing accessibility and enhancing communication.
The study documents how researchers gathered information from participants with disability and lists the questions asked.
“Planners responsible for streetscapes, as well as the public, need stronger education on disabled people’s needs and barriers.”
Inclusive streetscapes – the challenges
The study revealed challenges with societal design, pavements, societal behaviour, street furniture, wayfinding, and roadworks. Each of these themes are explained in more detail. For societal design, poor consideration of needs and design inconsistency topped the list.
In terms of footpaths, the surfaces, insufficient kerb ramps and footpath camber rated highest. Parking on the footpath was the greatest behaviour gripe followed by aggressive behaviour by others.
Rubbish bins and outdoor dining and chairs were the worst street furniture offenders, and accessible routes are often longer than they need to be. Difficulty navigating temporary paths during roadworks is a key element for improvement.
Providing accessible parking spaces without providing a kerb ramp is considered poor and thoughtless design. Street repairs can make the situation worse.
It’s about the footpath
Participants regularly mentioned poor pavement surfaces, lack of maintenance, the angle of the camber. Shared spaces are particularly challenging. They make it difficult for them to recognise priorities on the road. This is a source of anxiety which is at odds with claims that shared spaces are safer.
There is much more to unpack in this paper about all the other elements including street furniture and wayfinding and navigation. Another key element is the extra energy required when already working from a low energy base because of their disability.
Urban streetscape design has to do more to enable the independent movement of disabled people. Few studies have attempted to capture the lived experience of a disabled person using the streetscape.
We interviewed 26 people with lived experience of a disability (from around the UK) to define the streetscape barriers faced. The systemic reasons as to why these issues exist are identified and we propose a new path forward.
We provide recommendations for streetscape design with direct relevance for local authorities, policy makers and designers for more accessible streetscapes. Embedding people with disability into the decision making is essential. Future work must assess the barriers in collaboration with disabled people, to prioritise actions and aim for an equitable streetscape for all.
Staying put and walking more
An Australian study found that older people who live in separate houses walk more than those in retirement villages. The Curtin University study accounted for several factors before coming to this conclusion. It adds to the literature that for most people, staying in your own home is the best way to age. Of course, we need homes and neighbourhoods designed to support this. While the study has some limitations, it is another angle on staying put versus age segregated living arrangements.
Understanding inlcusion – how can we make it happen?
Architect Mary Ann Jackson has written a thoughtful article about built environment practitioners and their continued lack of understanding of our human diversity. She says that little is known about the extent of inaccessibility. Legislation is all very well, but it doesn’t reflect the real lives of people.
Jackson’s article explores the question of how might an understanding of models of disability and human rights inform the improvement of access at a neighbourhood scale? She argues that built environment practitioners must engage with users, with people with disability to inform their understanding of what makes (unintended) barriers to access and inclusion. There are links to related articles on the page.
The title of the paper is, Models of Disability and Human Rights: Informing the Improvement of Built Environment Accessibility for People with Disability at Neighborhood Scale? It’s an open access article. You can download the full text.
Policy decisions to provide fare free public transport is based on the assumption that it will reduce car use. However, several case studies show this is not the case. Car owners are strongly connected to their vehicles for many reasons. While more journeys might be made on free transport, it could lead to walking less. Nevertheless, free public transport is good for people on low incomes.
Fare-free public transport does not necessarily lead to less car use. However, it does lead to more people making more journeys. But what about social outcomes?
Free transport as social justice
A research paper from Norway looks as the impact of free public transport on social outcomes. In the process, it looks at case studies is several cities across the world. The paper covers attitudes towards free transport, accessibility, and the impact on travel behaviour.
Positive outcomes included benefits to low income people in most case studies, but not to increased employment. One of the findings is that when free transport is provided, it does not, by itself, equalise mobility for people. It’s much more complex than that.
Social plus environmental policy
The research paper turns to Stavanger, a large city in Norway that is committed to reducing their carbon footprint. Significant progress is underway with electric buses, intelligent traffic lights, and parking solutions. Cars, cyclists, buses, and pedestrians all have to be managed for the best outcomes for all.
Norway has an overarching policy of implementing universal design principles in the built environment, digital technology, and services. Consequently, transport accessibility is at a higher level than most other countries.
Rather than a widespread move away from driving, current transit users just used it more. However, the case studies generally show a small shift away from car use. Image from Life in Norway.
Service quality such as comfort and frequency needed to be carefully managed to retain customer satisfaction. This in turn can lead to greater costs in expanding and maintaining infrastructure. Nevertheless, people on low incomes can get about more easily and increase participation in everyday activities.
Respondents in the Stavanger study found financial barriers were removed with free transport. This enabled them to access healthcare, education and job possibilities. In the Stavanger case, the public awareness campaign was successful in encouraging a shift away from private vehicles. Emphasis on service quality is needed to continue this success.
From the conclusion
In Stavanger, free public transport advanced accessibility, public transport use, and social welfare outcomes. It has potential as a game-changing urban transportation policy. However, investments in infrastructure, service quality, and integration with more comprehensive urban planning initiatives are necessary to guarantee long-term sustainability.
Utilising technology such as Intelligent Transportation Systems and real-time updates will optimise services and improve user experience. Targeted education programs to highlight the advantages of public transport can encourage people to switch from driving their cars.
Working together with neighborhood organizations, businesses, and educational institutions can help to further promote public transportation as an accessible, equitable, and sustainable mode of transportation for all groups. Stavanger’s experience serves as a model for communities looking for fair and environmentally friendly transportation options.
Established public transportation systems are built on roads and rail: buses, trams and trains with fixed routes. Digital technology has brought some disruptive features to the mobility landscape. Rideshare, demand-responsive transport, and Mobility as a Service are examples of systems that rely on digital technology. Digital mobility users are a diverse group but what about those who are left out?
The rapid advancement of digital technology has led to a shift of travel habits. New business models have emerged along with transport patterns. But what if you can’t use this technology?
The race for improvements in digital services is good news for experienced users, but such improvements are lost on others. Exclusion arises from online only services, access to a suitable device, and ability to use the technology. Prior experience or negative attitudes are also a barrier to inclusion.
According to the literature, the main reasons for digital exclusion are:
Age – being older is related to lower levels of tech use
Income level – affordability of devices
Gender – women underestimate their skills
Education level – correlated with digital skills
Place of residence – rural / urban divide
Disability – physical ability to use transport and apps
Migrant status – linguistic and cultural differences
Can personas explain diversity for designers?
In a case study, researchers found that only about 10% of the population uses the new mobility solutions regularly. So they devised 8 personas to see if this was a way of helping designers improve their applications.
Their research paper explains how the they devised the personas based on population data. They claim this is a new method for developing personas specifically for analysing the digital divide in mobility. While 90% of people had no problem using the internet regularly, around 15% had serious issues with mobility related technology.
The researchers were able to identify “pain points” for users and highlight the main limitations users have while using digital mobility solutions. Peoples’ motivations and attitudes also play an important role in the uptake of this technology.
Addressing digital exclusion requires an understanding of the factors leading to it. In this paper, we explore to what extent new digital mobility solutions can be considered inclusive. First we take into account the diverse perspectives of the users of transport services.
We present a set of personas which are derived from a population survey of a Barcelona metropolitan area. From this we gained an understanding of end user needs and capabilities in digital mobility. Overall, roughly 15% of this population cannot access and effectively use digital technologies, thereby hindering their use of many digital mobility services.
This work provides information about the diversity of potential users by analysing different stories and travel experiences of the personas; this in turn can inspire decision makers, developers, and other stakeholders along the design process. The methodological approach for developing personas could be also potentially useful for mobility service providers and policymakers who aim to create more inclusive and user-centred transport ecosystems that meet the needs of diverse users.
A literature review from Norway takes an older person’s view of transport equity and accessibility. Being able get out and about on a daily basis to shop, visit friends, and medical appointments is essential for everyone. As people age, this ability becomes even more important in terms of maintaining health and independence. The review proposes that local government implement universal design for future mobility.
Older people who do not have access to private transport need to use public transport. Yet they face barriers in the built environment and public transportation infrastructure such as:
Poorly built public vehicles and road systems
Insecure and unsafe services
Lack of wayfinding and walkability assistance
Reduced accessible transportation options
Undesirable attitudes of the general public.
The research paper covers the method for the literature review and the search terms used. A three tiered system is one way of solving the problem. First, a traditional fixed route service that suits people with no, or low level limitations. Second, fixed route services offering some flexibility with low floor buses. The third option is a special transport service. The bottom line is that a “one size fits all” is not the answer.
Implementing an equitable mobility design involves an integrated method to address the weaknesses of traditional design approaches. However, this requires a user-centred approach that involves older peoples’ requirements. Hence a universal design approach with co-design methods for future transport.
Several factors impact the mobility of older people: psychological state, health, and physical ability that can vary from day to day.
“Thus, for any public transportation system to achieve social inclusion or equity and equality its accessibility must be universal for everyone in society.”
Conclusions
The research paper compares policies and strategies in the UK, Canada and European countries. Investment at a local level is essential for features such as wind shelters, accessible vehicles, level footpaths, and appropriate ways to provide transport information.
Another paper that recommends that the design of public spaces should consider older people at the outset of the design. That is, they should involve older people in the design and redesign of pedestrian and walkway networks. The findings highlight how to employ universal design for mobility equity and compare mobility policies for older people.
The ability to travel independently and freely to participate in society is crucial for our quality of life. The question of how to maintain mobility equity and equality for older people is, however, a complex one.
This is because older people are often faced with physical barriers around the public transportation and built environment. Municipalities have not involved older people in the design of mobility accessibility initiatives.
The findings from our study present factors influencing local environment in achieving mobility equity from the perspectives of older people. Evidence underpins guidelines grounded in a universal design framework to help inform urban transport policies.
Transportation in the future
The language of transport has shifted from discussions about infrastructure to the mobility of people. It’s therefore essential to consider the the diversity of our population in future thinking and designing. But what would people with disability want from transportation in the future to make mobility easy and useful? A group in Europe decided to find out.
An interactive, real time, accessible journey planner was the most popular idea. This is because it would make travel more convenient and safer and enable independence. On the other hand, bike sharing, e-scooters and motorbike taxis were not popular with respondents.
People with vision impairment and hearing impairment weren’t that interested in an accessible journey planner. Two-wheeled solutions weren’t popular either with these two groups. Women had the most reservations around transport and different modes of mobility.
Cycle lanes received a luke-warm response across all disabilities. However, accessible cycle lanes were relatively more popular.
People with disability are open to using robots, artificial intelligence alerts and wearables. Therefore, designers of environments and systems need to work together for seamless integration.
As we know, what is good and useful for people with disability usually ends up being good for everyone. Consequently, the white paper is a useful resource with good recommendations for transport planners.
The white paper title is, Views of people with disabilities on future mobility. The research was funded by the European Union. The white paper explains their survey methods and findings, the issue of gender balance and future recommendations. It also offers design directions and policy and industry recommendations. Bottom line – we need universal design for future mobility.
Key points for future mobility
Getting on and off the means of transport
Reaching the transport mode
Using station facilities
Travel delays
Comfort on board
Limited access to information
Autonomy
Social barriers
Accessing help
Friendliness of the surrounding environment
Getting users oriented
Age Friendly Ecosystems: A book
This book examines age friendliness from a place-based approach. It looks at neighbourhoods, campuses and health environments. The topics covered are:
Creating an Age-Friendly Environment Across the Ecosystem
Age Friendliness as a Framework for Equity in Aging
Age-Friendly Voices in the Pursuit of an Age-Friendly Ecosystem
Age-Friendly Futures: Equity by Design
The book emphasises the connection between design and health, examines the age-friendly movement and resources for equity and environmental justice. The full title is, Age-Friendly Ecosystems for Equitable Aging by Design. This is not open access.
Most people need a toilet every 2 to 3 hours. Anyone with a health condition that affects the bladder or bowels usually needs a toilet more often. And it’s surprising how many health conditions that includes. Consequently, no clean public toilets means no going out for more than an hour. The role of public toilets is far more important than many urban and transit planners realise.
A Norwegian study looked at the depth of the issues from the perspective of people with digestive and urinary tract disorders when travelling. They wanted to come up with solutions for this group as it would include the needs of most others.
This study highlights the role of public toilets in everyday life. Having a physically accessible transit system is only half the story. This study provides the other half.
Previous studies have looked at toilet design, particularly for people with mobility restrictions. The recommendations are based on accessible toilet facilities, signage and information. However, this is not enough to create a universally designed public environment.
Main barriers
The main barriers for people with gastrointestinal problems is the physical need for a toilet, anxiety and pain. This group might need a toilet as much as 20 times a day depending on whether they are having a ‘good’ or ‘bad’ day. What makes it more difficult is that they can become unwell during a journey. Using a car becomes a better option at times.
Not finding a toilet in time is embarrassing. “Such unpleasant experiences can have significant consequences not only on self-esteem at that moment but also on the willingness to travel and participate in future activities.”
The research paper covers the three main barriers in more detail. The stories from participants are illuminating and highlight the need for better toilet provision. Participants discussed the differences between trams, subways, light rail, trains, ferries, buses and aircraft.
People with an increased need for a toilet have an invisible disability. Their level of pain sometimes means they would like improvements such as using disabled seating in station areas. The most critical factor is to increase toilet availability as a means of creating universally designed public transit systems.
This study shows why improving the design of buses and trains, stations and stops is insufficient to make transit systems universally designed. Toilets are an essential aspect of being able to travel often and comfortably.
The New South Wales Parliament has extended the submission date on its Inquiry Into Public Toilets. The closing date is now 2 December 2024.
From the abstract
This Norwegian study addresses the issue of inadequate access to toilets in public spaces and transportation systems, particularly individuals who have heightened needs of toilets. The study interviewed individuals experiencing various gastrointestinal issues, including bladder-related problems.
Telephone interviews avoided potential travel difficulties and also leveraged previous successes with sensitive topics. A sample size of 10 interviews was chosen based on prior research indicating that key themes typically emerge within this range.
Key findings indicate significant barriers to participation in societal activities due to insufficient toilet facilities. For transport in particular, boats and trains emerge as preferred modes over buses, trams and subways due to the presence of onboard toilets.
Notably, urban areas, parks and beaches suffer from a lack of restroom facilities. In order to improve these facilities, informants highlighted measures such as provision of open, hygienic toilets with barrier-free access. These measures also need clear signage and awareness campaigns regarding toilet facilities tailored to individuals with diverse health needs.
The study highlights the critical role of toilets in maintaining public health and acknowledges the right to access toilets as recognised by the United Nations.
Testimonials from individuals with disabilities underscore the profound impact of toilet accessibility on their daily lives. They reveal instances of social isolation and restricted activities due to inadequate facilities. Proposed interventions encompass improved hygiene standards, increased toilet availability, and enhanced staff training to cater to the diverse needs of users. The study advocates for legislative reforms and policy guidelines to address the pressing issue of toilet accessibility, aiming to foster inclusivity and equal participation in public life for individuals with disabilities
Toilets and social participation
Public toilets are not dinner party conversation, but they are essential to our wellbeing. They are costly to build and maintain yet we need more of them. They also need to be fit for purpose because they are about social and economic participation. The Changing Places toilet campaign is a case in point. There wouldn’t be many people passionate about public toilets, but Katherine Webber had plenty to say at the UD2021 Conference.
Katherine’s presentation was titled, Access and Inclusion in Public Toilets: Impacts on social and economic participation. The presentation slides show lots of different examples. Toilet design is often dismissed as just needing to be functional and designs vary little. But public toilets are “difficult to get right. And no wonder. They are mired in cultural baggage, struck in the fixedness of fixtures and bound by massive, often ancient infrastructure (Lowe 2018:49).
Public amenities also support tourism and economic development, night-time economy, and access to public spaces and public art. Toilets also need good signage, clean conditions and be regularly available .
Katherine describes more in her written paper on this topic based on her studies in other countries as part of a Churchill Fellowship.
Asking mobility device users to come to a focus group or co-design event about transport tells the story of inaccessibility immediately. They need transport to get there. Even when it is possible, it is more inconvenient, difficult, and time consuming than for other transport users. So remote focus groups offer a solution.
The objective of the study was to pilot test an inclusive design approach to obtain information from users often excluded in the design process due to transportation challenges.
The remote focus group participants were users of wheeled mobility devices. The researchers devised a method that worked for users and for the research study. Nine users were each asked to participate in one of two different focus group sessions. One discussed 1 to 7 passenger vehicle transportation systems. The other discussed 8 to 12 passenger vehicle transportation systems. Each participant attended two sessions making four sessions in total.
Each participant was visible on Zoom in the same way as they would in a face to face discussion. However, being remote, they could remain anonymous by using a nickname or a fictitious name. This personalised the sessions and encouraged users to contribute. Video demonstrations of small (1-7 passengers) and midsized (8-12 passengers) vehicles were shown to users.
The researchers asked user’s preferences about various elements of the journey. They included planning, vehicle identification, boarding and alighting, and riding location.
Stable online connections are a must
All participants had access to the technology, but sometimes lack of robust connections happened through the sessions for some participants. This is a potential barrier for individuals who lack sufficient access to the necessary technology.
The researchers conclude that well-designed remote focus groups provide a powerful tool for inclusive and qualitative research. However, there is room to refine the methodology so that participation and data quality are improved.
This study examines the use of remote focus groups to obtain user’s ideas on wheeled mobility devices and Shared Autonomous Vehicles (SAVs). Inclusive design is essential for accessible transportation. Over four virtual sessions we collected statements from nine wheeled mobility device users. They told us about their design preferences, needs, and challenges with SAVs.
The findings highlighted the diverse needs and preferences of participants. This emphasises the importance of collecting information from users early in the design process. Well-planned remote focus groups can be an effective tool to gather design information from user populations that face transportation barriers.
Shared driverless vehicle design
A related research paper from the Intelligent Mobility Design Centre in the UK looks at engaging users in the design process. The key issue of the study is the preparedness to share vehicles on a broad scale.
On-demand shared transportation is a major new mobility innovation and potentially the main mode of transport in coming decades. Studies show that driverless vehicles have potential to accelerate uptake of shared vehicles at scale. People perceive sharing positively but do not necessarily translate perception into action, with desire for personal space a major reason for unwillingness to share vehicles.
Design research is a powerful tool when creating methods and processes to anticipate future possibilities by visualising detailed features of proposed products. We present a set of design research methods engaging end users in a variety of empathy activities and a design process to translate their needs into visual concepts for future shared driverless vehicles that are attractive and more likely to be adopted.
