Author: Jane Bringolf

The smart city and disability

The smart city concept offers promising solutions using technology to optimise infrastructure and services. However, whether people with disability and others will benefit is unknown. Data insights and assistive technology should offer solutions for inclusive environments, but do they? Researchers in the UK outline the challenges for people with disability and explore the role of smart solutions in urban planning. Based on their findings, the researchers propose policy recommendations.

Briefly the challenges are:

  • Physical barriers
  • Transportation challenges
  • Communication barriers
  • Social isolation
  • Emergency preparedness
  • Financial barriers
A person is driving a wheelchair along a street lined with poles and parked cars. They need a smart city

Policy implications and recommendations

The smart city recommendations below are explained further in the research paper.

  • Inclusive urban planning frameworks and ensuring access standards are always applied
  • Collaborative governance models, and co-design with stakeholders
  • Access standards and guidelines specifically for smart city initiatives for all infrastructure
  • Inclusive procurement practices for products and services that meet access standards
  • Accessible public transportation across infrastructure, system planning and services
  • Data privacy and security means updating privacy laws and regulations
  • Capacity building and training based on universal design principles and assistive technology
  • Funding mechanisms to ensure dedicated funding streams are available for innovations

Prioritising accessibility in smart city initiatives can engender social inclusion and economic empowerment for all residents. Embracing universal design principles advances a more just urban future for all.

Two silver coloured high rise buildings in the city rise from a parkland area. The buildings look like they are made from large sheets of perforated steel.

The title of the short paper is, Smart Cities enhancing the lives of people with disabilities.

From the abstract

Smart cities hold great promise for revolutionising urban living. However, their potential to improve the lives of people with disabilities remains underexplored. This paper investigates the challenges faced by individuals with disabilities in everyday urban environments. It explores how smart technology can mitigate these challenges.

By leveraging data-driven insights, smart cities can create more inclusive environments that enhance the overall quality of life for people with disability. This paper discusses the various issues encountered by individuals with disabilities and proposes strategies for utilising smart technology to address these challenges effectively.

Smart cities: the road to inclusion?

The smart city is about connecting technology with urban planning. But will it solve all the accessibility and inclusion problems?

A city skyline at night against a backdrop of a computer circuitry board.

Women, children and people with disability face difficulties accessing public space. This is because of safety concerns and physical barriers in the built environment. But public space must be welcoming and meaningful for all citizens. This is where community-led activities in designing public space becomes important.

Two researchers looked at digital technologies to see how they could help reframe public space design to be more inclusive. Technology should go beyond data collection to playing a central role in promoting social responsibility. Their research established a framework for creating inclusive public spaces based on site visits and users’ opinions.

The research study emphasises the importance of involving citizens in the governance of public spaces. They provide valuable data and insights about the quality and use of these spaces.

The title of the article is, The Use of the Smart Technology for Creating an Inclusive Urban Public Space.

Involving citizens in leveraging smart technology for monitoring, providing real-time information and services improves facility efficiency, and creates an eco-friendly environment.

This paper promotes the development of an urban public space that caters for a diverse community, fostering a sense of belonging and well-being for all.

London’s Smart City Strategy

Although technology offers several benefits for more inclusive and liveable environments, there are also drawbacks.   

Inclusiveness is embedded in the London Smart City Strategy, but there is still room for improvement.

Improving citizen engagement through collaborations, increased transparency, and measures for preventing data misuse and misinterpretation will boost inclusiveness.

A wet wintery street scene in London showing a line of mid-rise buildings and shops. London's smart city strategy.

The London case study highlights the potential barriers in implementing inclusive strategies for smart cities in practice. The valuable lessons may provide good information for other cities. 

The title of the article is Inclusive Smart Cities: An Exploratory Study on the London Smart City Strategy.

Smart cities: a revolution?

City-wide technology offers hope for people with disability, but only if there is a shift towards universal design and inclusive solutions.

An article by Marcin Frackiewicz discusses the possibilities for smart and inclusive cities from a optimistic perspective of technology.

A smart phone and wifi icons sit over a background picture of a cityscape.

Street cameras to help keep people safe and automatic doors are commonplace technology. And newer ideas such as ridesharing are possible because of technology. Apps for real-time updates for public transport to minimise unpleasant surprises. So what else can we look forward to?

Frackiewicz claims that the use of data for fine-tune urban services enables a place for “undervalued voices”. He optimistically says smart city technology is equalising, by making sure that everyone thrives.

The title of the magazine article is, Breaking Barriers: The Smart City Revolution’s Quest for Universal Accessibility. It’s a flowery writing style with lots of poetic turns of phrase.

Smart City Wheelchair Challenge

Drawings of a smart city car park showing cars parked vertically in stacks.

How to design a smart city that’s inclusive of wheelchair users? That was the challenge for a diverse group of engineers. Their project goal was to create a 3D simulation of a smart city that is sustainable and accessible as well as smart. 

Underpinning their design concepts were the Sustainable Development Goals. These goals have inclusion and universal design at their heart. The team documented their project from the formation of their group through to the final creation. 

Their report shows pictures of their Lego creations, sketches and artist impressions of sites. Smart services are the vision for the future, such as autonomous vehicles and how they will fit into the fabric of our community designs. They also considered smart parking, trains, trash systems and lighting.

This is a very detailed but well-laid out report. It reads more like a story, with plenty to share, including their spin-off into mobile apps. They had planned to do the final presentation using virtual reality, but COVID-19 and a university shut-down cut that short. The title of the 19MB report is, Smart City Simulator: “Phase Two” – The Wheelchair Challenge.  

See also, Smart Cities for All Toolkit. 

From the abstract

Oslo Metropolitan University (OsloMet) assigned a project with the aim of addressing these issues. The main part of the task was to create a wheelchair accessible Smart City, as a visual simulation. Researchers focused on wheelchair users and all kinds of limitations: blindness, deafness, mobility difficulties, old, young, and pregnant women.

Based on our results, a Lego model built by Oracle, we asked participants what belongs in a Smart City, and what challenges specifically the participants with disabilities have in their everyday life in cities.

After the research, we decided to create a Smart City in Universal Design. We implemented an electric autonomous public transport system, a smart trash system, a smart parking system and a smart lighting system.

Gender responsive urban planning

Gender equity for women is a fine aim, but it’s not just about social attitudes or equal pay. Urban environments have a role to play when it comes to workforce participation. According to researchers in the UK, the way we design urban spaces is yet to catch up with this aim. Their paper on gender responsive urban planning takes a user-centred look at how women use urban space.

It wasn’t so long ago that women stayed home performing household tasks and walking to the shops for daily food supplies. Meanwhile, men were free to range the urban environment, assuming they were fit and able.

People produce spaces through their everyday use. Feelings of streets, squares and other spaces are important aspects in how they are experienced. This is essential knowledge for urban planners.

Three women are walking in an urban environment. One is pushing a baby stroller. A man nearby is also pushing a baby stroller.

The researchers’ exploratory study involved participants taking a walk to a central point and then giving feedback. Accessibility, comfort, safety and convenience emerged as themes. Their research paper outlines the method in detail and poses future planning strategies.

Future planning strategies

Planning strategies identified in the study included:

  • Incorporating social activities, not just economic ones, that embrace diversity and promote inclusion. Temporary art spaces and pop-up streets are two examples
  • Seeing and being seen give a sense of safety. More lighting to illuminate dark places such as underpasses
  • Aesthetic features add to the sense of comfort and safety. More greenery, street furniture, attractive shopfronts artworks and fountains
A red London telephone box converted to an ATM on the corner of a street.

In the UK shops with awnings are not commonplace, but awnings offer shelter from the weather, particularly the rain. Another simple by useful strategy to make places more welcoming.

The title of the paper is, Gender Walks in the City: An Exploratory Study on Gender-Responsive Urban Planning.

Editor’s note on terminology: if a study is about women specifically, it should say so. “Gender responsive” studies should be seen from a broader perspective and not used as code for women. However, environments designed with women in mind will be more comfortable for more people and take in gender diverse communities.

From the abstract

This research investigates gender walks as a method for gathering knowledge in urban planning and design processes. It is about gender-sensitive design, which aims to tackle gender inequalities in cities.

Intersectional gender-aware design is complex. Therefore we look at walking – in its simplicity and effectiveness – as a responding strategy. A comparison of three existing exploratory walk insights outlines the criteria for the initial design of our walking audit method.

The knowledge gained on gender-aware planning from both urban design and sociological perspectives provide support and critique for the ongoing City Centre Transformation Programme. The aim is to optimise public spaces for women’s inclusion, safety and enjoyment.

Gender inclusivity in streetscapes

In 2010 the Los Angeles Department of Transport published a report on gender inclusivity in streetscapes and transportation planning. The findings showed women and girls, especially those on low incomes, were at a disadvantage in this car-centric city. So what to do about it? The Department of Transport devised infrastructure design strategies that also included amenities in streetscapes.

While there is discussion about gender differences in transportation needs, little improvement has been made to solve the issues. And this is not just in Los Angeles. The first transportation report, Changing Lanes, provided the baseline information. The follow up is a report, using case studies, provides design strategies.

Case studies

Five case studies from different cities informed the recommendations.

  • Street Lighting: Seattle
  • Public Seating: New York
  • Bus Stop Amenities: Portland, Oregon
  • Pedestrian Infrastructure: Minneapolis
  • Bicycle Infrastructure: Austin

Photo credit Steve Morgan for TriMet, Portland Oregon.

Three different bus stops in Portland, Oregon. One is a pole with a perch seat attached, one at night and one in the daytime.

Note the small seat or shelf on the the bus stop pole. Perhaps a perch seat higher up the pole is better for people who cannot rise from a seat placed so low. The bottom right photo indicates a cycle lane between the bus shelter and the boarding platform. However, there is space for prams and wheelchairs under the shelter. Backrests on the seats would add extra comfort.

Planning recommendations

Six recommendations for improvements are based on the case studies.

  • Take a proactive approach to identifying deficiencies in infrastructure
  • Use geospatial data to prioritise
  • Set quantitative goals with success criteria
  • Establish goals between city agencies for partnerships and cooperation
  • Collect self-disclosed information on the gender of participants during public outreach
  • Include a gender equity component in project prioritisation methods
Front cover of the report Designing Streetscapes for Gender Equity.

This is an easy to read report which supports other research on inclusive and accessible infrastructure. For example, wide level footpaths, kerb extensions and pedestrian safety islands.

The title of the report is Designing Streetscapes for Gender Inclusivity, published by UCLA Institute of Transportation Studies. There are some good examples applicable to many other jurisdictions.

From the abstract

Within the US, Los Angeles has been at the forefront of making efforts to factor gender inclusivity into transportation planning. In 2021, LADOT released Changing Lanes: A Gender Equity Transportation Study. This study found that LA’s current transportation system is not adequately serving low-income people of colour, women, girls, and gender diverse groups.

To address these inequities, LADOT is taking the next steps to implement gender-inclusive transportation infrastructure design strategies. This paper presents case studies that support walking, biking, rolling, and waiting.

Each case study focused on a different strategy for improving gender inclusivity in streetscape design. That is, pedestrian street lighting, public seating, bus stop amenities, pedestrian infrastructure, and bike infrastructure. The implementation of these design strategies can ensure the needs of women, girls, and gender diverse groups who rely on active transportation and public transit are met.

Wellbeing by design

Imogen Howe writes that wellbeing goes beyond the physical and mental health of an individual. It is a holistic concept of health and wellness. It encompasses social connectedness, belonging and inclusion and the ability to contribute meaningfully to society. Wellbeing is also about feeling valued and respected, and environmental contextual factors such as connection to community and place. She explains wellbeing by design as:

“The relationship between the built environment and wellbeing is well known. But, when it comes to wellbeing, buildings and urban spaces frequently disappoint people with disabilities by being inaccessible, stigmatising, creating the feeling of being out-of-place, a misfit in places you have a fundamental right to be in.” Signs such as the one pictured, say that “we didn’t think about you in our design”.

A sign with the international symbol for access, blue backgound and white text and graphics. The text says, access at side of building with an arrow pointing the way. Article Wellbeing by design.

Exclusion of people with disability because the problem arises from older buildings is no excuse. Howe says building upgrades are essential when considering the barriers beyond access standards. She says that designers must consider psychological and emotional aspects of wellbeing as well. It’s more than just getting into a building.

Howe also says that designers must be respectful of users’ energy and time. People with disability and/or long term health conditions have less energy available to them each day. It takes longer to do basic tasks, so they also have less time to spare. The built environment can whittle away, bit by bit, precious energy and time so there is nothing left for fun things.

The title of the article is Wellbeing for Whom? and published by the Australian Institute of Architects magazine, Architecture Bulletin.

What do you think accessibility means? Does it mean compliance with AS1428.1 or the ability to enter a building and spaces within it? Is it about usability? Even if it means all these things, the word accessibility is too limited to encompass all the considerations for people with disabilities…

Imogen Howe, Wellbeing for Whom?

Consultation vs Participation and Partnership

Community consultation is a vexed issue when officials and community representatives interpret “consultation” in different ways. A Swedish study found, unsurprisingly, that officials expected a fast consultation process for ready-made projects. On the other hand, employees of disability groups were expecting to be more involved. They were expecting participation and partnership. The consequence is conflict.

Swedish national and local policies introduced universal design concepts to make disability part of human diversity. However, appropriately involving people with disability in decisions is another matter. Image from the article.

Graphic depicting the two different notions of collaboration. Municipal officials think consultation for facilitation. Disability organisations think partnership for influencing.

It is not uncommon to find unsolvable conflicts in a suburban project where planners clash with unaddressed local problems. But the result should not be a wilful dismissal of citizens’ issues. Participation should reduce the risk of contested or disregarded outcomes. However, disregarding disability issues in project development builds mistrust of local authorities.

The Swedish study examined the perception of consultation with people with disability in three Swedish cities, applying a universal design approach. The paper includes many references to the literature to support their qualitative research.

Consultation

The findings of the go-along study, and participant observation at meetings revealed a complex picture of participation styles. In one situation, the consultation expert referred to the needs of people with disability as “opposing interests”. The consultant treated the workshop as an opportunity for them to “blow off steam”.

Partnership

Disability organisation employees saw themselves as partners with the right to negotiate outcomes. But this did not correspond with their experience. Their involvement was too late in the process, and after procurement requirements were set. Having lived experience is they key point, not whether participants understand accessibility legislation. Indeed, openness and creativity are more important than accessibility expertise.

The title is, Between consultation and partnership: participation styles in Swedish urban revitalization processes involving disabled people. An important study for planners and policy makers at local government level. A reminder that they have obligations under disability discrimination legislation.

From the conclusions

The municipal project leaders were oriented towards Consultation because they wanted to quickly get ready-made proposals confirmed. Employees of disability organizations collaborated with officials as partners in the administration of and recruitment for workshops. However, they wanted ongoing feedback to influence the result.

These different expectations on the aim of participation entailed misunderstandings. So did unclear roles regarding representativity and the asymmetry of resources and interests. Failure to communicate opportunities for influence and the limited roles given to participants generated feelings of uncertainty and mistrust.

Officials were unsure about the legitimacy of participants, and participants about the conditions for influencing the process. These findings suggest that the aim and role of participation would gain from being clarified in advance. Topics such as previous experiences, policy, constraints, and opportunities for influence should be discussed at pre-workshop stage. Thus, co-creative dialogues might be developed.

Gender neutral toilets: are they inclusive?

Gender neutral toilet facilities are the subject of discussion in academic research, legislation and architectural briefs. Urban planners say any toilet away from home should be informed by the proportion of needs in society. Enter the gender neutral category of amenity as the solution that can best resist bias and discrimination. But maybe it doesn’t.

Nicole Kalms and Laura McVey argue that “the proposed legislative changes for the provision of ‘all gender’, ‘gender-neutral’ or ‘unisex’ toilets operate under an incorrect assumption that gender neutrality will lead to greater inclusion”.

A gender neutral toilet sign with a graphic of the top half of a person and a graphic of a wheelchair user. The text says this facility is for everyone.

The proposed legislative changes note that one in 500 people in Victoria identify as trans, but fail to note that one in two Victorians are women. Kalms and McVey claim that rather than offering inclusivity, it will further penalise those already disadvantaged in amenity design.

The issue of signage

Repurposing women’s public facilities or accessible toilets as gender-neutral is an ad hoc response to the real issues.

“This will multiply the ad hoc arrangements where a sign and/symbol on an existing ‘female’ or ‘disabled’ toilet provides a ‘gender-neutral’ or ‘all genders’ amenity, leaving the men’s facility intact”. Indeed, it will double men’s toilet options.

A toilet door sign with four icons: access, man, woman, baby change with a woman and a baby.

The article goes on to discuss different sections of the population including people who are homeless, and women from culturally diverse backgrounds. Public toilets are also places of personal care and of refuge from sexual violence. An important discussion paper which shows how the default to the male toilet is the norm – they remain the same. Women’s toilets have become the “adaptable” quick-fix place for all other groups. But at the cost to whom?

In summary

“We therefore suggest that current reform proposals for inclusivity do not go far enough, and put forward the need for a more ‘radical redesign of public sanitary facilities. Such a radical redesign, we argue, requires a needs based design ethos based on users’ requirements. This approach reiterates the importance of more inclusive design, but does so by considering and prioritising those most significantly and disproportionately impacted and neglected by current design.”


The title of the book chapter is, Commentary on Let Us Pee in The Feminist Legislation Project. An important discussion on how easy it is to exclude people in design, albeit unintentionally. Another reason for engaging in co-design and co-creation processes.

Digital Standard: too many criteria?

The first Digital Service Standard was created by the UK’s Government in the early 2010s. The aim was to improve the relationship between people and government with easier access to digital services. The original 26 criteria were reduced to 18 to make them more manageable and then to 14. The criteria were mandatory. If any service did not meet them, it would not be hosted on government websites.

Australia’s Digital Transformation Office (DTO) released its own criteria based on those of the UK in 2015. The DTO later became the Digital Transformation Agency (DTA) and gradually it was ignored.

A laptop computer is open halfway and the screen is illuminated with bright florescent colours with a purple hue.

The DTA recently released a brand new DSS 2.0 which became mandatory in July 2024. It covers staff-facing services and citizen-facing services with 10 criteria. But the wording has turned a bit fuzzy for a standard.

Standards list things you must do such as, apply certain dimensions. Or things that must be true when tested, such as a bridge being capable of taking a certain weight. The bridge example leaves it open to the designers to be inventive and creative in meeting that criteria.

The new Standard DSS 2.0 has fuzzy criteria such as “understand” and “identify”. Understand, identify and act are not a testable criteria.

But what’s the real problem?

The DSS Standard has a lot of sensible ideas, albeit untestable, but the real problem is that there are several other digital standards that must be applied. The Digital Access Standard, the Digital Inclusion Standard, and the Digital Performance Standard. They each add another 5 criteria, many of which are untestable.

And why does it matter?

Designers might think they are meeting the criteria of “considering diverse user needs”. But how will they know they are? It’s easy to assume and guess diverse user needs.

“In disability, there’s nobody more dangerous than a person with good intentions and no know-how.” Standards have a lot of power so the outcomes must be measurable and achievable.

Standards give users a sense of security with specific and achievable outcomes. If a standard is vague, confusing, and untestable it loses its authority.

Front cover of the Australian Government's Digital Service Standard

Zoe Rose’s article in The Mandarin is titled, New standards for government digital service are cause for concern. Or download the PDF of the article.

The Australian Government’s Digital Service Standard v2.0 is devised to support agencies to deliver simple and seamless digital services.

Grabrail design: function and form

Grabrails in the home are considered one of the most stigmatising functional support devices, particularly by older people. Several design attempts have tried colour, wavy shapes, or “hiding” them as bathroom shelving and toilet roll holders. Installation of grabrails, regardless the design, are resisted until there is a major health event or a fall. But what if grabrail design doubled as a piece of artwork?

The two pictures below show a completely different way of designing grabrails. These designs might not be suitable for all users, people who need help with their balance in wet areas might benefit. Perhaps this solution is better than no solution.

Two photographs of artistically designed shapes that can be used as grabrails: oneover the bath, and the other in the shower recess.

The Inclusive Housing Living Lab in Hasselt, Belgium, focuses on research for real-life situations. The pictures above are taken from a conference paper which explains the role of the Living Lab. Research projects focus on universal design solutions with input from users and designers and occupational therapists.

Fitting all showers with grabrails as standard would dissolve the stigma and prevent falls. However, this is unlikely to occur except in public places.

The paper includes a renovation project turning an old building into a rehabilitation centre. Local authorities wanted to keep some of the existing elements such as steps which then required a creative solution.

The aim of the Living Lab is to show that good design can minimise the need for personal assistance. It is locally based and introduces visitors, students and professionals to a universal design approach.

The article is, Inclusive Housing (Lab) for All: a home for research, demonstration and information on Universal Design (UD).

Below are images of “disguised” grabrails: a shower shelf, a soap dish, a toilet roll holder and a towel rail.

Four types of disguised grabrails: a shower shelf, a soap dish, a toilet roll holder and a towel rail.

Images of Invisia bathroom products.

From the abstract

This paper states the underlying concept and motivation of the design and building process of a Universal Design Living Lab. The UD-lab is located in Belgium and has three main ambitions. They are demonstration, conducting research and offering information on the added values of designing universally. Global real life initiatives are important for driving a general awareness on universal design as ongoing activity.

This conference paper is from the UD2014 conference in Sweden.

Race & Racism: Myths, Misconceptions

The Human Rights Commission has produced a guide on 5 common Myths and Misconceptions about Racism. Each of these is explained further and are listed as:

  • Misconception that racism is about individual actions and beliefs
  • The myth of meritocracy
  • Misconception of not “seeing” race
  • The myth that “racism is a thing of the past”
  • Misconceptions about anti-racism
Introduction graphic on the 5 myths and misconceptions about racism.

British colonisation has shaped the way we talk about race and racism in Australia and has ongoing impacts. The Australian Human Rights Commission’s (AHRC) guide is one of self-reflection and education. It aims to support and enhance understandings of race, racisim, and anti-racism. It asks us to stop and think about the various opinions, stories and terms used and think critically about the myths and misconceptions.

Many ideas predate colonisation in Australia built upon re-existing ideas of racial hierarchies that classified humans based on physical difference. The result is ongoing structural and systemic racism. These deeply rooted myths prevent productive conversations to address racism.

“Anti-racism involves actively working to challenge racist policies, practices, culture, and ideas. It requires more than being “not racist”. It involves active decisions that seek to combat injustice and promote racial equity. Developing an anti-racism skillset and practice is an important part of promoting a better and more equitable society.

Myth 4 graphic. The myth that racism is a thing of the past. A woman is taking a photo of a grave headstone as if it were an historical artifact.

It would be useful to have a briefer document with just the key points, although there is an accessible Word version. Concepts and terminology are explained in detail, and the five myths and misconceptions are challenged, explained and discussed.

The AHRC acknowledges the Traditional Custodians of the land, sea, waterways, and sky throughout Australia and pays respect to First Nations Elders past and present. Saltwater People designed the guide.

Co-designing organisational change

Co-designing with users is gaining momentum and being applied in many different situations. Participatory Action Research is familiar to academics and now the concepts are underpinning collaborative methods in different fields of endeavour. Co-designing organisational change is a good way to bring everyone on board.

Hospitals are large bureaucratic enterprises comprising staff from varied backgrounds and skill sets. Add in the diversity of patients and visitors and we can see the difficulty of pleasing most, let alone all stakeholders.

A CT scanner with two medical staff one each side of the patient undergoing the scan process. The image has a blue hue.

Organisational change is a complex process that requires all parties to agree to change. To overcome some of this complexity, Australian researchers used arts-based research methods and arts-based knowledge translation. Their paper outlines the steps in the process and includes some of the participants’ drawings. Workshops, photovoice, photography and digital narratives all had a part to play.

From the conclusion

Both the co-design workshop and visual methods provided opportunities to connect people in an honest and respectful dialogue. System change must engage, educate, support and connect people. Transforming a system is really about transforming relationships between people who make up the system.

Too often organisations, groups, and individuals work on the same problem but work in isolation from each other. Bringing people together is the way to create a positive impact for change.

The arts-based design thinking processes provided a visual mechanism to explore creative solutions. It provided a place for clinicians and consumers to connect and discuss the proposed change strategies. The visual methods enabled time for reflection and then new conversations about care practices emerged.

The title of the article is, The Art of Transformation: Enabling Organisational Change in Healthcare Through Design Thinking, Appreciative Inquiry, and Creative Arts-Based Visual Storytelling.

From the abstract

This chapter tells the story of a complex organisational change to a healthcare service. It is about splitting rehabilitation functions across two hospitals in the same region. The design project was to help healthcare providers from both hospitals reach an understanding of the strengths that each hospital provided to its patients. One was a large metropolitan hospital, and the other a small hospital in a rural area.

Arts-based design methods were used. They included workshops, journey maps, and photovoice experiences from both providers and consumers. The team were able to help the rehabilitation service providers see the value of the organisational change and the potential benefits in the new service.

Co-design in healthcare

Health care is a service and like any service, you want the best for your customers. Customer feedback is common with most services, but knowing the problems after the event is not very effective. The first step is setting up a process that is going to get the most useful design decisions. That means co-designing from the very beginning including co-designing the research method.

Entrance to the emergency section of a hospital.. Co-design in health care.

An inclusive design approach means listening

A Canadian study documents the process of using an inclusive design approach to design the study. As a report of the process the paper necessarily includes many stories from participants. These stories are rich in information not limited by survey or interview formats and questions. It is up to the listener or researcher to guide these experiences into practical solutions.

The methods in this study are applicable to any public service, such as transport or education.

Storytelling and research design

Storytelling often goes beyond describing the immediate barriers and difficulties in using a service to reveal the impact on a person’s life.

“The inclusive design approach to the study was not rigid because inclusive design is about diversity, variability and complexity.”

A young man enters the therapy room. He is using Canadian crutches. He is shaking hands with the therapist

Design exercises

The study reports on three options for design exercises:

Option One: co-designers talk about any part of the health care service that needs re-design. Then the group imagines a future where the barrier no longer exists.

Option Two: co-designers discuss their own or another’s experience during the Covid-19 pandemic.

Option 3: co-designers use the research centre’s “virtuous tornado” exercise. The virtuous tornado is a diagram with three circles, In the centre is the statement, “Like and Use”. The next ring has the statement “Don’t like or have difficulty using”. The outer ring has the statement “Can’t Use”. See the diagram below.

Three rings of a circle indicating the three statements.

Figure 1 from the report with the three options for activities

The title of the article is, Co-Design as Applied to Accessibility in Health Care, and comes from researchers based in Canada.

Preferences for shared space design

Pedestrians and cyclists sharing space is based on the idea of everyone being socially responsible. It’s expected that whoever is present in the space will politely negotiate the right of way. That’s because there are few, if any traffic controls, barriers or road markings. More recently, shared space has come under scrutiny because some pedestrians avoid such routes. So what are the preferences for shared space design? Researchers in Germany used a video-based survey to find out.

Shared space revolves around integrating different road users into a common physical space. 408 participants evaluated different case designs and considered the placement of street furniture. Image of a street in Frankfurt, Germany.

A street in Frankfurt Germany with old and new buildings, a wide footpath with bollards on the kerbside and bike racks on one side of the road.

For some people who do not drive or own a car, a bike is a good way to get around. However, everyone needs to feel safe. Safety is all down to perception and that’s why dedicated lanes for pedestrians, bikes and cars is the optimum.

The title of the article is, Exploring pedestrian and cyclist preferences for shared space design: A video-based online survey. There’s a lot of detail in this paper.

From the abstract

This paper explores the preferences of pedestrians and cyclists for shared space design. It looks at configurations that emphasise the sense of place, integration, and informal segregation. In an online survey, 408 participants experienced videos of virtual environments with different designs. They were asked to assess various attributes and their influence on the perception of the space and crossing behaviour.

The results indicate that pedestrians and cyclists do favour similar attributes and space configurations. Both find motor vehicles undesirable, but they hold a positive view of the central placement of design elements and protective barriers.

Do Bike Lanes Slow Traffic?

Compared to many other countries, Australia has a low rate of bike riding. Researchers from Swinburne and Melbourne universities decided to check out the issue of cycling infrastructure. That’s because cities that prioritise cycling infrastructure have higher rates of people cycling. But there is community resistance to this infrastructure with comments such as bike lanes slow traffic

The researchers used a modelling technique to find out if retrofitting separate bike lanes into residential streets slowed traffic. When done well, it increased car travel times by 7%. Cycling times increased marginally due to avoiding streets without bike lanes.

Two street images showing bike lanes for cyclists, pedestrian footpaths and a roadway.

Images from the article. Cycle lanes are narrow (less than 0.6 m wide) with no physical separation by a concrete kerb. (left) Kensington and (right) Collins Street Melbourne.

Reduction in vehicle speeds are another key factor, but this alone does not prevent traffic injuries for cyclists. Running into car doors due to poor separation is the reason for most accidents. Safe and separated cycling lanes are good for pedestrians too, especially those who fear shared paths.

The title of the article is, Do Safe Bike Lanes Really Slow Down Cars? A Simulation-Based Approach to Investigate the Effect of Retrofitting Safe Cycling Lanes on Vehicular Traffic. There is much more to this research project to digest.

From the abstract

Cycling is a sustainable transportation mode that provides many health, economic and environmental benefits. Cities with high rates of cycling can better address challenges of densification, and carbon-neutral goals. Participation rates in Australian cities are critically low and declining.

This low participation rate is often attributed to the dangers of Australian cycle infrastructure that mixes cyclists with car traffic. Residents of car-dependent Australian suburbs are resistant to the installation of cycle infrastructure. That’s because they are perceived as a threat to traffic flow and less on-street parking.

This low participation rate is often attributed to the dangers of Australian cycle infrastructure that mixes cyclists with car traffic. Residents of car-dependent Australian suburbs are resistant to the installation of cycle infrastructure. This is because they are perceived as a threat to traffic flow and less on-street parking.

We investigated the effects on traffic behaviour of retrofitting safe, separate cycling lanes into existing residential streets in a Melbourne suburb. We utilised only the widths available on the existing roadway of these streets.

Travel demand was modelled using travel demand that suits suburban trips to services and shops. We also selectively applied separate cycling lanes to suitable residential streets and varied the effect of lowering speed limits.

Simulations showed at worst case the selective inclusion of safe cycling lanes leads to a 7% increase in the average car travel times. And cyclists only increase their travel distance marginally to avoid streets without dedicated cycling lanes.