Public transport infrastructure in Queensland is undergoing significant design changes using co-design methods. The new Cross River Rail project embraced the concept of co-design to ensure new and upgraded infrastructure is fully accessible. The result is a transport infrastructure co-design toolkit as well as accessible trains and stations.
Co-design of large-scale public transport infrastructure spans several stages in the design process. Consequently, embedding a culture of co-design across the organisation is essential in the planning, development and implementation stages.
Image from the Toolkit
The authority responsible for the project collaborated with the disability community and established strategic priorities to support ongoing infrastructure design.
Accessibility agenda
First there needs to be an accessibility agenda – finding out the diversity of accessibility challenges. That means establishing ways of working with the disability sector to drive decision making. However, there is a risk that some of these priorities disappear in pre-project activities such as feasibility studies and technical requirements. Some decisions made at these stages cannot be changed as they lock in key aspects of the design.
A culture of accessibility
An organisation-wide culture of accessibility is essential for the success of projects. Without this culture change the potential for “gaps” in the travel chain will arise for travellers. Sharing information across the different transport organisations and contractors and consultants is a must. By consolidating the knowledge base across the sector, it eventually gets easier to create inclusive public transport projects.
The title of the Toolkit is, Embedding Accessibility Co-design into the Delivery of Public Transport Infrastructure. The document is the result of research collaboration between the Hopkins Centre and the Cross River Rail Delivery Authority. The outcome has established a clear set of priorities for continued support of changes including those already underway. They key element is co-design with the disability community.
Toolkit contents
There are three parts to the document: Context and background, Outline of the co-design process, and Facilitating the co-design process. The appendices have extra detail and additional resources.
The Appendix on co-design mindsets appears to follow the theory of the once popular Myers-Briggs Type Indicator. Nevertheless it does indicate that different people think differently – a concept aligned with Universal Design for Learning. It means people should be given the opportunity to express their thoughts in different ways.
The video below gives an overview and showcases some of the innovations in design. For more about accessibility, visit the Cross River Rail website where there are more videos with transcripts.
The UN Convention on the Rights of Persons with Disabilities and the Sustainable Development Goals are intertwined. Lisa Stafford explains the connections in a paper outlining her co-designed research project. She takes a disability justice perspective on inclusive cities through the voices of people with disability.
Inclusion and equity are integral to achieving sustainable cities and communities. But the voices of people with disability are missing in the urban agenda.
Aprevious paper briefly explains the research design, preliminary work, and the co-design method.
Key findings
The five elements of inclusive communities need to be reflected in how communities and cities are designed and planned.
To achieve equitable outcomes means addressing the entrenched notion of ‘normal’ and the stereotypes of what constitutes ‘disability’. Fundamental to making communities inclusive is the ability to connect with nature and other people and place. Vibrant places provide experiences that are important to wellbeing and a sense of belonging.
Inclusive communities is a lived concept, not something drawn up in plans or policies. It is multidimensional and experienced in places. The legacy of ableist urban planning means that communities remain places of exclusion.
The title of the article is, The Makings of Disability-Inclusive Sustainable Communities: Perspectives from Australia. Note that Stafford and the research team prefer to use the identity first term “disabled people”. They acknowledge that some people prefer “person first” language of “people with disability”. The UN Convention uses the person first terminology.
From the abstract
The right to inclusive, safe, resilient, and sustainable suburbs is an aim of the United Nations Sustainable Development Goal (SDG) 11. The focus is on addressing race, disability, class, gender and age inequality and injustice by the year 2030.
Despite this interest in creating inclusive sustainable cities and communities, we still know little about what this means for disabled people. In this article, we address this gap through participatory qualitative research study.
The study, Planning Inclusive Communities, involved 97 people (9-92 years of age). More than 50% identified as disabled people from two Australian regions – Tasmania and Queensland.
The research revealed five core interrelated elements in “The Makings of Inclusive Communities”. These five elements reinforce the importance of interconnected social, economic, and built environment structures and systems in facilitating inclusion, and that inclusion happens in place and movement through everyday experiences.
The findings offer new insights through the voices of disabled and non-disabled people, around issues of equity, access, and inclusion. The research guides future urban policy and planning for inclusive cities and communities.
Research by Guide Dogs NSW/ACT reveals there are new footpath and urban design challenges faced by people with low vision or blindness. The research is part of a longitudinal study to understand what environmental and footpath clues are needed and used. Tactile indicators are only part of the story even when they are present and properly placed.
A total of 622 people with low vision or blindness from around Australia took part in the survey. Many challenges impact their confidence in getting out and about. New-style urban design features are creating additional challenges.
The first survey was conducted in 2015. The 2023 survey revealed new challenges not mentioned in the earlier survey. Micro-mobility, shared paths, shared roads, and crowd protection barriers are now on the list of challenges.
Shared paths
The application of shared paths has increased significantly since 2015. Consequently, this emerged as a major issue in 2023. The speed and unpredictability of cyclists and micro-mobility users means these paths feel unsafe.
Flush finishes
Another new and popular urban design feature is flush finishes. Not surprisingly, 80% of respondents lacked confidence in crossing roads when the footpath and road were at the same level. Places where the road and footpath are level are often found in shared zones and flush finish intersections. Respondents over the age of 65 find these finishes particularly unsafe.
The absence of clear distinctions and continuous finishes hinder straight-line navigation. This is made worse by street furniture, goods displays and outdoor dining positioned along the building line.
Flush finishes at intersections with traffic lights where there are no gutters, kerbs or kerb ramps are a significant challenge. With multiple lanes of traffic in both directions, together with buses and light rail, create high levels of anxiety for safety. Consequently, they are often avoided.
Wayfinding
Key wayfinding factors for safe travel are based on maintaining a straight path, safe road crossings, and knowing where it safe and hazardous. This is regardless of whether the person is using a cane, a guide dog or their remaining sight.
Kerb ramps are vital markers. People who are blind or have low vision know to pause and assess the situation. They also reinforce appropriate guide dog behaviour when approaching roads.
Read more about this research in an article in Access Insight. It’s titled, Environmental clues: Using them and losing them. The article explains why newer street and urban design features are preventing people with low vision or blindness from equitable use of our public domain.
From a universal design perspective, many design features that are essential for some, are also good for others. Children are taught to stop at kerbs for safety, and older people prefer clear separation between footpaths and other zones. People with neurodiverse conditions, including dementia, also need clear signals to navigate the built environment.
Walking is supposed to be good for us, but not if street design causes anxiety and prevents people from making journeys.
Tactile markers vs wheelchairs: A solution?
One paper that sparked a lot of interest at the UDHEIT conference is the thorny issue of pedestrians and wheelchair users negotiating those yellow strips of tactile markers. Tactile markers, known as Braille Blocks in Japan, cause problems for wheelchair users, pram pushers, and others with mobility difficulties.
Based on research by Yoshito Dobashi in the context of public transportation, the solution seems simple. Create small breaks in the line of tactile blocks to make wheelchair and baby buggy crossing points. These crossing points are now installed in Fukuoka city and in some airports, but not yet on a national scale.
Dobashi cautions that, “…improvements need to be made in response to the voices of visually disabled persons who note that the crossing points pose a hazard to them. In his latest study, Dr. Ito of the University of Tokyo proposes a new braille block system that incorporates an improved version of braille blocks with wheelchair crossing points upon verifying its feasibility with wheelchair users and baby buggy users.
Good research paper by a man passionate for his topic and keen to find solutions. The image shows Dobashi presenting at the universal design conference in 2018 in Dublin.
The article is from the open access proceedings of the UDHEIT 2018 conference held in Dublin, Ireland, an open access publication.
Roadblocks to inclusive streets
Mail delivery vehicle crashes into an electrical services box. Note no footpath only grass.
Streets are essential to mobility and that means pedestrians, not just motor vehicles. Dangerous intersections, pedestrian crossings, steep kerb ramps and those utility vaults make wheeling a nightmare. Steve Wright says that universal design is what we should be aiming for. That’s because there are a hundred ways a street can deny mobility to a wheelchair user. And if they deny a wheelchair user, they can deny people unsteady on their feet and make pushing a stroller difficult. Wright lists his top 8 roadblocks to inclusive streets.
8 Roadblocks to inclusive streets
Narrow footpaths: If two wheelchairs or two strollers cannot pass each other than it is too narrow. Many footpaths don’t even accommodate two people walking side by side. Even where a footpath has sufficient width, there can be other obstructions.
Too many stakeholders: Several agencies have a stake in the footpath – hence the many access covers scattered throughout the paving. And then there is street furniture and rubbish bins.
Crappy kerb ramp: Problems often arise where a steep ramp into the gutter meets a steep rise onto the roadway. The deep V means wheeled mobility devices get stuck half way. Then there is the kerb ramp set on a corner that means people have to roll into oncoming traffic. And of course, there are mis-matched ramps which don’t line up to create a straight line across the roadway.
Traffic calming islands and safe havens: These must be at least wide enough to take a mobility scooter and an adult pushing a stroller. And not everyone can cross a wide street quickly. Mid-way points are a must if traffic takes priority.
Cross slopes and cambers: Narrow streets also mean that driveways and kerb ramps cut into the footpath creating cross-falls that are difficult for wheeled mobility users.
Footpath closures: Construction projects seem to be blissfully unaware of the havoc they create with their “no pedestrians” or “pedestrians this way” signs. And some of these are not just for a day – they can be for years.
Pedestrian crossing buttons out of reach: While the button might technically be at the right height, sometimes the pole it’s on isn’t within reach.
Transportation decision makers don’t have a disability: Transportation projects go to contractors and subcontractors with many other stakeholders involved. They would do well to embrace some co-design methods.
Wright discusses the issues in more detail from a US perspective. He says: “Universal design is what we should be aiming for, but there are 100 ways that even the most well-intended complete street can deny mobility to wheelchair users due to poor design, implementation, maintenance, and even policy.”
Colour is used in may ways to communicate information. This is where a colour checker for images comes in handy. Maps and bar charts are everyday examples of using colour to differentiate one feature from another. Advertisements, and web pages use colour to attract the eye and convey messages. But what if some people can’t distinguish colour in the same way as the chart or web designer?
Colour vision deficiency (CVD), commonly called colour blindness, occurs in approximately 8% of the population.
Colour checkers and contrast checkers are not new with various apps available, mostly for websites. From the University of Glasgow comes Colour Quest designed for conveying statistical information in various chart forms. It’s a free application that tests histograms, bar charts, line charts, scatter charts, and box plots. However, it will test any jpg or png image.
Colour Quest shows how a chart or image looks for people with either one of two types of CVD: red-green vision deficiency (Protanomaly), and blue-yellow deficiency (Deuteranomaly). It’s rare to have both where colour becomes various shades of grey.
Screenshot of the heatmap mode of the colour checker.
The Colour Quest applicationis easy to use and to explore the best colours to use from the standard palette. You can try any png or jpg image and experiment with colours chosen from the left hand bar to see how it works.
The significance of color palette selection goes beyond aesthetics and scientific communication, encompassing accessibility for all, especially individuals with color vision deficiencies.
To address this challenge, we introduce “Color Quest,” an intuitive Shiny app that empowers users to explore color palettes for data visualization while considering inclusivity. The app allows users to visualize palettes across various types of plots and maps to see how they appear to individuals with color blindness.
Colour Quest enables users to visualize palettes on their own custom-uploaded images. It was developed using open-source standards. Color Quest aligns with accessibility discussions, and is a practical tool and platform for raising awareness about inclusive design.
Being open-source fosters transparency, community collaboration, and long-term sustainability. Color Quest’s practicality renders it indispensable for scientific domains, simplifying palette selection and promoting accessibility. Its impact extends beyond academia to diverse communication settings, harmonizing information dissemination, aesthetics and accessibility for more impactful scientific communication.
Connecting People and Places with Universal Design: Queensland leading the way
CUDA’s Symposium held in Brisbane 30 May 2024
The Olympic and Paralympic Games is a great opportunity to embed a universal design approach into all the work leading up to the event. This would drive the access and inclusion agenda for everyone in a coordinated way. The purpose of CUDA’s symposium was to find ways to embed universal design thinking into the implementation plan.
The panel speakers gave insights into their experiences with inclusion and universal design. We had an excellent live captioner in the room and every word was recorded and transcribed. You can read the edited highlights of the panel session in a Word document.
Two key themes emerged from the workshop session:
Embed universal design principles in all procurement processes including pre-procurement to develop appropriate scopes of works.
Embed co-design at the beginning of all decision-making processes at all levels and make the process mandatory.
Universal design is three things: an ethical principle for inclusion of diversity; a vision of an inclusive society; and a unifying approach to policy and perspectives. It’s this last point that is of greatest value to the implementation of the Games Legacy Strategy.
With so many government departments and stakeholders involved, an abstract concept such as inclusion can fall between the cracks. Taking universal design approach across the development of all activities keeps inclusion at the forefront in transport, housing, planning, employment, communications, services, and tourism to name a few.
The panel speakers
Malcolm Middleton, OAM, former Queensland Government Architect, will address the topic of housing.
Kevin Cocks AM, Department of Transport and Main Roads will address the topic of transport.
Melissa James, Inclusive Tourism Australia will discuss the topic of tourism.
Rebecca Arnaud, Brisbane City Council’s Manager, Legacy and Games Planning and will take a local government perspective.
More than twenty years ago the various levels of government committed to an upgrade of Toronto’s waterfront area. The Waterfront Toronto organisation was formed at that time. Since then parking lots and derelict buildings have given way to distinctively designed neighbourhoods. At the end of 2023 the Waterfront Accessible Design Guidelines were published.
“A key part of Toronto’s waterfront revitalization is providing safe, easy and enjoyable access for everyone to the shores of Lake Ontario.”
The Guidelines aim to go beyond minimum compliance and refer to many other guidance documents. For example, street design, pedestrian crossings, and cycling infrastructure.
An accessible waterfront
The section on the Waterfront covers docks and piers, gangways, canoe and kayak launching, and recreational fishing nodes. Boardwalks, pedestrian bridges, and water’s edge all receive attention. The Wave Deck is an interesting feature – more of an art installation than a place to walk or wheel. It is described architecturally as “whimsical” and inspired by the undulating shorelines. Because of the design, a separate and level path of travel is provided.
Liveable communities
The focus of this section is on the design of streets, play spaces, seating, and wayfinding. The advice for streets without kerbs is to have different surface finishes for the different zones. However, it is not clear how people who are blind or have low vision can negotiate these streets. This section does not include housing developments.
Being forced to work from home during a pandemic is very different to choosing this mode of work. The pandemic showed us that we could work from home successfully and employees want it to continue. This is the outcome of some recent research shows many people are happier working from home. And for some, working from home is the only real option.
“While some of the health evidence about working from home is mixed, overall it shows giving workers the flexibility to choose to work from home can be good for their physical and mental health.”
An article in The Conversation explains the subtle but important differences working from home makes to peoples lives. Time saved in the commute means more time for short active trips. Researchers found that snacking increased, but the quality of the snacks improved. Mental health improved when employees were supported by colleagues and the organisation. Concerns over team work, connection and attachment mean that a hybrid model works well.
Good for some, necessary for others
Workers with disability favour working from home for obvious reasons. Not having to worry about access to transport, the built environment, and workplace design. When you factor in the fatigue and pain experienced during a commute the benefits are compounded. But it’s not just people with physical disabilities that benefit. People who are neurodiverse are better able to manage their health conditions as well.
Women, especially mothers and caregivers, reported improved wellbeing. The added flexibility enabled them to balance paid employment with unpaid caregiving.
Giving employees the choice to work from home at least some of the time during the week is a step forward in the equity stakes. Flexibility gives people with disability of any age the opportunity to compete more equitably with others. And it’s not all one-sided – employers benefit too.
Statistics capture many important measurements which are reported as facts, but who chooses what to measure and how it is measured and counted? If the lives of some people are left out of the research questions their facts become invisible. So researchers in the Netherlands took up the issue of inclusive data collection. The project was about mapping the inclusive city by engaging people with disability as co-researchers.
Improving the relevance and quality of research beyond statistical approaches, requires the involvement of community members with ‘the problem’. Image from Heeron Loo’s website.
The research team, including people with disability, explored issues of accessibility in urban spaces. The digital map-based tools worked well and provided insights into accessible locations. However, it is not known if these locations are welcoming and inclusive. The notion of inclusion within places mapped needs a new design thinking cycle for all researchers.
Mapping accessibility is a different endeavour to mapping inclusion, and this research team has opened up the potential to find ways to map inclusion. Accessibility is an essential first step. Getting around is one thing, feeling welcoming with a sense of belonging is another. Urban design features and the attitudes of fellow citizens have an important role to play.
Traditional social research methods are discouraging of involving people with (intellectual) disabilities. This is largely because of governance issues relating to ethics committees. However, participatory research methods with people with disability are more acceptable. The article outlines the participatory research method emphasising the equal participation of all parties involved in the process.
From the abstract
Given the lack of collaboration with people with disabilities in (spatial) decision-making processes, our aim was to develop and test a method that allowed for the involvement of people with disabilities in community development, and in particular in mapping accessibility and inclusivity in various places and spaces in the city of Groningen (the Netherlands).
In this project, we collaborated with an organization that provides housing and care for clients with acquired brain injury, deafness with complex problems and chronic neurological disorders. We describe our approach and experiences in participatory research, focusing on the opportunities and challenges in developing and implementing a data collection method that enabled us to involve people with a disability as co-researchers.
Accessibility at bus stops
A research paper from Chile takes a similar approach. Instead of conducting a physical access audit, the researchers asked people about their bus stop experiences. It is another way of finding out how well access standards promote inclusive environments. Getting to and from the bus stop and boarding and alighting the bus all have to work together.
The researchers conclude that legislation and standards are insufficient to overcome gaps in this part of the travel chain. Consequently, people with disability are not afforded equal conditions.
This research is part of an interdisciplinary work that seeks to study universal accessibility for people with mobility impairments from different perspectives. From Engineering, it is important to highlight the relation to the dimensions of the space used, while in Occupational Therapy, it is relevant to include the perceptions when participating in the occupation.
The results contribute to the lived experiences of people with disability. They reveal the barriers, challenges, and opportunities that influence successful participation in mobility in the community. In conclusion, there is a lack of regulations regarding the characteristics of spaces. The perceptions of people with mobility impairments must be brought into the design to guarantee the right to move in equal conditions.
Why do some people appear unable to take in what is happening around them in an emergency? Being able to act quickly requires a good sense of the situation. However, not everyone has a sense of emergency awareness. Consequently they find decision-making difficult and fail to act appropriately. A Norwegian study has investigated a universal design approach to mitigate this lack of awareness.
In an emergency, sight, hearing, use of hands and ability to concentrate can all be impaired. Smoke, dust, cold, noise and paralysis from fear can affect anyone’s ability to think clearly. Smart phone apps are a good way of reaching people quickly with important information, but do they account for likely cognitive and physical changes?
The issues and solutions for “situational disability” are outlined in a technical paper from Norway. It raises our awareness that individuals are likely to behave in unexpected ways during a disaster. With an increased rate of climate-based disasters, and the move to digital information systems, this is a timely study. The underlying concern of how people respond is an important one. The paper shows that universal design principles can guide the way in compensating for a lack of emergency awareness.
The full title of the article is, Towards Situational Disability-aware Universally Designed Information Support Systems for Enhanced Situational Awareness.
Emergency Design: Designing as you go
Designing FOR an emergency IN an emergency requires a different design approach to existing tried and true methods. When urgency is the driver of design, processes and methods need a re-think. COVID-19 is a clear case of designing for an emergency during the emergency. So how can “designing-as-you-go” be done?
Designs for emergencies, such as wars or an earthquake, are usually devised before the event. Or they are designed after the event in preparation for future events. The COVID pandemic arrived without notice and few countries were prepared. Hence the need to design for the emergency while it is happening.
A different approach
A case study from Brazil shows how a totally different design approach was required. Rather than using standard methods the researchers took an organic approach to the problem. It was basically designing on the run. The process encouraged the inclusion of people who are often marginalised. While history tells us that Brazil is has not fared well during the pandemic, the study still has value for future situations.
Their approach is based on qualitative techniques. They relied on the knowledge of local people and processes of working together in a horizontal rather than hierarchical format. This approach also allowed participants to see how they could deal with the current situation as well as improvements for the longer term.
“As a path, we point out the importance of identifying areas of convergence of interests, the creation of win-win policies and the daily encouragement of a culture of collaboration at the differing levels.”
The title of the paper is Design amid Emergency. It charts what they did, how they did it and what they learned from the process. Identifying areas of common interest and developing win-win policies to encourage a culture of collaboration was key. In summary, they found the co-creation design process the key to success. It can lead to improved quality of life in both the short and longer term. It also helps to embed resilience within the population.
The government saw the value of co-design with citizens. It remains to be seen if they actually follow through on this networking approach to solving issues.
From the abstract
This article presents the process for the “Design of services under the COVID19 emergency social protection plan”. It was drawn up by a team of researchers and designers from Porto Alegre in collaboration with the Porto Alegre City Government. The focus was on the provision of essential benefits to homeless and other vulnerable people during the pandemic.
The process was developed for the designers involved: without prior notice, within very short time frames and completely remotely, using only digital platforms. As such, the process was developed to respond to the emergency and amid the emergency. The objective of the article is to discuss how to design amid emergency.
The experience was guided by the methodological principles of action research and research through design. In addition to presenting the design results solutions aimed at the short, medium and long term. This article highlights the need to aim for the recognition of difference, the suggestion of alternative views, social innovation, the systemic transformation of society and sustainability.
Making walking and wheeling more inclusive is the aim of the Walking for Everyone Guide. At 122 pages the online guide sets an ambitious and inclusive agenda for the future of walking across diverse communities. Community-led engagement is important to ensure changes meet the needs of residents. This is how you get local place-based needs met – there is no one-size-fits all.
Walking is often ignored in transport policy. Even when it is, the budget allocation takes it from the top of the hierarchy to the bottom. Consequently, basic elements like footpaths are not delivered. Despite almost every journey beginning and ending with walking and wheeling, streets are not inclusive.
Valuing and promoting lived experience enables transport planners to understand different experiences especially where they conflict. The Guide reminds us that solutions will sometimes require compromise, but marginalised groups should come first. After all, their needs will improve experiences for other walkers.
The Guide presents a framework of recommendations targeted national and local governments. There are three key themes:
Improving governance, planning and decision making
Creating better places for everyone to walk and wheel
Supporting everyone to walk and wheel
Each of the themes is dealt with in detail. In Theme 2, Creating better places, they tackle road safety, air quality and physical severance by roads. In the UK, cars are allowed to partially park on the footpath in narrow streets, but Living Streets recommend this practice end. This is because it often limits the movement of people using assistive mobility devices.
Close the mobility gap
A key point in Theme 3 is to close the mobility gap by making walking and wheeling inclusive. This includes ensuring everyone who needs a mobility device can get one. These devices include assistance dogs, personal assistants and support workers as well as equipment.
The Guide is well presented with attractive photographs depicting a diverse population of pedestrians. It includes a socio-economic context and next steps which is a call to action for government, business and community sectors to work together. There is a useful list of reference documents at the end.
Living Streets Scotland also has a useful Tools for Inclusion publication. This one is a guide on devising an Equality Impact Assessment at local government level. The report looks at the use of Equality Impact Assessment in delivering the obligations of the public sector to address the inclusion of people with disability. The findings of their study show there is still a long way to go. The report has several useful recommendations.
Infrastructure for everyone
Queensland’s Department of Transport and Main Roads (TMR) commissioned a project to map walking infrastructure for people with disability. The aim was to collect information to help planners create footpaths and crossings for everyone. “Walking” includes people using a mobility device such as a cane, frame or wheelchair.
The mapping project collected data from wheelchair users using technology to assess footpath surface, effort to push, barriers and kerb ramps. The technology also collected data on shade and signage.
“People with disability can be left stranded by a missing section of footpath or kerb ramps. Providing infrastructure suitable for people with disability means everyone benefits: people with prams, children, people with an injury, older people and anyone who wants to walk beside someone else comfortably.”
TMR’s Action Plan for Walkingis part of their plan for walkable communities and places. Other parts of the Plan are Walking for Transport, and Greening Streets. Mapping the best routes for walking was another project. The aim was to identify the best routes for walking to and from important places such as public transport and shops.
As a result of these mapping exercises, TMR funded network walking plans for 11 places in south-east and northern Queensland. The plans include works programs that have actions to make the network a reality. These include building missing footpaths and convenient crossings.
The 2 minute video below explains how the mapping technology works. Three key aspects were identified, effort, connectivity and the risk presented with the network.
Access and inclusion for transport in Queensland
Different government departments are responsible for different aspects of transport services and infrastructure. Consequently, not only do we “mind the gap” at the platform, we have to mind the gaps elsewhere in the system. And these gaps are sometimes just too wide for some people with disability. Queensland’s department of Transport and Main Roads seeks to overcome these gaps with their Access and Inclusion Strategy.
Queensland is a popular tourist destination and accessible tourism needs accessible travel to support this sector. Queensland is also hosting the 2032 Olympic and Paralympic Games and this has provided an extra reason to get things right.
The Access and Inclusion Strategy aims to create a single integrated network accessible to everyone. The Strategy was developed in consultation with customers, employees and partners, and it covers services, products, information and infrastructure.
The Accessibility and Inclusion Plan 2023-2024 supports the Accessibility and Inclusion Strategy. The Plan has 27 actions across three key pillars: strategy, culture and process.
The web pagesfor the Strategy and the Plan have a summary and links to alternative formats of the documents including Auslan and a narrated version. There are alternative language summaries and video transcripts as well.
Two key themes emerged from the workshop session:
Malcolm Middleton
Kevin Cocks 
