Author: Jane Bringolf

Modern homes for Queensland

The Queensland Government is leading the way with their new Modern Homes Standard. Queensland will begin rolling out mainstream universally designed eco-friendly homes based on the new standards in the National Construction Code (NCC) from October 2023. While the energy efficiency requirements might cost more, the universal design features will cost little, if any, more.

The universal design features are a level entry, wider doors and corridors, a toilet on the entry level with extra circulation space, and a step-free shower. The Livable Housing Handbook has more detail.

new home construction site with timber on the ground.

The benefits to consumers are obvious, but the benefits to government perhaps less so. Consumers will eventually have homes that are suited across the lifespan that cater for most life events. Governments stand to save on unnecessary extended hospital stays, and early entry to aged care. They will also save money on government funded home modifications.

However, this has not stopped the housing industry from heavily lobbying against the universal design changes at state level. They claim that the industry has too many problems, it’s technically difficult and it would cost homeowners $40,000.00 more. Are these claims true or are they myths and misunderstandings?

Dispelling the myths

Here are some of the common claims by industry where the cost claims are confused with specialist disability housing or the old adaptable housing standard. So these claims are easily dismissed.

You can download a PDF of this list. 

Myth

Response

You can’t do level entry to the home on steep sites or on small lots.

Steep sites are exempted from dwelling access requirements. Or you can make the entry via the garage.

You can’t do Livable Housing features in a studio apartment.

It’s often easier in studio because they only have 2 doors and no corridors.

These bigger bathrooms really add to the cost.

No big bathroom required because it can be achieved in less than 4sqm. See Livable Housing Handbook.

You can’t do it on narrow lots.

Narrow properties use space smartly with minimal corridors relying on shared circulation and open plan spaces.

Grab rails make the place look ugly.

Grab rails are not required. They can be added later if ever they are needed.

People just want a regular-looking home.

The design tweaks are not noticeable other than a level entry.

People don’t want a disability bathroom.

They won’t get one. The Standard asks for a small extra space in front of the toilet pan.

Some people want a traditional closet WC.

They can have one. Only one toilet pan on the ground or entry level needs to have some extra space in front of it.

People don’t want a front yard full of ramps.

They won’t have one. Access is from the street, parking space or garage.

The extra accessible parking places will add enormous cost to apartments.

There are no changes to parking requirements. Only the internal fit-out applies to apartments.

Door manufacturers will have to re-tool to make new products.

The door sizes are standard already.

Only a few people need these changes.

These provisions are for improving amenity and liveability for everyone. It’s about future-proofing a consumer’s biggest asset.

It’s going to be expensive.

The main cost will be some timber noggins for wall reinforcement in the bathroom.

There’s a cost of living crisis.

That’s why it’s even more important to build homes that protect families from future-shock – the cost of adaptation if life circumstances change. It makes them more sustainable.

I’ve built this kind of home before and I know it costs a lot more.

This is not Specialist Disability Accommodation or housing to the Adaptable Housing Standard. These do cost more. The Livable Housing Standard normalises these common design features. That’s why they are called universal design features. And there is little, if any, extra cost.

It’s bound to cost more because this is all new and we have to learn how to do it.

These features have been applied in seniors living since 2004 and specialist disability homes. Community housing associations apply these features. There is nothing new or onerous.

It’s not a good time for the industry to do this.

It is never a good time for industry. Meanwhile it is a very good time for people wanting to move into a home with no steps.

Why we need it

Building homes based on last century ideas of housing the population has to change and it has to be more than fashion changes. We are living much longer and want to stay put as we age. The pandemic has made people even less eager to go to aged care. People who use mobility devices want to visit family and friends in their own homes. In summary we want homes that are fit for purpose for all family members regardless of what life has in store.

The Livable Housing Design Standard is a tweak to existing designs, but it is these little details that make the difference to longer term liveability for all family members.

The size of Australian homes will easily accommodate all the new provisions in the Livable Housing Design Standard. We wait for Victoria, ACT, NT, South Australia and Tasmania to keep to their promises to follow Queensland’s lead. However, NSW still agrees with industry lobbyists and is saying “no”. ABC News has an article on Queensland’s commitment to housing fit for purpose in the 21st Century.

Benefits and costs of footpaths

Footpaths are an essential part of any travel chain – walking and wheeling are the most basic and universal form of travel. But do we invest enough in footpaths? Compared to investment in roads and cars, probably not. That’s according to an article by Todd Litman. His recent study examines the benefits and costs of footpaths as a sustainable form of travel.

Improving walking conditions can provide many benefits. However, many streets lack footpaths and those that do exist are sub-standard.

A group of people waiting to cross the road on a a sunny day. Footpaths benefits and costs.

Litman’s article looks at cost studies in the North American context. In summary the data indicate that typical U.S. communities spend $30 to $60 annually per capita on footpaths. But footpaths only appear where there are laws to mandate them. That means that not every street has a footpath or has one on only one side of the street. This is an underinvestment in footpaths that needs to be remedied.

People who cannot drive and must use public transport and need a footpath for mobility, are seriously disadvantaged. The article compares infrastructure spending on walking (1%), cycling (2%), public transit (7%), and roads (90%). Comparisons with other factors provide more information in the article and potential funding options are discussed.

Some of the benefits

Other studies showed that increasing walking reduced vehicle miles and reduced crash rates. One study estimated that completing footpath networks would reduce vehicle miles by 3%. This would provide, per capita, about $30 in annual roadway savings, $60 in annual parking savings $180 in vehicle cost savings. Reductions in traffic congestion, pollution and health benefits add to the benefits.

Although the article calls for a significant increase in footpath spending, compared to what is spent on roads and parking, this is a small amount. Completing footpath networks also helps achieve social equity goals. The most physically and economically disadvantaged groups tend to rely more on walking including walking to transit stops.

The title of the article is, Completing Sidewalk Networks: Benefits and Costs.

From the abstract


This study examines the benefits and costs of completing urban sidewalk networks. Most communities have incomplete or lack sidewalk networks. Many of those that do exist are inadequate and fail to meet universal design standards. This is unfair to people who want to walk, and increases costs by suppressing walking and increasing motor vehicle traffic.

Recent case studies provide estimates of sidewalk expenditures and the additional investments needed to complete sidewalk networks. North American communities typically spend $30 to $60 annually per capita on sidewalks. However, they would need to double or triple these levels to complete their networks. Compared with current pedestrian spending this seems large. But it is small compared with what governments and businesses spend on roads and parking facilities, and what motorists spend on their vehicles.

Sidewalk funding increases are justified to satisfy ethical and legal requirements, and to achieve various economic, social and environmental goals. There are several possible ways to finance sidewalk improvements. These usually repay their costs through savings and benefits.

Luminance contrast: a slippery concept

The Technical Insights section of the Autumn 2023 edition of Access Insight is about luminance contrast. This is a hot topic of discussion because it is a slippery concept. What is it and how do you measure it are the starter questions, followed by why do we need it.

This image, courtesy the Egress Group, shows discrete silver tactiles against a dark red carpet. The light grey stair nosings are also contrasted against a black carpet.

Silver discrete tactile indicators on a red carpet on a stair landing showing good luminance contrast.

Howard Moutrie explains that luminance is the amount of light reflected from a surface. The contrast is the amount of light reflected from abutting surfaces. For example the wall and the floor. This is not the same as colour contrast. Red and green are stark colour contrasts but will often provide the same amount of luminance. Therefore there it is not luminance contrast.

So how do you determine luminance contrast? This is where it becomes slippery. Are you measuring this in a laboratory under controlled conditions? Are you measuring it on the street on a rainy day? Or are you measuring it a nighttime? An appendix to the Australian Standard (AS 1428.4.1) is part of the standard with the most up to date calculation.

Moutrie goes on to explain how testing on tactile indicators is not the same as testing on other surfaces. Then there is the issue of how different instruments provide different measurements for the same thing.

The original requirement for a 30% contrast was based on an integrated tactile where the whole surface provided the contrast. Individual tactiles, such as individual stainless steel ones, are supposed to have 45% contrast. Moutrie is critical of the way luminance is measured but the industry has geared up to meet these measurements. He says more research is still needed.

Why do we need it?

People with low vision need the contrast to navigate the environment, including at home. It helps distinguish a door from a wall, and the wall from the floor. It’s also good for people with impaired visual perception. For example not being able to see a white toilet pan in an all white bathroom.

There is more on this topic in, Luminance contrast: how do you measure it? With the cost of measuring apparatus, much is left to doing it by eye. Or relying on manufacturers claims.

The title of Moutrie’s article on page 22 is Luminance Contrast – is what you see, what you get?

Eco-inclusive house

If you live in Ulaanbaatar in Mongolia, air pollution and staying warm in winter are major considerations for home design. The other major consideration is how to make homes accessible using inclusive design principles. Oidov Vaanchig has done just that and written a short article explaining his eco-inclusive house.

Oidov writes detail about the cost of construction and the carbon footprint. The house relies on solar with minimal electrical consumption. Air quality is controlled with a filtration system because Ulaanbaatar has high levels of air pollution. Replacing the traditional ger and wooden housing stock with homes like this would reduce air pollution by 85%.

Oidov Vaanchig has done a great job in promoting his experimental house to the point where he received a visit from the United States Ambassador to Mongolia.

Oidov Vaanchig stands on the veranda of his eco-inclusive house. The house is of timber and he stands using two crutches.

Social exclusion

The ger areas surrounding Ulaanbaatar present many challenges for inclusion and accessibility. This house serves as a model for inclusive design as well. As Oidov says, implementing inclusive design principles can break the cycle of disability and poverty.

Oidov concludes his article by saying that the house “stands as a beacon of hope” in addressing air pollution and social exclusion. A lesson to all house builders in the developed world.

The title of the article by Oidov Vaanchig is, UB’s Eco-Inclusive House: A sustainable solution for air pollution and social exclusion.

While the design might not meet Western standards for accessibility, it is a groundbreaking attempt at a fully inclusive and passive house in extreme conditions.

The GDI Hub featured the house as a case study and has more detail. The Asia Development Bank supported the study.

Oidov Vaanchig takes a tour through his eco-inclusive house

Design for the autistic community

The Autumn 2023 Access Insight magazine has an article by John Van der Have on designing for autism. He introduces a design guide by Magda Mostafa and her work on design for the autistic community.

Van der Have begins his article with an older medical description of autism (ASD) and some statistics. As many people know, sensory overload is common for people within the neurodivergent community. Too many sights, sounds, smells and tactile experiences can cause stress and anxiety. That’s why the choice of building materials and systems need additional consideration.

Minimising noise and unwanted sounds through good acoustic design is a vital criterion. But how much acoustic insulation is enough, and how much is too much? Questions such as these have implications for construction costs.

A man is placing headphones over his ears. He is facing away from the camera. The background is blurred from traffic or public transport.

Biophilic principles are beneficial for everyone, but for the autistic community, these elements can enhance their sense of wellbeing. Natural lighting, natural ventilation and views of nature are especially helpful.

Van der Have discusses educational settings and a time-out room where children can still learn in a supportive environment. A calming space at home, as well as a room fitted out to suit a child’s preferences is also a good idea.

As we begin to understand autism and neurodiversity, it’s possible there will be moves to regulate suitable designs. However, regulation should not be needed if designers take action themselves to be more inclusive. Van der Have’s article is on page 18 of Access Insight. It is titled, Design for People on the Autism Spectrum and introduces the work of Magda Mostafa.

Autism friendly design guide

Magda Mostafa, an architect and researcher, developed a design framework for incorporating the needs of the neurodivergent community. The framework is based on 7 design concepts:

  • Acustics
  • Spatial Sequencing
  • Escape
  • Compartmentalisation
  • Transition
  • Sensory Zoning
  • Safety
A girl is lying on her bed wearing a bright pink headset. She looks like she is listening quietly.

In Cities People Love, Mostafa talks about her experiences as an architect working as an autism design consultant. She says designers have to rethink the tools they need. A human-centred approach to design, such as focus groups, assumes everyone is able to speak and participate. She wants to see the principles from the Autism Friendly University Design Guide applied more widely.

The Autism Friendly University Design Guide was developed in collaboration with the Dublin City University and is applicable in other settings. The first half of the 116 page detailed guide covers the research, and the second has the guiding principles. Mostafa’s work is worth following for anyone interested in designing for neurodivergence.

This Autumn 2023 edition of Access Insight also has an article on water safety for autistic children on page 4.

University lecture theatres

An article from the UK discusses the different design elements needed for students to feel comfortable in university lecture theatres. Autistic students were asked about their experiences in higher educational settings.

An empty lecture theatre. The seats are folded up against the backrest.

Several elements were reported as distracting such as bright lights, echoey rooms, smells, and textures of seats. Coping strategies were also explored. The title of the article is,

How does the built environment affect you? Autistic students’ experiences of University lecture theatres and teaching spaces.

From the abstract

Currently, there is little empirical research exploring autistic students’ experiences of teaching spaces, in particular in lecture theatres. The aim of this study was to explore autistic university students’ lived experiences of teaching spaces and how aspects of these spaces affect them.

We conducted a qualitative study comprising one-to-one semi-structured interviews with 10 autistic students from three UK universities. Participants were asked about the aspects of teaching spaces that affect them, the effect these aspects have, and the adaptations they would consider helpful.

We identified 3 themes: Aspects of Teaching Spaces, Outcomes, and Coping Strategies and Adaptations, each of which contained sub-themes. Aspects of Teaching Spaces included sensory aspects, people, seating, screens, and predictability and control. Outcomes included physical symptoms (e.g. headaches, nausea), mood (e.g. anxiety) and cognition (e.g. attention). Coping and Adaptations included personal coping strategies (e.g. wearing headphones, dressing in layers) and environmental modifications (e.g. have dimmer switches).

This study identifies both personal and environmental modifications and adaptations that could be adopted to support university students’ learning experiences. Future research should explore how differently adapted teaching spaces can increase positive learning experiences.

Assistive technology and universal design

All the universally designed places, spaces, and services are of no use if a person cannot access them due to lack of the assistive technology they need. On the other hand, a wheelchair, for example, is of little use without level access in the built environment. Together, assistive technology and universal design form the disability inclusion continuum. Both are needed but are rarely discussed together.

The assistive technology and universal design continuum showing AT at one end an universal design at the other. In between the two meet for inclusion.
Assistive technology and universal design work together for disability inclusion

Together, assistive technology (AT) and home modifications are essential for independent living. But access to the funding schemes is somewhat haphazard, especially for the majority of people who are not NDIS participants. The cost of AT and home modifications is the cited as the reason for letting the status quo remain. But who is really paying for NOT funding AT for the people who need these devices? Until now, there has been little research on this issue.

A team at Monash University set up a study to identify the many AT and home modification schemes in Australia. They also conducted an economic analysis of the data they collected to form policy recommendations. The fact that there are 88 government funders administering 109 schemes tells us there is a problem here. Difficulties obtaining data from these schemes confounds the issues further.

Recommendations

The NDIS, and the misplaced assumption that it will cover everyone with a disability, has caused greater inequity in the provision of AT. It now makes the matter more urgent.

The most obvious recommendation is to take a whole of government approach to tackle the inequity of access to AT and home modifications. The second, is to devise a way of capturing data for more informed decision making. Data are essential for measuring needs and outcomes. The third recommendation is to co-design – a universal design concept – with stakeholders.

Governments cannot expect to achieve significant change within Australia’s new Disability Strategy unless people with disability have access to AT and HM they need. The current study offers new evidence to inform government responses to realise the potential of AT and HM through public policy reform.

Assistive technology was peviously known as “aids and equipment for people with disability”. That’s because it is not mainstream equipment such as a pair of scissors, or a bicycle. Anyone requiring assistive technology requires a prescription by a health professional to access a funding scheme. The same goes for anyone requiring a home modification so they can live safely at home.

The title of the paper is, It is time for nationally equitable access to assistive technology and home modifications in Australia: An equity benchmarking study. It is open access.

From the abstract

Australians with disability have inequitable access to assistive technology (AT) and home modifications (HM). This is inconsistent with human rights obligations and fails to capitalise on internationally recognised potential return on investment.

This study quantifies the public provision of AT and HM in Australia by identifying all publicly funded schemes and comparing data on the spend per person.

An environmental scan and data survey identified 88 government funders administering 109 schemes. Data were available for 1/3 of schemes. Economic evaluation of available cost and participant data estimated the annual AT/HM spend per person per scheme.

Data demonstrated significant AT/HM spend variability across schemes. Modelled costs are presented for a $16 billion national scheme where all Australians with disability are funded NDIS-equivalent. There are substantial service provision gaps and an urgent need for change in disability policy. A cost model and policy principles are proposed to achieve economies of scale and equity in the provision of AT and HM.

Teenagers and transport

Transport, both public and private, is the glue that holds our everyday lives together across our lifespan. Consequently, it is expected that inability to get to places and activities will have a negative effect on our lives, physically and mentally. One group that is often left out of transport studies is later age teenagers. So researchers in New Zealand decided to look at the issues for teenagers and transport.

The rate at which young people are getting their drivers licence is reducing in developed countries. Walking, cycling and using public transport are all good for physical health. But if social and economic life is restricted, how does this affect mental wellbeing?

The researchers wanted to find out how transport impacted the wellbeing of students aged 16-18 years. They used the photovoice method which puts cameras into participants’ hands to help them document and communicate issues of concern. This participatory method puts the power with those who usually have little power to generate new knowledge.

Teenagers photographed their feet to document walking as the key aspect of getting around. They all walked at some point in their journey.

Image from ScienceDirect

A montage of teenagers feet documenting the transport mode of walking.

What teenagers said

Regardless of the destination, photos and narratives of those who lived close to town and were able to walk displayed independence, happiness and positive aspects of wellbeing. The key themes emerging from the study were financial, social and mental wellbeing, safety, and barriers to choice.

The financial aspects included the cost of getting a licence and the cost of fuel when a car was available to them. Getting to sport without a car was difficult. According to one participant, even if the bus ran regularly, rugby gear wasn’t allowed on the bus.

Social and mental wellbeing was enhanced by walking and for some, listening to music at the same time. Those who lived out of town did not walk as much due to distance, but they were willing to walk to school or to a friend if it was less than an hour.

Safety for cyclists was based on infrastructure where they were competing with pedestrians or vehicles. Safety for pedestrians was related to cars and the worry about whether they would stop for crossings. Pedestrians felt more unsafe at busy times when cars are coming and going with pick ups and drop offs. Out of town there are no footpaths and the hilly terrain reduces visibility for cars.

Barriers to choice and feeling trapped at home. Weather and the dark early mornings restricted choices of how to travel. Female students said wearing skirts prevents them from cycling. The public bus system is considered inadequate and perceived by all as a major barrier.

Walking is good

Delaying licencing and driving due to financial costs had the benefit of encouraging walking and therefore improved wellbeing. However, not having a licence was an obstacle which had a negative impact on wellbeing. Safety featured prominently in the photographs especially the dilemma of whether cars would stop for them on crossings. Complicated trip chains discouraged the teenagers from making the trip.

The title of the article is, The influence of transport on well-being among teenagers: A photovoice project in New Zealand. There is partial access, but you will need institutional access to read the whole thing. Or you can read the article on ResearchGate.

There is no reference to teenagers who are unable to walk or walk long distances. Perhaps they self-selected themselves out of the project.

From the abstract

Transport mobility greatly affect teenagers׳ ability to independently access their social networks, key activities and destinations. Consequently, it makes sense to consider the role that transport plays in influencing well-being among older adolescents. The aim of this study was to investigate how older teenagers perceive the impact of transport on their well-being.

“Photovoice” uses photographs to enhance assessments of community needs, to empower participants, and to provide a comprehensive description of an issue. This method was utilized among senior secondary school students aged 16–18 in Southland, New Zealand (n=18; 50% male). Group discussions concerning transport and well-being provided richness and depth to each photograph displayed.

Transport infrastructure played a key role in supporting well-being among participants. Regardless of the destination, photos and narratives by participants who lived close to town, and who were able to walk to destinations as part of their daily trip chain, displayed independence, happiness and positive social aspects of well-being. Living farther away from town elicited photo stories of loneliness and decreased autonomy, with respect to transport.

Photovoice projects are a valuable way to engage youth and provide context for new research topics such as this. New knowledge generated by this project will inform future research focused on transport and the well-being of young people.

Prioritising inclusive design features

When money becomes a barrier to designing inclusively, it doesn’t mean you can’t do anything. From Qatar comes a paper which describes assessment criteria for prioritising inclusive design features. The research study assumed that designers were responsible for coming up with the right solutions rather than including users in the process.

The authors used a higher education context for their study. Educational environments lack adequate furniture in classes, auditoriums, libraries and eating areas.

Image of Qatar University showing the passive ventilation and cooling chimneys.

Aerial view of Qatar University showing the rows of thermal chimneys for passive ventilation and cooling.

For building upgrades, the authors concluded the need to prioritise criteria where the buildings were either partially or fully inadequate for physical access. The highest ranked criteria were, external access route, design and surface of exterior ramps and operation of entrance doors. These criteria indicate that people with limited mobility were the only consideration.

The participants in the study were access practitioners and experts within the facilities management team. It would be interesting to see if students with disability agreed with the proposed ranking of criteria. They would likely agree that getting into the building is the most important, but is that enough?

The title of the article is, Criteria and Challenges of Inclusive Design in the Built Environment. There is little new knowledge in this paper for universal design practitioners as many have moved on to embrace co-design processes. However, it is interesting to see a different perspective on the issues when funding is a barrier.

From the abstract

Ensuring an inclusive environment is the responsibility of architects, planners, engineers and facility managers. It is essential to ensure that buildings’ design and operation align with inclusive principles through regular assessments.

Many comprehensive assessment tools exist and are used in the industry. Decision-makers should be able to prioritise inclusive design criteria when issues such as funding arise.

This study aims to identify prioritized accessibility assessment criteria for people with disability in higher education facilities through the lens of experts. A targeted sampling methodology was adopted for the semi-structured interviews.

This study aimed to identify the accessibility assessment criteria in higher education facilities. The lens of experts provided justification for selecting the highest and lowest priorities.

The findings resulted in a list of highest and lowest criteria, and criteria with significant differences. Justifications for selections, and a close-up look into the influence of experts’ experience on the rankings was also part of the study.

This paper provides insight into significant inclusive design criteria for improved facility management decision-making processes and the strategy for managing the challenges of inclusive design in new and existing facilities.

Aged care design principles

While the principles of universal design aim to enable people to stay in their own home for as long as they wish, the principles are also applicable to aged care settings. Four principles underpin the Australian Government’s National Aged Care Design Principles and Guidelines. These principles are:

  • Enable the person
  • Cultivate a home
  • Access the outdoors
  • Connect with community

The four principles are, of course, applicable to any dwelling or place of accommodation. This is an example of universal design where specific features are essential for some and good for everyone. Consequently, the document is useful for anyone designing any type of home.

Front cover in bright yellow of the National Aged Care Design Principles and Guidelines.

The guideline provides detail on each principle. For example, the first principle covers acoustics, air quality, lighting, tonal contrast, supportive seating and comfortable temperatures. Before and after illustrations as shown below provide additional information. At the end of each sub-section is a checklist.

The authors have chosen to use six personas to bridge the gap between abstract concepts and lived experience of residents and staff. Three personas for each group is possibly too few and runs the risk of limiting a designer’s vision of the breadth of diversity. For example, cultural diversity is considered, but other characteristics such as marital status and sexual orientation are not.

The outcomes for the resident personas are explained alongside each checklist. They provide some of the “why” certain features are required by individuals.

Overall, this is a useful guide for aged care in any context – indeed for all people. After all, home is the centre point of our lives. Below is a page from the guidelines showing before and after illustrations.

A page from the Aged Care Design Principles showing before and after designs.

Inclusive Design Wheel for transport

The University of Cambridge’s Inclusive Design Team, have applied their Inclusive Design Wheel to transport. As with many frameworks, it lists a step-by-step process, but with a twist. It is a co-design process. The key principle of the Inclusive Design Wheel is that the process is highly iterative and involves users.

The Inclusive Design Wheel for Transport consists of four phases of activity: Manage, Explore, Create and Evaluate

The Inclusive Design Wheel for transport showing the four phases of the framework.

The Wheel is flexible and it is not always necessary to carry out all activities in every iteration. Successive cycles of Explore, Create and Evaluate are used to generate a clearer understanding of needs.

Each of the four phases is broken down into guiding tasks. For example, in the Explore phase, engage with users, examine user journeys, and capture wants and needs. In the Create phase, involve users, stimulate ideas, and refine ideas. In the Evaluate phase, agree success criteria, gather expert feedback and gather user feedback.

The Inclusive Design Wheel is a detailed online toolkit. While some of the steps appear obvious, the step-by-step process keeps you on track. This is a useful tool which can be applied in other contexts.

The underpinning research

The Inclusive Design Team completed their Dignity project on digital access to transport. They worked in four European cities to see how best to help travellers and providers. The aim of the project was to see how all stakeholders can help bridge the digital gap. They did this by co-creating more inclusive solutions using co-design methods. Their Inclusive Design Wheel is the result and is applicable to all aspects of public transport.

The evolution of paper-based train and bus timetables to digital formats has benefits and drawbacks. On one hand, digital formats offer more detailed information to help plan journeys. On the other, the amount of information can be overwhelming – that is, if you can find what you are looking for. And if you don’t have access to digital services then this format is of no use at all.

At first glance the Inclusive Design Wheel looks complex. The research team used feedback from the research project to fine tune the framework to its current form.

A graphic showing a complex circular chart with many elements. It looks very academic and take time to read and perhaps understand.

The Dignity report is long, comprehensive, and uses academic language. It details the methods in all four cities: Ancona Italy, Barcelona Spain, Flanders, Belgium, and Tilbug Netherlands.

Universally designed infrastructure planning

An aerial view of a new highway junction with overpasses.

One of the underpinning tenets of universal design is to involve users in the design process – at the beginning. Involving citizens in early stages of design can avoid costly retrofits, but more importantly, it is more likely to give people what they want. That means they are more likely to use it. Transport planning can also be universally designed. An article in The Fifth Estate argues that to leave out citizens is asking for trouble, and it is also undemocratic. Infrastructure is a public thing regardless of  who owns it, runs it or controls it. It is about good city governance. Planners need to do three things:

  1. consult and engage citizens early in infrastructure planning
  2. improve quality and access of citizen engagement at the strategic planning stages
  3. use more sophisticated strategic planning tools and practices to improve decision-making

The original article was in The Conversation. 

Digital first and last mile

A young woman is sitting in a bus shelter and looking down the road. The shelter is lit and has an information board.

Many car trips in Australia are less than 2km. So there is room for a re-think in personal e-mobility and digital solutions.  The Future of Place project recently ran an online workshop on the digital last mile. It drew together technology and data solutions to support first and last mile experience. The key question was what does the last mile of the future look like? It therefore follows: will everyone be included in the digital first and last mile solutions?

Four guests gave their expertise to the workshop. Katherine Mitchell reminded us that regular commuters have high levels of digital literacy. But not everyone has a smart device. She focused on accessibility, safety, confidence and wayfinding.

Damien Hewitt posed the idea of bus stops offering more local information, not just about transport or timetables. Stephen Coulter discussed the opportunities for micro-mobility and e-mobility. With 12 billion car trips of less than 2km made each year it’s time for transformation.

Oliver Lewis advocated for a greater level of digitisation to manage assets for real time experiences for users. He also introduced the idea of “Digital Twins”. An example of a digital twin is a digital 3D model of a real physical object or process. It helps predict how a product will perform.

Workshop participants gave their ideas via a process of “card-storming”. The results were captured in a document which is no longer on the Smart Cities Council website.