The National Construction Code now includes a step free entry and other minor changes for accessibility. For many people it will minimise the need for home modifications. It will be easier and cost effective when modifications are needed. Many research articles put the case for accessibility in the 20 years leading up to the Livable Housing Design Standard. These articles remain relevant for existing homes and in jurisdictions yet to mandate access features in new homes. Listed below are a mix of magazine and research articles.
A study on planning to move in later life is based on the notion that people will need to move regardless. If this is the case, the question becomes, who does the planning? The researchers are taking medical approach in two ways. First, by suggesting older people should be encouraged to plan their move. Second healthcare professionals can “help them better adjust to a new living environment”.
Does educating homeowners about universal design influence any repairs following a home insurance claim? Researchers found that almost all homeowners included universal design features in repairs. This lead to a voluntary 6- week online training program to educate contractors who work with customers to discuss and promote universal design with policy holders at the time of a claim.
As the share of older road users increases it’s important to pay more attention to their safety as road users and pedestrians. Transport planners have to draw together urban design, street and road design as well as traffic signal technology. This makes the design landscape crowded with regulations and competing interests between vehicles and people.
The mobility and road safety of older people relies on the design of the whole transport system. This includes infrastructure, traffic engineering, traffic signals, signs, and markings. They all impact on safe, barrier-free and inclusive transport.
A conference paper from Germany outlines some important findings on the safety and mobility of older people.
Basic requirements
Basic requirements for transport system design are:
Reduction of complexity of traffic situations
Improvement of the perception of traffic regulations and systems
Design of safe crossings
Avoiding detours for pedestrians and cyclists
For traffic engineers this raises conflicting needs and goals but there should still be good compromises. Of course, considering older people in design solutions usually have benefits for all road users.
The paper covers traffic signal standards and regulations in different countries and the design and timings of traffic and pedestrian signals. Green signals and arrows at intersections can be confusing for drivers and pedestrians alike. Countdown and “don’t walk” signals are beneficial for all. These are common in the United States, Japan and Singapore. Older pedestrians can have more confidence about clearing the intersection.
The Green Man + card in Singapore is like a Seniors Card, and tapping this at the signal button provides more time to cross. Another idea is special buttons or sensors to request a longer time. However, the risk of misuse and the technical complexity rendered this idea unworkable in Germany.
The paper discusses intersection layout, routing of pedestrians and cyclists and control strategies. The author notes there is also a responsibility for pedestrians to enter the crossing at the beginning of the green signal, not some time afterwards.
Terms such as “seniors” and “elderly” can lead to stereotyping and should be replaced with “older persons”. “Special requirements” make roads and transport safer for everyone.
From the abstract
The share of older road users in total traffic is increasing in Germany as well as in most other OECD countries. To ensure mobility and road safety for this group, special requirements have to be considered in transport system design.
Besides basic requirements in transport planning, traffic engineering can significantly improve mobility and road safety for older people. This paper outlines older road users’ requirements in traffic signal control. The paper discusses standards from Germany, United States, United Kingdom and other selected countries as well as examples from practice.
Signal program design, intersection layout, control strategies, and technical design of signal lights are covered. The paper closes with conclusions on how well older road users are considered in traffic signal standards already. It also highlights the need to apply such regulations in practice, despite goal conflicts and financial constraints.
Academics like to approach the issue of exclusion by developing guides, tools, and playbooks. But are evaluation tools useful for promoting inclusive design in the built environment? Perhaps. From the Inclusive Design Team in the UK comes a post-occupancy evaluation tool. That is, a tool to find out if the design actually works.Existing post occupancy tools usually focus on the performance of the building itself. For example, energy and sustainability measures. Very few measure the building holistically or from a universal design approach. An article by Zallio and Clarkson lists the many evaluation tools available internationally. It explains the methods used in the research process. Participants for the workshops in the study were drawn from the ranks of built environment professionals. These participants were deemed to have experience in inclusive design. The process for developing the tool included an element of education for participants and eventually the users of the audit tool. The audit takes a snapshot of the building, with its occupants, and offers insights about inclusion, diversity, equity and accessibility (IDEA).The goal of the tool is to provide meaningful information to improve well-being, comfort, and inclusion. It does this by highlighting the points of exclusion and the pain points experienced by users. The title of the article is, The inclusion, diversity, equity and accessibility audit. A post-occupancy evaluation method to help design the buildings of tomorrow. It’s by Matteo Zallio and P. John Clarkson from the Inclusive Design Team at the University of Cambridge. It’s open access and a relatively easy read for an academic text.
The key points in the article are:
Inclusive Design is not widely adopted in architectural design practice.
There is a scarcity of post-occupancy evaluation methods on inclusion and accessibility.
Mapping the building occupant’s perception of inclusion and accessibility is key to designing inclusively.
Mixed method evaluation can help professionals to understand points of exclusion in the building.
The IDEA audit helps to understand people’s perception of inclusion and accessibility.
From the abstract
There is a general lack of awareness about Inclusive Design among building industry professionals. This is partly due to the scarcity of available tools to evaluate occupancy feedback on inclusion, diversity, equity and accessibility. How can we implement an evaluation tool that works for the building industry? This study aims to inform the development of a post-occupancy method to evaluate Inclusion, Diversity, Equity and Accessibility (IDEA) in the built environment. With the IDEA audit, researchers, building owners, design teams, developers, facility managers, tenants, and organisation leaders can achieve a baseline of understanding of what people feel in regard to inclusion, diversity, equity and accessibility. They can clearly identify pockets of inconsistency and use data to decide how to address challenges and points of exclusion.Note: Unlike many other countries that use the UN term ‘universal design’, organisations and researchers in the UK have maintained their ‘brand’ of ‘inclusive design’. However, these terms mean the same thing – the goal of creating an inclusive world.
The Inclusive Sport Design website has some good resources, namely videos, blog posts and other useful material. Newly added to the resource list are four short videos explaining inclusive sport.
Adapt and modify with TREE. A framework for adapting and modifying sport activities for a range of capabilities.
What is the inclusion spectrum? This is a framework for describing all the way people with disability can participate in sport. There is a link to more information on the YouTube page.
What is universal design? Repeats the 1990s definition and principles from the North Carolina State University. Unfortunately it doesn’t relate specifically to inclusive sport. Rather, it is yet another video with the old definition and principles.
Note that Inclusive Sport Design is a for-profit organisation. However, they offer free advice via the website.
To make future mobility inclusive and accessible automotive practitioners and researchers need to understand the fundamentals of universal design. People from diverse backgrounds and levels of capability should be included in the design processes of future mobility services. That’s the conclusion of a group of automotive researchers and they’ve come up with a framework to help.
The framework helps designers to think of essential design dimensions for inclusive design. There are possible trade-offs, synergies/new options, or other impacts that a decision for a particular design option has. Using a fictional case study they showcase the design process.
The design framework serves as a tool for automotive practitioners and researchers for communication, ideation, or reflection. Following the universal design process the researchers explain how they created the framework and then how to use it. The framework is built on previous work, and the mobility experiences of experts that work in inclusive facilities.
Case study using the framework
The authors advise that sticking to the standard principles of universal design could result in overly complex processes and products. However, thinking about potential users and their abilities increases the chance of identifying synergies. That is, finding solutions that suit the wider population as well as “non-average” users.
Technology will be a major influence on future mobility and connections with web interfaces will form part of the design solutions. The authors take readers through a step by step process. Key sections of the framework cover:
The users’ needs and capabilities
The journey’s context
What does the transportation service look like?
How do people interact with the service?
Training for the journey.
The application of the framework is based on fictional designers, not mobility users. This is very useful for designers new to the universal design concept. By using two designers in the case study scenario, they discuss the pros and cons of each method and idea.
Future mobility will be highly automated, multimodal, and ubiquitous and thus have the potential to address a broader range of users. Yet non-average users are often underrepresented or simply not thought of in design processes of vehicles and mobility services. this leads to exclusion from standard transportation.
Consequently, it is crucial for designers of such vehicles and services to consider the needs of non-average users from the begining. In this paper, we present a design framework that helps designers take the perspective and thinking of the needs of non-average users.
We present a set of exemplary applications from the literature and interviews and show how they fit into the framework, indicating room for further developments. We demonstrate how the framework supports the universal design approach in a fictional design process.
Autism awareness campaigns have highlighted the socio-economic inequalities experienced by autistic people. A new stereotype has emerged from autism workplace campaigns such as autistic ‘talent’ and autism ‘advantage’. The aim of these labels is meant to encourage employers to hire autistic workers. But what we really need is a universal design approach. A briefing paper from Queensland University of Technology examines this new phenomena.
Awareness campaigns are based on the desire to do the right thing to improve socio-political conditions and opportunities for employment. However, they can lead to focusing on specific traits as if they are special. It adds up to stereotyping.
Marketing autistic people with ‘autistic traits’ will not guarantee inclusion even if it results in employment. Indeed, such marketing can result in thinking that all autistic people are the same. Nevertheless, highlighting the strengths and skills of autistic people could change negative perceptions and open up employment opportunities.
But these kinds of awareness-raising initiatives rely on ableist assumptions and a hierarchy of difference. That is, society still regards non-disabled people as the norm so people with disability remain outside this categorisation. Then thoughts turn to specialised accommodations.
Universal design as an alternative
The authors invite readers to focus on re-organising work so that the most number of people benefit without having to be excluded before they are included. They propose a universal design paradigm for inclusivity.
Contrary to traditional diversity and inclusion approaches that define or limit what diversity and inclusion mean, who is diverse and how they might be identified, Universal Design creates the conditions for diversity and inclusion to occur naturally.
Calista Castles, & Deanna Grant-Smith
Many of the diversity and inclusion measures that segregate socio-political groups, could benefit us all. A universal design approach negates the need for raising awareness of differences and can transition society towards acceptance of human difference.
If social, work and learning environments were universally designed we wouldn’t need special initiatives. These initiatives only serve to reinforce the marginalisation and stereotypes by reminding people of human difference. Or that special accommodations need to be made.
If there is a supportive environment, many autistic people could be employed. Indeed, they could flourish and be an asset to the workplace. Employers need to know what sort of adjustments are needed so they can reach their potential. Often they are really simple, particularly if thinking from a universal design perspective.
An interesting and informative article from London South Bank University covers the topic comprehensively. The open access article can be downloaded in Word from the university website. The title of the article is “Identifying and Addressing Barriers to Employment of Autistic Adults”. In the UK they have The Equality Act and The Autism Act which emphasise access to work. Good to see this topic being covered.
Aspect Capable website has more information on a Australian initiative and the video shows how autistic people can achieve in the workplace.
The UN Convention on the Rights of Persons with Disabilities embraces human differences and disability as part of human diversity. People with disability have rights which must be respected, protected and fulfilled, just like everyone else. The UN human rights video on ableism explains succinctly.
Ableism is based on a value system that assumes people with certain body and mind characteristics must have a quality of life that is very low.
The short video animation below aims to raise awareness of the barriers faced by people with disabilities in everyday life. The video is intended for the general public, advocacy organizations, policymakers, human rights defenders, and educators.
Other human rights videos in the United Nations series.
Legal capacity for all explains how people with disability are denied their rights because they don’t have supported decision-making available.
The COVID pandemic lockdowns have shown more people what it’s like not to be able to get out and about when you want to. But do the calls for “not going back to the way things were” include everyone? Lisa Stafford says that the planning profession and society have learned little. Planners, perhaps unwittingly, are still favouring the idealistic view of the “able body”. So we need to discuss ableism and urban planning.
In her article, Lisa Stafford explains how ableism is inherent in urban and regional planning. Planning is not neutral – it’s not value-free. Planners make decisions on what and who to plan for.
“Time and again I have heard universal design omitted in the provision of social infrastructure…” Stafford writes. “Budget shortfalls”, and it’s “too hard” (read too costly) are their excuses.
Talking about ableism
Where to start? Where you are now. Share and discuss readings with colleagues – look up “ableism” in Google. Low hanging fruit is checking your own ableism by asking “for whom are we planning?” Ableism intersects with other identities and experiences. Planners must think more deeply about the connection between planning, design and society.
Stafford advises we look to the work of the American Planning Association and their universal design approach. They promote intergenerational neighbourhoods and smart growth. Norway’s leadership in universal design is also a good reference.
The chapter concludes with a short discussion on transport and active transport.
The Post Pandemic Public Spaces documentary series is about the future of our public spaces and the influence of the pandemic. The documentary was produced as part of the the work of the Urbanism faculty at TU Delft.
Eight researchers discuss their views on the future of our public spaces in a series of interviews. The researchers walk the streets as they describe the lack of accessibility and unequal access to public space. The video is subtitled in English.
This video focuses on mobility. Other videos focus on behaviour, challenges, and the final one concludes the discussion.
We can all agree that the COVID 19 crisis has affected everyday life. It has forced inhabitants to change their routines and thus the use of public spaces and amenities.
From the abstract
The fourth episode of the series presents the topic ‘Inequality’. In line with last episode, it is important to remember how mobility relates to (in)equality. The measurements taken during COVID-19 outbreak, such as social distancing and staying home, has shown that not everyone has or can have the same pattern, and/or is able to have equal patterns.
Public spaces in different neighbourhoods have different qualities. The pandemic has shown that not everyone lives under the same conditions and has equal access to public spaces. Distances to recreational (green) spaces can differ greatly, there is unequal safety along the routes. Places to sit and stay and relax are also not equal.
Public space is subject to power structures and the distribution of resources, and are unequal almost by definition, and consequently access isn’t available for everyone.
Urban design and the wellbeing of older adults
Keeping mobile and active whether walking, riding or using a mobility device, is essential for staying connected and maintaining good mental health. The effect of poorly designed and maintained environments has a negative effect on the mental wellbeing of older adults. Depressive symptoms are more likely to develop if an incaccessible environment prevents getting out and about.
Gillepsie, LeVasseur, and Michael conclude their findings “support public policy to promote neighbourhoods with diverse amenities as a means to support mental health in older adults”.
The lack of diverse amenities within the neighbourhood was associated with depression among those older adults with greater mobility. Among those older adults with low mobility, we observed no difference in depression by amenity diversity.
Ergonomists and engineers are considering ways to design autonomous vehicles to include a diversity of users. That includes people with disability and impairments. However, it’s not just a case of adding universal design principles into the design process. Designing an inclusive autonomous vehicle requires attention to many other factors. It’s an interdisciplinary design process.
Autonomous vehicles (AVs) present an opportunity for redefining the standard ergonomic design approaches especially when designing for people with disability and impairments.
Researchers in Europe have come up with a way to integrate relevant design data to ensure designs meet standards and the diversity of users. Overall user perception is linked to user perception and satisfaction and this is where ergonomics come into play. The paper is very technical and mainly of interest to engineers and ergonomists. The researchers claim that this platform will turn attention to “human-centric” design rather than engineering design.
For those who advocate for inclusive vehicle design, it shows the complexity designers have to deal with. However, it is good to see this important issue addressed at this early stage of future mass production.
Passenger comfort in vehicles is a complex, human-centric segment of the vehicle interior design process. Autonomous vehicles (AVs) present an opportunity for redefining standard design approaches. There are options for improved ergonomics and meeting the needs of a wide range of users, including persons with impairments.
However, the complexity of incorporating universal design principles together with all other interdisciplinary information in the development process requires a suitable method to systematize the data and simplify their use.
This paper proposes a platform for inclusive autonomous vehicle interior design (IAVID) which can be used as a tool to support the creation of ergonomic and inclusive AV interiors. The proposed IAVID platform is based on model-based systems engineering. It is intended for organizing and updating all relevant interdisciplinary information to input in the AV interior development. By doing so, the interdisciplinary collaboration among vehicle development teams is strengthened.
On the road with autonomous vehicles
What will the future of transport look like post COVID-19 pandemic and what will it mean for autonomous vehicles? For people who don’t or can’t drive, autonomous vehicles seem a wonderful invention. But will the designs and technology be inclusive?
It’s not that no-one is thinking about access and inclusion – they are. But it’s not all about the technology. Some of the problems are related to the way vehicles connect with the built environment. Wheelchair accessible features, such as a ramp, can be rendered unsafe on steep inclines. If the wheelchair is not locked down, bumps in the road could cause the chair to tip or fall.
Some riders will need specific assistive technologies for eye tracking, gesture recognition, and voice control. These would give people with tactile, mobility, and hearing impairments a sense of control without the need to make physical contact. Other practical challenges are around pick up and drop-off, and loading and unloading groceries. Some people will still require human assistance at certain points of the journey.
Autonomous vehicles (AVs) are closer to becoming a reality in changing the landscape of commercial and personal transportation. The launch of these vehicles comes with the promise of improved road safety, reduced traffic fatalities, and enhanced mobility. However, there are questions as to whether the design of AVs will meet the needs of everyone, including people with disabilities and older adults.
We argue that there exists no conceptual model that guides the inclusive design of autonomous vehicles to benefit all intended users. This paper proposes such a model, called the User Transportation-Activity Technology (UTT) model, which supports the inclusive design of AVs. We present a review of current models of assistive technology design and their drawbacks followed by an introduction of the UTT model and its application in AV design.
This paper may benefit researchers, designers, and developers of autonomous vehicles interested in addressing accessible design issues in such vehicles.
Connect me to my car
Gerard Goggin has written a thoughtful piece on the issue of automated vehicles and how they might, or might not, be good for people with disability. The value of automated vehicles for people with disability is often mentioned in articles related to this technology, but will that value be realised?
The article raises some important points about the depiction of disability and how it is communicated and how that plays out into the world of technological development. Goggin covers “blind driving”, developments by Google and Waymo and more. Mentioning the inclusion of older people and people with disability as good news stories is insufficient to put these users at the centre of designs. Written in academic style but important thinking going on here. The title of the article is, Disability, Connected Cars, and Communication.
“I look at what disability tells us about connected cars, and, indeed, how we might rethink communication and technology.”
Related articles
For a more academic study and design details see, Accessible Personal Transportation for People with Disabilities Using Autonomous Vehicles. They include the principles of universal design in the text and conclude with a list of recommendations.
The motoring body, NRMA, predicted in 2017 that autonomous vehicles will be rolling out in significant numbers by 2020. Their report on the Future of Car Ownershipshows the step by step progress. You can also get a summary of the report in an infographic.
The National Construction Code now includes a step free entry and other minor changes for accessibility. For many people it will minimise the need for home modifications. It will be easier and cost effective when modifications are needed. Many research articles put the case for accessibility in the 20 years leading up to the Livable Housing Design Standard. These articles remain relevant for existing homes and in jurisdictions yet to mandate access features in new homes. Listed below are a mix of magazine and research articles.
A study on planning to move in later life is based on the notion that people will need to move regardless. If this is the case, the question becomes, who does the planning? The researchers are taking medical approach in two ways. First, by suggesting older people should be encouraged to plan their move. Second healthcare professionals can “help them better adjust to a new living environment”. 
Academics like to approach the issue of exclusion by developing guides, tools, and playbooks. But are evaluation tools useful for promoting inclusive design in the built environment? Perhaps. From the Inclusive Design Team in the UK comes a post-occupancy evaluation tool. That is, a tool to find out if the design actually works.
The COVID pandemic lockdowns have shown more people what it’s like not to be able to get out and about when you want to. But do the calls for “not going back to the way things were” include everyone? Lisa Stafford says that the planning profession and society have learned little. Planners, perhaps unwittingly, are still favouring the idealistic view of the “able body”. So we need to discuss ableism and urban planning.
