Transport planners and engineers are not new to counting pedestrians. But how many of them count the number of pedestrians using a mobility device? This information is very useful in understanding the importance of designing for accessibility. What’s needed is a measuring tool. A study carried out in New Zealand ran a pilot study for measuring pedestrians using mobility devices. The aim was to develop an appropriate measuring tool and survey template to help with transport planning.The New Zealand study by Bridget Doran (Burdett) was carried out in six sites. Twelve categories of aid were included in the count worksheet. Burdett acknowledges that this is not a measurement of disability per se, or an assessment of accessibility for a facility or for transport connections. However it proved to be a reliable tool which can be used more widely.The interview data were useful in gaining more detail about the complexities of being a pedestrian who uses a mobility device.The title of the article is, Measuring accessible journeys: A tool to enable participation, and is available from ResearchGate. It has more detail about the methods and applications for the tool in creating accessible journeys.
Abstract
This study set out to demonstrate the feasibility and usefulness of a series of pedestrian counts, including counting the subset of pedestrians who use visibly identifiable mobility aids. The resulting proportion of mobility aid users can then be used as a proxy measure of relative accessibility for each count site. The study acknowledges the diversity of disability, and the count is not intended to capture all people who identify as having disability of any kind. It was estimated from Statistics New Zealand data that approximately 3% of New Zealand’s adult population uses a mobility aid for travel at any particular time. This figure includes those identifying as having permanent disability, as well as an estimate to account for those not included in this figure, namely children, people who do not identify as having a disability but nevertheless use a mobility aid, and those with temporary disability requiring use of a mobility aid. The study identified opportunities to use the tool to remove gaps in the delivery of accessible transportation, across all parts of its system from policy and planning, through design, construction and monitoring. Its widespread promotion will support more objective measurement of inclusion, to inform best-practice infrastructure investment for all.Editor’s comment: The number of people using a mobility device relative to the population is not the issue in terms of designing accessible and inclusive places. However, for transport planners the tool brings to the fore the need to be accessible and inclusive. Below is Burdett’s earlier article on this topic.
You get what you measure in transport
Street with footpath in a new developmentIt’s often said you get what you measure, so if you don’t measure, what to do you get? We talk about inclusion and inclusive cities but how will we know if they are inclusive if we don’t measure it? Transportation is an important part of a functioning city. So inclusive and accessible transport systems are a must. Bridget Doran’s article in Linked In discusses the issue in plain language. She points out that transport professionals measure lots of things to do with road safety. That’s because they can count the number of lives saved and accidents prevented. But “when it comes to accessibility though, we don’t measure any outcomes”. Doran asked 175 transport planners and engineers what they thought would improve accessibility. As is often the case, the answers were about the responsibilities of others. Most often mentioned were political leadership and stronger legislation. Some thought that cost was preventing better accessibility, but overall, they couldn’t answer the question.Time to measure exclusion – who is not using transportation systems. The title of the article is, How will we know we have inclusive cities if we don’t measure anything? It’s a short version of her journal article, Inclusive Access in Transport Policy and Views of New Zealand Transport Practitioners.
Key points
Transport professionals (N = 175) in Aotearoa/NZ completed a web survey.
Analyses suggest that inclusive access is a complex issue for transport professionals.
Perspectives varied on why it is not more prominent in transport policy, or why outcomes are not better for older and disabled people using transport.
Inclusive access is vaguely defined and poorly measured in transport.
Transport policy needs measures that link policy and design choices to outcomes.
What can a project in Ulaanbaatar in Mongolia teach us about an accessible built environment? Well, probably not much, except that the issues are the same the world over. Doesn’t matter if it is a developed or developing country – there’s plenty of work to do. And that means doing more than drafting a policy.
Many of the 163 signatories to the UN Convention on the Rights of Persons with Disabilities are developing countries. And many of these are taking matters seriously. They see the economics of it – participation improves productivity. Australia has lots of strategies and plans for disability inclusion and age friendly environments. But will Australia start falling behind developing countries with our lack of coordinated action? Not a good look if so.
Ulaanbaatar in Mongolia is the subject of a study funded by UKaid. The case study report reads similarly to many case studies and guidelines from developed countries. But the backdrop is very different. While countries like Mongolia engage with universal design and accessibility, we are still talking about these issues. However, the Sustainable Development Goals might help us get a move along.
Key barriers
The Ulaanbaatar case study makes an interesting read. The report summary lists the key barriers which look familiar:
• The way the city is evolving leaves limited space for accessibility. Urban planning and coordinated efforts should make space to build in accessibility
• A lack of knowledge on the cost of inclusive design is a barrier for decisionmakers. Good quality design should not cost more
• Laws and policies fall through on implementation. Mechanisms are needed to ensure implementation
• A lack of responsibility and accountability for inclusion in built environment and infrastructure projects means existing standards are not enforced
• A lack of good examples of local inclusive design solutions creates a barrier to motivating the general public and designers. Ulaanbaatar needs a vision for inclusive design.
The title of the report is, Inclusive Design and Accessibility of the Built Environment in Ulaanbaatar, Mongolia.
There is a report summaryand a full report, which has insights and lessons learned. The project included access to assistive technology (aids and devices) as well as the built environment. Together universal design and assistive technology create the continuum of inclusion. The title of the report is, Inclusive Design and Accessibility of the Built Environment in Ulaanbaatar, Mongolia.
Mongolia ratified the UN Convention in 2016 and passed a law to protect the rights of people with disability. This began the drive towards accessible environments. The city does not have a history of urban planningso it is possible to begin with a relatively clean slate.
There is much written about older people and their attachment to their home, but what about furniture? I’m sure most of us are familiar with grandfather’s “favourite chair”. So, what makes it a favourite? Comfort, ease of use, or does it go further than that to self image? A study on furniture in later life has some interesting findings for furniture in all types of housing.What kind of relationship do older people have with their furniture? How does moving to a new home affect their relationship with their furniture? What can that relationship tell us about the affect of furniture design on older people? The study found that older people had emotional bonds with their existing furniture. It is part of their identity. This leads to the conclusion that it is important for people to take their furniture with them when they move. It gives a better sense of home even if it is a new environment. Issues arise in places such as nursing homes where staff have their preferences for furniture design. Also, family members can make choices that aren’t the preferences of the older person. As with many studies, the conclusion includes the need to involve older people in the design process, particularly in residential care settings. Furniture can support and enrich older people and should be part of understanding the living conditions and their emotional bonds, culture and history. Furniture for Later Life: Design Based on Older People’s Experiences of Furniture in Three Housing Forms is by Oskar Jonsson. It is a doctoral thesis so there is a lot of information. Unfortunately, Oskar tells me he did not publish any shorter papers from his thesis. However, the Table of Contents provides links to the key information.
From the abstract:
Generalizations made regarding older people’s needs have proved to be too limited in scope to meet their needs and wishes. There is great variety in what old people express regarding furniture and reveal a diversity of interests, needs and wishes. In the light of the research results, it is unreasonable to reduce older people to a homogeneous group or attempt to specify their needs in advance. Despite this, the results reveal needs and wishes for furniture that provide comfort, pleasure and independence and that contribute to desired experiences of dignity, meaningfulness and freedom.
No need to fear the ugly
The Washington Post extols the virtues of universal design making the point that it can look beautiful. Regardless of how it looks, many people think it feels beautiful. That’s because it is good design – design that has a focus on comfort and convenience for the whole family. As with many articles, the article focuses on wheelchair access.The article discusses interior design in different settings and emphasises the “wellness” aspect of design. One key point is that of Boomers watching their parents go to age segregated living and they know they don’t want that themselves. Dallas interior designer Chad Dorsey says, ” “It starts outside with an ease of approach — something gracious,” he says: simple, elegant entrances that accommodate a wheelchair; shallow, illuminated steps with a handsome handrail; or a textured stone that provides traction. There are all sorts of ways to make a front door welcoming. “The more we talk about it, discuss it and show it, the more solutions we’ll find. Accessibility is a lifestyle, and it can be beautiful and natural.” ” There is no need to “fear the ugly”.The article has lots of pictures, which are worth a look, showing how universal design can create access and comfort for everyone. The title of the article is, Accessible design is growing. But can it be beautiful?Image courtesy of Motionspot. Note that while the lift provides access to the upper floor, the staircase has no hand rail or balustrade. If anyone trips or loses their balance, at least there is a lift if they become immobile!
Assistance animals are a strategy for inclusion.What’s involved in making arts, tourism, sport and recreation more inclusive? It’s more than just creating accessible venues and destinations.It requires a broad view of the issues and ways to implement inclusive practice. Policies with action plans to overcome attitudinal and systemic barriers are a start.Areport for the Victorian Governmentidentifies the issues and provides recommendations in relation to these areas of activity. Three principles underpinned the report. Inclusive policy:
occurs within an inclusive model framework
works best if implemented as a whole-of-government initiative
seeks to build healthy communities by providing opportunities for arts, tourism, sport and recreation being provided for all people.
Among the conclusions, this model can be an agent of social change. That is, they can show the way for other sectors to be inclusive. Barriers to inclusion were identified as institutional, physical, economic and attitudinal. Being inclusive at the planning stage of any project, activity or service is also a way forward.Recommendations include the need for institutional policies on inclusion, accurate information for people with disability, and targeted intervention strategies to address barriers to inclusion. There’s more in the report.A comprehensive report with key recommendations linked to conclusions. Although published in 2012, many recommendations are still pending across Australia. The title of the report is, Inclusive Arts, Tourism, Sport and Recreation for People with a Disability: Ways Forward Report. Deakin University carried out the research. A related publication by Simon Darcy looks at barriers to participation in sport. It can be downloaded from ResearchGate.
What’s the best way to teach the concept of universal design to architecture students? Participatory and co-design methods are inherent in universal design. So this should be the way to do it. That means universally designing the learning experience about universal design. Hing-Wah Chau takes us on a journey with his post-grad students in his paper about community-based studios. This is a learning process where real life is brought into the design studio. That includes engaging with other stakeholders during the design process. Urban designers, local councils, other architects and community members all have a stake in a project.Hing-Wah Chau concludes that problem-based learning, group work and industry engagement are essential elements for gaining a working understanding of universal design. Site visits and engaging with industry partners allowed students to gain first hand experience.An interesting paper that has a lot of detail about each design studio, their workshops, conference attendance and site visits. It was run over two semesters.The title of the paper is Community-based studios for enhancing students’ awareness of universal design principles. Abstract: A series of community-based design studios were delivered at the University of Melbourne for postgraduate architectural students from 2017 to 2019 to arouse their awareness of universal design principles and the specific consideration of design for ageing. A design studio is a place of experimentation and exploration. Students are encouraged to propose solutions to respond to our community needs. Bringing real-world issues into design studios enables students to equip themselves with the capabilities to formulate corresponding design strategies for built environment, especially to cater for the specific needs of people with disability and older adults.Through the engagement with various stakeholders, including practising architects, urban designers, not-for-profit organisations and local councils, students were required to assess the site context and carry out site analysis, prepare precedent case studies, participate in inclusive design workshops and prepare schematic design, leading to their detailed design and final presentations. In this paper, the course structure of these community-based studios is firstly introduced, followed by an analysis illustrating how students’ awareness of universal design principles can be enhanced. Potential areas of improvement are discussed and further guidance for replicating similar studios at other institutions are given.
The Complete Streets concept is about creating a safe place for all road users regardless of their age or ability. Transport and planning agencies usually have control over road and street plans. But public health agencies also have a role to play. Along with other stakeholders, health agencies can evaluate initiatives from a health, physical activity and inclusion point of view. A report from the US gives an overview of strategies and examples of how public health agencies, advocates and practitioners were involved in planning processes.
Complete streets should also mean good footpaths. Parking on and across footpaths in Australia is illegal. For people who are pushing strollers or wheeling anything it means going out on the roadway. And not good for people who are blind or have low vision for the same reason. An article on the BBC News website explains some of the difficulties about this issue, especially now that the UK are providing designated places where it is OK now to park on the footpath. A backward step (excuse the pun). The article includes videos showing the problems.
Colour is important for giving visual cues about the position of objects and helps us navigate around obstacles. But as we grow older this ability tends to decrease along with vision loss. Colour coding is one strategy to gain or direct attention and increase independent movement. A study on using colour for safe movement in the home found that bright, clear or strong colour helps older eyes distinguish things. It is also good for people of any age who have low vision. Luminance contrast was also likely to be just as important, if not more so. The report of the study is a second edition and is titled, Use of Colour for Safe Movement. The aim of the study was to see how colour and colour contrast helps older people stay safe and comfortable at home. Bright colours and high contrast improves spatial orientation, recognition of objects, and improves mood. The study has particular use for people involved in home modifications.Related to this research is an Industry Checklist: Colours for the homes of people with ageing eyes or vision impairment. This is useful for doing a home assessment and customising for individual needs and preferences. There is also a consumer factsheet, How can colours support movement of people with ageing eyes or impaired sight? This has self-help tips such as marking objects with a bright colour such as buttons on a remote control. While this study was about home environments, there is much to take away for the public domain.
Getting away from it all is something we all need for our health and wellbeing. But not everyone has the means of doing this. Being excluded as a tourist goes beyond physical and other levels of capability. It extends to people without the money to have a holiday. But it goes further than that. In developed countries the concept is applied to people looking for low cost tourism. In developing countries the focus is on the visited community rather than the visitor. This is “social tourism”.
The concept of social tourism has changed over time. It can help both the visitor and the visited community under the banner of Tourism for All. Socially sustainable tourism, community-based tourism and volunteering tourism have also fallen under the banner of social tourism. Consequently, in the literature, it is not clearly expressed as tourism for people who are disadvantaged.
This study attempts to describe three aspects of social tourism: (a) how it is perceived in different socio-cultural and geographical settings; (b) what are the excluded elements of social tourism; and (c) change in demography of potential socially excluded groups. The study also explains the trends of special forms of tourism and its relevance to social tourism inclusion.
See also the book, Handbook of Social Tourism. The synopsis reads, “This thought-provoking Handbook considers the impact and challenges that social tourism has on people’s lives, integrating case studies from around the world. Showcasing the latest research on the topic and its role in tackling the challenges of tourism development, chapters explore the opportunities presented by social tourism and illustrate the social imperative of tourism as a force for good”.
COVID-19 prevented UD2020 conference from going ahead in May this year, but not before some of the speakers had finished writing their papers. As we had to postpone yet again to May 2021, it seemed too long to wait. So CUDA’s People and Transport webinar last week provided the perfect opportunity launch the papers.
With the support of Griffith University we can now bring you eleven peer reviewed papers and extended abstracts. As you can see, they cover a wide range of topics. We look forward to hearing from the authors at the conference next year.
Australia is lagging behind the rest of the world with electric and automated vehicles, but this isn’t stopping development. Until now, automated vehicle design has focused around a version of the average driver. Automation will change all that.
The introduction of autonomous vehicles will happen in five stages. The first stage is basic automation such as breaking, parking and controlling speed. The final stage is where there are no controls as we know them. No steering wheel, brake lever or pedals. Stages 2-4 have intermediate degrees of automation until stage 5 is reached. One of the major barriers to implementation is integrating with existing infrastructure. This means some form of onboard human control, for now at, at least.
The paper discusses people with disability or difficulties, older adults, and children. Vehicles designed to “themes” would cater for individual needs. An office theme, an entertainment theme, or an adaptable theme to suit specific disabilities. In this case, it could be by offering all information in the most suitable mode, or adapting ergonomics to suit easy operation. ABC News also has a 2017 article discussing some of the issues.
Ridesharing
A related 2021 article discusses the role of autonomous vehicle ridesharing for non-drivers. Using a participatory approach, the research group checked out the needs of people with disability. They ended up with a list of of user needs that will go into prototypes. It’s not just about the vehicle – it’s about the system for booking and ridesharing. That included web design, vehicle design and how people interact with all of that.
The 2021 Australian Driverless Vehicle Summit went virtual. It was an opportunity to update around 250 delegates on what Australia is doing. The Summit featured examples of autonomous trucks in mining sites, and in defence and freight industries. Clearly there is a lot going on in the background in this field.
To find out what Transport for NSW is doing on this topic – go to their dedicated website page on connected and automated vehicles.
Artificial Intelligence will be key. But it needs to be more intelligent than some of the typed autocorrections we see today.
Can you see me?
Worried that a driverless car won’t see or detect you? With a driver you can check to see if they are looking your way, but if there is no driver, that can be a worry. Autonomous vehicles are posing many problems for designers who are grappling with most of them quite successfully.
So for this problem Jaguar has come up with a car with googly eyes. The “eyes” don’t “see” you. However, they can give confidence that you have been detected because the eyes follow you as you cross the pedestrian crossing.
At the 2018 UD Conference Amy Child from Arupgave an entertaining presentation on this topic and other aspects of the move to driverless cars, including the googly eyes. The transcript of Amy’s keynote presentation can be downloaded in Word.
Transport planners and engineers are not new to counting pedestrians. But how many of them count the number of pedestrians using a mobility device? This information is very useful in understanding the importance of designing for accessibility. What’s needed is a measuring tool.
A study carried out in New Zealand ran a pilot study for measuring pedestrians using mobility devices. The aim was to develop an appropriate measuring tool and survey template to help with transport planning.
The New Zealand study by Bridget Doran (Burdett) was carried out in six sites. Twelve categories of aid were included in the count worksheet. Burdett acknowledges that this is not a measurement of disability per se, or an assessment of accessibility for a facility or for transport connections. However it proved to be a reliable tool which can be used more widely.
The interview data were useful in gaining more detail about the complexities of being a pedestrian who uses a mobility device.
The title of the article is, Measuring accessible journeys: A tool to enable participation, and is available from ResearchGate. It has more detail about the methods and applications for the tool in creating accessible journeys.
Doran asked 175 transport planners and engineers what they thought would improve accessibility. As is often the case, the answers were about the responsibilities of others. Most often mentioned were political leadership and stronger legislation. Some thought that cost was preventing better accessibility, but overall, they couldn’t answer the question.
Time to measure exclusion – who is not using transportation systems. The title of the article is, How will we know we have inclusive cities if we don’t measure anything? It’s a short version of her journal article, Inclusive Access in Transport Policy and Views of New Zealand Transport Practitioners.
What can a project in Ulaanbaatar in Mongolia teach us about an accessible built environment? Well, probably not much, except that the issues are the same the world over. Doesn’t matter if it is a developed or developing country – there’s plenty of work to do. And that means doing more than drafting a policy. 
There is much written about older people and their attachment to their home, but what about furniture? I’m sure most of us are familiar with grandfather’s “favourite chair”. So, what makes it a favourite? Comfort, ease of use, or does it go further than that to self image? A study on 
What’s the best way to teach the concept of universal design to architecture students? Participatory and co-design methods are inherent in universal design. So this should be the way to do it. That means universally designing the learning experience about universal design. 
The Complete Streets concept is about creating a safe place for all road users regardless of their age or ability. Transport and planning agencies usually have control over road and street plans. But public health agencies also have a role to play. Along with other stakeholders, health agencies can evaluate initiatives from a health, physical activity and inclusion point of view. 
park on the footpath. A backward step (excuse the pun). The article includes videos showing the problems. 
COVID-19 prevented 
The papers were launched at the webinar by Dr Faith Valencia-Forrester
Worried that a driverless car won’t see or detect you? With a driver you can check to see if they are looking your way, but if there is no driver, that can be a worry. Autonomous vehicles are posing many problems for designers who are grappling with most of them quite successfully.