Category: Transportation

Towards user-centric transport in Europe

Woman with a baby stroller using the platform lift to get onto the raised bus stop platform .The bus stop is a tube shaped shelter. User-centric transport.Transportation researchers in Europe are seeking the best solutions for innovative and inclusive mobility. The Mobility 4EU project is all about the user perspective in different types of transport. It covers technological, social, legal and economic aspects of mobility and transportation. The project ended in March 2019. It resulted in several conference papers published in a 2020 book by SpringerLink titled Towards User-Centric Transport in Europe 2. This follows the 2019 publication under the same title. Some of the chapters are freely available on ResearchGate – use a Google search to find them. 

Three chapters from ResearchGate

Mainstreaming the Needs of People with Disabilities in Transport Research argues mainstreaming disability should not exclude conducting disability-related transport research. Using the method of mainstreaming disability does not exclude the necessity of conducting special disability-related transport research. Available on ResearchGate.

Universal Design as a Way of Thinking about Mobility looks at universal design as a policy objective for transport policy using the Norwegian experience as an example. Universal design is a useful vision, but a difficult policy objective. It’s also available on ResearchGate. 

Bus driver helps woman with her wheelie walkerOlder People’s Mobility, New Transport Technologies and User-Centred Innovation reports on findings from four focus groups examining mobility challenges and automated vehicles were also discussed. There were mixed feelings about automated vehicles, often dependent upon the individual’s willingness to accept technology taking over their own skills and abilities, trust in the technology and concerns over future built environments. It’s also available on ResearchGate. 

There are other chapters on active mobility, car sharing, mobility as a service, and the door to door travel chain. 

 

Counting costs that don’t count

Road workers in hi-vis vests are laying bitumen. Counting costs don't count.
Workers repairing the road

Ever wondered why economic arguments seem to fall on stony ground even when they’ve been well researched and even asked for? Seems politicians’ personal experience counts more when decisions are being made. A Norwegian researcher wanted to find out why road-building priorities diverge from those suggested by cost-benefit analysis. It is likely that many other policy decisions are made in a similar way, not just road investments. That’s why sometimes counting costs don’t count.

Here is an excerpt from the findings about why factors other than cost criteria mean that counting costs don’t count:

Political institutions have created a kind of gift relationship in the road sector, with the state as donor and municipalities as recipients.

To the extent that the state cannot scrutinize all assumptions and calculations of traffic, costs and benefits, an information asymmetry arises and favours the local receivers.

In cases of local/national conflict of interest, some key politicians and other stakeholders at the donor side either have their own agendas (such as campaigning), or their loyalty is with the recipient rather than the donor (society).

It seems reasonable that elected representatives are less likely to vote in accordance with the benefit/cost ratios of projects the more sceptical they are to the method of CBA. When sceptical, they are apt to look for alternative decision support, even if several studies have found CBA results to be quite robust.

The intention has not been to argue that the benefit/cost ratio should be decisive when setting priorities among projects on classified roads, but rather to highlight circumstances that tend to push CBA results into the background. The principle of choosing projects with high benefit/cost ratio may be supplemented by so many other assessment criteria that the difference between professional and political judgement is dissolved.”

The title of the article is, Why don’t cost-benefit results count for more? The case of Norwegian road investment priorities. Published in Urban, Planning and Transport Research an open access article.

Abstract:

The starting point is that the benefit/cost ratio is virtually uncorrelated to the likelihood of a Norwegian classified road project entering the list of investments selected for the National Transport Plan. The purpose of the article is to explain what pushes cost-benefit results into the background in the prioritization process.

The reasons for their downgrading point to mechanisms that are at work not only in Norway. Explanatory factors are searched for in incentives for cost-ineffective action among planners, bureaucrats and national politicians, respectively, as well as in features of the planning process and the political system.

New data are used to show that the road experts’ list of prioritized projects changes little after submission to the national politicians, suggesting that the Norwegian Public Roads Administration puts little emphasis on its own cost-benefit calculations. Besides, it is shown that the petroleum revenues of the state do not provide a strong reason for neglecting cost-benefit accounts.

The overall contribution of the article is to offer a comprehensive explanation why professional and political authorities in Norway set road-building priorities diverging massively from those suggested by cost-benefit analysis.

Learning through experience

A scene of the station showing people near the ticket barrier gates. Claremont College students from different disciplines joined the EnviroLab Asia 2019 Clinic Trip to Japan. A short video shows them checking out accessibility at Umeda train station and Ogimachi Park. The trip included time with Osaka Institute of Technology’s Robotics Department working on a project. They explored robotic technologies and universal design and created a model high tech recreational space for older people. The students conclude that barrier free places are not just for people with disability – it’s about including everyone. 

Abstract:  Studying Accessibility in Japan shows the research project led by Professor Angelina Chin (history, Pomona) with students who studied universal design and accessibility in Japan during the EnviroLab Asia 2019 Clinic Trip. The group also worked with the Osaka Institute of Technology’s Robotics Department.

Editor’s note: This is a video only publication – I couldn’t find any written material other than the abstract. The download button takes you to a high definition of the video, not a document. It is a very large file.

Inclusive Light Rail Project

Two older men with winter jackets look happy as they stand by the train.The Bergen Light Rail system is a good example of what can be achieved using a universal design approach. As with most projects this size there are detractors and resisters. But it was accessibility that brought people together to design one of the most successful town planning projects in Norway.  

The rail system has brought many aspects of the city together. Not only is the light rail accessible, the whole city is more accessible now and further improvements are planned. People who said they never use public transport, now use it happily.

The key is that the inclusiveness of the design is barely noticeable. Step free access, step free carriages, automatic doors, simple displays, and effective sound and light signals are good for everyone. The architect says it is the first public transport system in Norway that utilises inclusive design at all levels. 

“When the planning of the new light rail began in 2006, inclusive design was not stated as a requirement. Many regulations must be considered in a project of this scale. This led to noise and resistance from politicians in the city, which had to be overcome before the project could start. This was followed by discussions about accessibility, the locations of stops near transfer points, transfers to bus and train and step-free transitions. 

At the early stage of the project a collaboration was established with FFO (the Norwegian Federation of Organizations of Disabled People). The design team showed them drawings and discussed the ideas with them which inspired many new solutions.”

The story is by Design and Architecture Norway and has a short video.  Norway has an overarching plan and policy – Norway Universally Designed 2025 and the update. 

 

When universal design isn’t enough

An orange tram is arriving at the light rail station.Norway, with its policy and strategies for universal design, has one of the best accessible transport systems. But physical access is not enough to encourage many non-users to catch the bus or train. So, is there a limit to the level of accessibility that should be rolled out? There will always be people with and without disability who will never use public transport. The measure of success isn’t getting more patronage from people with disability; it’s about maintaining current patronage and new travellers in the future – with and without disability.

Designing a more convenient, easy to use system is good for everyone, now and in the future. A good all round experience can encourage people to leave the car at home. That is, if the transportation takes them to where they want to go efficiently and effectively. While universal design works for most, there will always be a need for individualised solutions.

The title of the paper is, Public transport and people with disabilities – the experiences of non-users.

From the conclusion:

Lastly, our study raises the question of whether universal design or accessibility for all is a good policy objective in public transport. Many of our informants are unable to travel by public transport, even though the system is among the most universally designed available. They would be unable to travel by public transport even if implementation of the measures which constitute universal design today was close to perfect. We write this, not to deny that a good universally designed public transport system is an attractive solution, it will help many, but that there will still be some who will not be reached through the universal design agenda. Therefore, there will still be a need for individual solutions, which could increase the individual’s sense of freedom, participation in working life and value added in society among those who do not have physical and/or mental premises for travelling by public transport.

A related project is the Bergen Light Rail system.

Transport for All

Logo of Public Transport Victoria.The Disability Resources Centre’s report to the Victorian Government about the public transport system shows room for improvement. The key findings were related to the provision of travel information, priority seating, and parking. Negative public attitudes extended to harassment, abuse and even assault. Being treated with disrespect, or assisted inappropriately by transport staff was also an issue. There are 8 recommendations for the Victorian Government to consider. The title of the 49 page report is, Transport for All. It is unlikely that the findings are only applicable to Victoria. Other states might like to take note as well. An affordable and accessible public transport system is essential for all travellers in carrying out day to day life. As respondents noted, what’s good for people with disability is also good for everyone else.

It is useful to note that the Victorian Government provided funding for this report.

The Norwegian Government also has a report on why people with disability are not using their accessible public transport. It’s more than infrastructure – as noted above.

 

Mobility as a Service

Part of the front cover of the discussion paper.Public policy on transportation is desperately trying to keep up with the technology. We are looking at a shift from personally owned vehicles to mobility consumed as a service. This already happening as younger generations are choosing ride-share systems rather than car ownership. But will future mobility services be inclusive of people regardless of income, ethnic background, age or disability? 

AARP Public Policy Institute in the US has looked closely at the issues in an attempt to stay ahead of the policy curve. Their discussion paper argues that the current disruption offers an unprecedented opportunity to expand mobility for everyone. “If implemented fully and thoughtfully, Universal Mobility as a Service has the potential to lead to a more equitable transportation system, where tens of millions of non-drivers are able to more fully participate in the economic, social and civic life of their communities”. The paper rightly points out that it can’t be universal without Universal Design from vehicle design through to customer interaction. There is a video with an overview on the main Future of Transportation page. 

Public transportation systems are also discussed, as well as serving rural communities and other policy issues. There is lots to digest in this comprehensive discussion paper. The title of the report is Universal Mobility as a Service: A bold vision for harnessing the opportunity of disruption.  

What drivers can’t see on the road

A red and white circular sign with a 20 speed limit showing. Drivers can't see invisible disability. Here’s a call to traffic planners. A group in the UK is calling for slower speed limits on roads to help reduce pedestrian accidents. They list all the conditions where slower speeds could make a difference and allow people to cross the road safely. Drivers can’t see if someone has anxiety, dementia, post traumatic stress or sleep disorder. Traffic can make them feel vulnerable and fearful. 20 miles per hour equates to 30 km per hour. 

People who are deaf or hard of hearing, and people with low vision are also at risk of accidents. Pregnant women, older people, and people with prosthetic legs or chronic illness might not be spotted either. Even if they are, it is unlikely to change driver behaviour or alertness. The 20’s Plenty for Us media release links their call to the disability rights agenda which requires equitable treatment for everyone. Traffic planners should therefore assume everyone is vulnerable.

“At first sight it’s impossible to tell if someone has a mental health problem – anxiety, dementia, post traumatic stress or sleep disorder. Yet sufferers are vulnerable and fearful. Also the partially sighted, hearing impaired, those with a prosthetic leg, cancer, the elderly or pregnant women have protected characteristics not obvious at a distance from a driver’s seat behind a windscreen.”

Can everyone benefit from ride-share systems?

Uber driver is pushing a man in a manual wheelchair into the back of the vehicle.Uber is a household name. But can everyone take advantage of ride-share systems? The Living Cities article describes five steps for growing accessible and inclusive transportation systems. There is no one solution: a range of policies and mobility options are needed for low income communities and people with disability. The Movmi blog site extends these ideas for ride-share systems and offers three key elements for inclusion. Both articles have more detail on concepts and solutions. Here are three key elements:

  1. Availability: Good access to public transportation are needed in all areas, as well as car-sharing, bike-sharing and ride-hailing services as a solution for the last mile.
  2. Inclusive design: Ensuring sharing and on demand ride-hailing services are available to people who have limited access to the internet or credit cards. This also includes reducing any physical barriers that may prevent anyone with a disability using these services.
  3. Affordability: Reduced fares and subsidized memberships will ensure everyone has the ability to use public transportation and shared mobility services.

UberWAV is a for riders who use motorised wheelchairs or scooters. Drivers are trained to help with getting in and out of the accessible vehicle. The first UberWAV in Australia was in Newcastle NSW in 2016. The article covers the different services available in the US  for people who don’t have phones and credit cards. The Every Australian Counts website has a 2015 article about UberWAV that provides another point of view.

Dangerous by Design

Two ambulance officers push a patient into the ambulance.According to Smart Growth America, pedestrian deaths are increasing while actual traffic fatalities are decreasing. So what’s happening here? According to a report, Dangerous by Design 2022, the numbers of deaths are equivalent of one jumbo jet full of people crashing every month with no survivors. And it seems the problem for walkers is getting worse.
The report argues that government policies still favour high speeds for cars over safety for people. The article gives more detailed statistics for various states in the US. It would be interesting to know if this is replicated in other countries. The report was supported by AARP and the American Society of Landscape Architects. It is not clear whether population ageing is a factor.