What factors should be considered when designing accessible autonomous vehicles? A collaborative effort by academics and policy makers found some answers. They looked at the data on people with disability to come up with some practical information.

Academics from the Queensland University of Technology and staff at the Queensland Department of Transport and Main Roads have embarked on a long term project. The first phase is a data review and surveys with disability user groups. The second stage will involve detailed benchmarking of vehicle designs. A vehicle prototype will be developed in the third stage.

Numerical data

Articles relating to human participants gave specific recommendations for the physical measures of a person’s size and functional capabilities (anthropometrics). This information is essential for informing the design of vehicles. The information includes:

The authors note that this particular study focused on mobility users and explored user preferences for interior layout and configurations. Updating Australian standards and design guidelines is another task to undertake.

A conference paper reports on the first stages of the research project. It’s titled, On the Road to Enhancing Transportation Access for People with Disabilities: A Data Review of Accessible Autonomous Vehicles Research.

From the abstract

The overall study focuses on improving transportation and mobility access for people with disabilities. AAVs can potentially provide accessible transport options, leading to improved access to medical care, employment, social inclusion, and safety.

The data review identifies key design information for accessible AVs. However, there is a need for more co-design prototyping, analysis of standards, and current design best practices. This review provides a comprehensive set of design principles for a AVs that caters to the diverse needs of PwDs.

Technology, transportation and inclusion

One fifth of all car journeys in the UK are taken by people with disability, and one third of those are taken as a passenger. So, connected and autonomous vehicles (CAVs) provide a great opportunity to create independent travel.

A 2020 article on the Open Inclusion website has a podcast and a video of two transportation specialists. They discuss the amount of change going on in the transportation industry. This is good in terms of being able to provide real time data on services, and other information such as station platform lifts being out of order. Electrification and automation are the other major changes, and opportunities for the private sector to provide services.

There is more useful information on this website on practical aspects of inclusion for people with disability: smart cities, inclusive travel, and universal design. It includes a link to the autonomous shuttle bus in an aged care village in Canberra. 

Accessible vehicles for all

A paper from the 11th International Congress on Transportation Research addresses the research gaps for accessible autonomous vehicles. The conclusions list the gaps, but in the end a universal design approach (co-design) will solve them all. Indeed, the researchers recommend including people with disability and older people in design processes.

The title of the paper is Accessibility of Persons with Reduced Mobility: the Age of Autonomous Vehicles and Accessible EU.

Lifelong mobility with automation

The arrival of the self-driving car could be life-changing for people who have been unable to own and/or drive a car. In their article, Towards Life-Long Mobility: Accessible Transportation with Automation, the authors explore some of the challenges and opportunities for automated vehicles for people usually excluded from driving. They conclude that the future of automated vehicles for currently excluded people seems to be promising.

From the abstract

Little research has been conducted on inclusiveness of traditionally excluded populations from driving. Even though we may envision a future where everyone can drive with perfect automation, the problem will not be that simple. we need to scrutinize all the design considerations – not only each population’s characteristics (capabilities and limitations), but also the entire system, technological limitations, and task environments. This paper explores challenges and opportunities of automated vehicles for multiple populations, including people with various difficulties/disabilities, older adults, and children.

Electric vehicles and wheelchair users

Good to see designers thinking about customising for the independent travel of wheelchair users. The designers claim that you can wheel yourself into the vehicle and drive yourself without the need for assistance from others.

This vehicle is available in the UK. We might have to wait for more electric vehicles to appear in Australia before this option is available here. See the website for dimensions and other information and more pictures. 

Transport, Mobility and Society

The Centre for Transport and Society has a mission to understand the interactions between mobility, lifestyles and society. This includes equity in transport and mobility.

Use the search facility to find projects and papers.

Making public transport attractive is an important aspect of encouraging people not to take the car. But it’s not all about making public transport better. A person’s life situation, family make-up, and age can also influence car use. So it’s not just about the infrastructure or service quality as a Nordic study found out.

Younger people are more likely to use different modes for the one journey. They use a mix of cycling, driving and public transport. However, if they have a drivers licence they will use the car more than those without.

Families with young children also prefer the car especially if the transpsort mode is not physically accessible. Older children are subject to parent preferences for driving them to school. This is particularly the case if the distance to school is significant. However, as children grow older, they are more encouraged to walk to school if they feel safe and the area is “walkable”.

Distance

Distance between home and workplace or the city centre impacts travel choice. The probability of using public transport increases when living five minutes or less from a public transport stop. But this was when the frequency was no more than 20 minutes between departures.

Station facilities were more important than on-board comfort for shorter trips. Unexpected and unpredictable delays were not viewed well, which means reliability is a key factor. Overall, travellers should be seen in their sub groups because their preferences are decided by different factors. This should be reflected in any marketing campaigns for active travel.

In essence, reliability and frequency are important attributes for making public transport attractive. After all, the car gives both. Car users need to be persuaded that there are benefits for them.

For people unable to afford a car, or physically unable to drive a car, public transport is essential. Norway has made considerable efforts to make their public transport system accessible.

The title of the article is, Factors that make public transport systems attractive: a review of travel preferences and travel mode choices.

From the abstract

Background: Many regions worldwide are struggling to shift from private cars to more sustainable transport modes. There is a lack of a comprehensive overview of the factors that make public transport systems attractive.

Aim: This review aims to offer insights into factors influencing travel behaviour and demand for public transport. To the best of our knowledge, this is the first review with a Nordic focus regarding public transport preferences and travel mode choices. The focus on these countries is because they have ambitious policies for reducing emissions in the transport sector.

Methods: The literature review encompassed international literature reviews and included an examination of results from the Nordic countries.

Findings: Reliability and frequency are important factors for creating an attractive public transport supply. However, there is only limited evidence about the impact of improvements in these attributes on public transport demand. This needs more research. This review highlights the importance of understanding the underlying motivations for choosing travel modes. Recommendations include further investigation to understand the attractiveness of public transport supply.

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.

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.

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.

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.

It’s easy to measure the trips made on public transport and produce statistics as a guide to transport planning. But what do you do about trips not made – how do you measure them? The only way is to ask people for their public transport stories about trips made or foregone. Qualitative research is as valid as any other method, but it doesn’t give simple answers in the form of statistics.

A qualitative study of 30 young people with disability in Tasmania reveals the importance of public transport in everyday life. Without access to it, people with disability are unable to work, get an education, and choose where to shop. Getting to medical appointments are difficult or missed unless someone drives them.

The researchers used community chats, World Café methods, and individual chats to gain information from participants. The research team recruited young people with disability as researchers as well as participants.

The verbatim accounts provide good insights into the importance of public transport in everyday living. This was especially the case for people who do not drive or own a car. And of course, if it is difficult for people with disability, it is likely difficult for many other people. For example parents with young children and older people.

Key points from the study

People with disability find using public transport difficult. Across the system there were tension points in physical, cognitive, digital accessibility, reliability and affordability. Briefly, the themes emerging from the study were:

– Difficulty planning the trip – confusing and poor access to information.

– Difficulty getting to the bus – unsafe surface, poor lighting, long distances.

– Nervous/uncomfortable wait for the bus – lack of real time information, no shelters or seats.

– Being vigilant on the bus – crowding, bullying, driver-passenger interactions, not knowing whereto get off.

– Stuck getting home – unpredictability of services and lack of real time information.

The sum total of the stories resulted in a refrain of “I can’t do anything”. There was a sense of restriction and missing out. “Unless you have someone to take you, you can’t go.”

The article is titled, “I have mentally cancelled a lot of trips”: Trips not made by disabled people due to public transport inequity in lutruwita/Tasmania.

There is a summary report on the Anglicare Tasmania website.

From the abstract

People with disability of all ages continue to experience transport disadvantage. Barriers to transport have been well documented. However, less is known about the consequences of journeys not made because of these barriers.

In this article, we share the trips not made and their impact on the everyday lives of 30 disabled people. The participants were disabled young people, from lutruwita/Tasmania, Australia.

Health, work, education, seeing friends/family and leisure trips are forgone due to public transport not being inclusive of disabled persons. Their stories suggest public transport use is still dependent on who you are, where you live and the complexity of the journey.

For transport equity, substantial change is needed in how the transport user is considered in transport planning and network delivery.

And even if you have access to a car…

Isolation due to private transport is also an issue if you don’t have a driver’s licence. A study by Monash University found that mental health, self-doubt and physical disability are reasons people opt not to drive. When you live in a regional area not being able to drive leads to greater isolation and barriers to work. A magazine article has more.

A survey of people with disability in England found that getting out and about in their neighbourhood difficult if not impossible. Two not-for-profit organisations ran a six month inquiry which revealed waking and wheeling is not equitable for all. Similar experiences have been identified in Australia. Footpaths and time to cross the road feature strongly.

Transport accessibility gap

Physical barriers to wheeling and walking are only part of the issue. Participants said they are afraid of negative comments from other people when walking or wheeling. Not having the right mobility aid was also an barrier to traveling safely and independently.

What to do about it?

The Executive Summary of the report lists 9 solutions with recommendations. First on the list is to involve people with disability in walking and wheeling policy and practice. Dedicated and well maintained footpaths are another key feature for improvements.

Footpath clutter, bollards, outdoor dining, and electric vehicle chargers need to be managed better. Some people don’t leave their homes on garbage collection days. Then comes the issue of interacting with cycle paths and cyclists. More formal crossings, kerb ramps and tactile paving would encourage them to walk or wheel more.

We need more time to cross the road

Transport engineers use a standard walking speed to time traffic signals at I.2m per second. UK transport guidance updated this to 1.0m per second but this is still to quick for slow walkers and people wheeling. This makes people feel unsafe and limits their ability to get out and about. Research cited by Australian researchers found that people using a cane or crutch walked 0.8m per second and people using a walker 0.63m per second.

The blog article with an overview is titled, Disabled Citizens’ Inquiry: Giving disabled people a voice in walking and wheeling policy and practice. You can also download the Executive Summary and the Full Report of the Inquiry. The report comes in alternative formats too.

Although this is report is based on English conditions, the findings support other research in Australia and elsewhere. The section on Transportation on this website has more.

“Mind the Gap” on public transport has an additional meaning for people with disability and other marginalised groups. It’s not just the barriers and inconveniences, it’s also the indignity that people experience. Gaps result from barriers in infrastructure, communication systems and attitudes. Consequently, not everyone is able to maintain their dignity on buses and trains.

Image from Queensland Transport’s Access and Inclusion Strategy.

Perceptions of dignity are about not feeling discrimination, shame or humiliation. Positive experiences of acceptance and inclusion help maintain dignity even when things might not work well. A research study in Queensland explored these issues with people with disability.

The researchers found that dignified mobility experiences were not isolated or momentary. Rather, entire travel journeys that were accessible, inclusive, equitable, promoted independence and enhanced self-worth contributed to dignified mobility experiences. And it wasn’t all about infrastructure.

Interpersonal interactions experienced in physical, digital and communication spaces across travel journeys were just as important as physical barriers. A sense of dignity came from feeling respected, appropriately helped and being treated like anyone else. Both tangible and intangible aspects of the whole journey need consideration. The researchers point to a universal design approach.

The research paper provides key information for a universal design approach to dignified journeys. They include detail on accessible and inclusive information and the need for empathic systems and staff.

The title of the article is, The dignity experience of people with disability when using trains and buses in an Australian city.

From the abstract

When transport systems are accessible and inclusive, people with disability experience dignity. When personal mobility is constrained by physical, social and/or communication, barriers, people with disability experience exclusion and risk to their dignity.

This study explored the role of trains and buses in an Australian city in supporting access, inclusion and dignified mobility experiences for people with disability. Twenty-six semi-structured interviews were conducted with participants with diverse visible and invisible disabilities.

The findings highlight the complexities involved with navigating public transport systems while maintaining dignity. Accessible and inclusive information, infrastructure, and interactions with staff ensured dignified mobility experiences.

Dignified mobility experiences represent a complex and dynamic interaction between personal experiences and preferences, impairment-specific requirements, transport infrastructure, interpersonal experiences, and information inclusivity.

Designing bus transit with universal design

Norway has a long-held commitment to universal design across all sectors. However, with the best will in the world the concept is still poorly understood in transport infrastructure. When Trondheim initiated its new rapid bus transit system, universal design underpinned the design parameters. But designing bus transit infrastructure requires some joined up thinking and joined up standards.

The Trondheim infrastructure experience

The case study of Trondheim in Norway shows how the best laid plans can go awry if there isn’t joined up thinking at the planning stage. Once this was realised the next step was finding ways to remedy the situation. That’s because Trondheim replaced their whole fleet with the new metro buses.

Photo of the Trondheim bus transit

In a conference paper Jacob Deichmann outlines the issues and the different ideas and lists them in a handy table. All the stations were built to Norwegian State guidelines for accessible design. The “kneeling” buses were designed and built in Belgium. But there was a big gap between bus and kerb edge. The size of the gap also depended on the skill of the driver in getting as close as possible to the kerb.

Once this discrepancy was discovered advocacy groups complained to the media and to politicians. The response was that they met the access standards, but manual flip ramps would be added. However, this does not provide equitable access as someone has to deploy the ramp taking up valuable travel time. And efficient travel times was a key element of the system.

The paper has a chart giving an overview of the different remedies suggested based on product research. It lists the various ramp systems, gap-fillers and bus pads at kerbside. The chosen solutions were training of drivers in the short term. In the medium term there was to be a trial of motorised ramps, the bus pad and a guiding system. Longer term solutions were the gap-filler method and raised platforms.

When standards and guidelines aren’t enough

Both the platform designer and the bus manufacturer followed valid guidelines and best practice. The lack of consistency in the guidelines makes it difficult for non experts in universal design to make the best choices. In the worst case scenario, following standards can prevent a universal design approach.

More training on universal design is required at the planning and procurement stage. The underlying concept of providing an equitable and accessible means of transport needs to be fully understood.

The title of the conference paper is Universal Design in the Metrobuss System of Trondheim, Norway – Challenges and Solutions.

The short video below shows the convenience of an automated Perth bus ramp deployed for a wheelchair user and then everyone else used it.

A better example of universal design is the Bergen Light Rail project.

Many parents would like their children to travel to school independently, but they think it’s unsafe to do so. Taking a universal design approach, if we improve pedestrian infrastructure for children, we also make it better for everyone. Safe children means safe adults.

Prue Oswin’s survey of parents on the Sunshine Coast revealed their perceived and real barriers to safe walking for their children. Crossing roads without designated crossings was of the most concern. Crossing at roundabouts and roads without a pedestrian refuge island was also concerning. Zebra crossings were the most favoured by parents especially if they were raised. These are the same issues for people with disability and older people.

Pedestrian hot spots tell one story, pedestrian absence tells another. This is where statistical data do not measure journeys not made. Consequently, relying on such data is misleading in the quest to get more people walking and wheeling in their neighbourhoods.

The Safe System approach is about preventing traffic crashes resulting in serious injury. The basic premise is that if a driver or pedestrian makes a mistake, a serious accident is less likely. Oswin’s study shows that there are gaps in this approach that traffic engineers need to address.

Spin offs

The most obvious spin-off from more walking are the health benefits which lead to better concentration and wellbeing. Also if children get walk to and from school independently, parents, usually women, are able to increase their workforce participation. Other beneficiaries are people with mobility impairments, and people who are blind or have low vision. Parents themselves might also be encouraged to walk more.

Designing for people at either end of the age bell curve means that everyone else is included. Consequently, the often forgotten group, children, are key piece of the inclusion jigsaw.

The title of Oswin’s conference paper is, Activating transport to schools with a Safe System, renewable energy and community engagement. There is also a slide deck with lots of photos, graphics and data that underpin the paper and the research.

An academic research paper supports these findings. The paper is titled, Children’s and parents’ perceptions on safe routes to schools: a mixed-methods study investigating factors influencing active school travel.

Abstract

The proportion of children walking or riding to school is dwindling in Australia, while pedestrian injuries are among children’s leading causes of death. A mixed-methods survey was conducted on children and parents of two schools in Australia to understand travel behaviours and attitudes towards active transport to school (ATS).

Results showed that road safety perceptions predicted ATS, unlike distance to school and stranger danger. The design of the routes to school was found to be crucial in facilitating ATS, to address the fear of road danger. Practical implications include the need for more controlled pedestrian crossings and protected bike paths.