Transport and Health Guidebook

People waiting at a Melbourne tram stop. The tram is approaching. Transport and Health Guidebook.Transportation professionals are aware of the connection with health, but are public health professionals making the links? In general terms we know that the design of the built environment impacts on health. Transportation systems are part of the built environment and therefore impact health as well. From the USA comes a well-researched transport and health guidebook that joins the dots. 

The guidebook is primarily for transportation practitioners. It has a set of tools and resources for planning at all levels and for collaborating with health stakeholders. The guidebook also serves as reference for public health practitioners to learn more about how to contribute to transport planning.

The guidebook is titled, “Connecting Transportation and Health: A Guide to Communication and Collaboration”. It contains, tips, tools, case examples, process steps and integration opportunities. The intersections between transport and health are presented in table format. While the guide is based on USA organisations, it is applicable in other countries.

The research project underpinning the guide found communication challenges between health and transportation professionals. The challenges included the different jargon and terminology, and the different planning processes. Acquiring relevant data for analysis was another issue. Consequently, the researchers needed to find out how the two disciplines could work together more effectively.

The aim of the guidebook is to foster partnerships between transport agencies and public health organisations. Each have their jargon and assumptions and these need to be clarified throughout the process. There are two documents:

      1. The full guide, Connecting Transportation & Health: A Guide to Communication and Collaboration. This is an 84 page document that includes information on the underpinning research.
      2. The Quick Reference Key Tables and Tools has the key elements for practitioners.

Public mental health

Delegates at an international conference in Barcelona participated in a workshop that provided some useful insights into transport related factors that could impact public mental health. While there are many factors that influence mental health, urban design can provide protective factors.

The title of the article is Scoping assessment of transport design target to improve public mental health.

Barriers in public transport for people with mental health conditions include crowds, waiting times and lack of information. For more on this, see  Universal Design of Public Transport Systems for People with Mental Health Impairments

Accessible Transport Guide

Front cover of the accessible transport report. shows people boarding a tram. Accessible Transport good practice guide.Improving Transport Accessibility for All: Guide to Good Practice, covers transport information, the road and pedestrian environment, infrastructure, vehicles, private cars, and emerging transport services.

The information is detailed and specific in this OECD guide. Examples from different member countries are provided. Although the Guide was published in 2006, the information is still relevant as progress has been slow, particularly in Australia. You can download the guide in PDF from the OECD International Transport Forum website. It is interesting to note that the guide is following its own advice on best practice in the presentation of information.

Accessible Transport: The Economics

Aerial view of a railway line, main roads and suburban streetsInaccessible transport can be a major barrier to participation in social and civic life, and this has a knock-on effect for the economy. Transport is not usually something we do for its own sake. We use transport in one form or another to achieve something else, such as shopping, going to work or school, or for social activities. It is the glue that holds together the many activities people undertake in their daily lives. But not all transport systems and facilities are accessible to everyone – and it is not just about users of mobility devices. 

A discussion paper from New Zealand recognises that some disabilities are invisible, “… given that arguably everyone is a beneficiary of universal design some of the time; that many factors influencing participation are invisible, such as mental illness or hearing difficulty, for example; if an observational measurement method is going to be used, then it must necessarily involve a proxy measure for ‘beneficiary of universal design’.”

This is an encouraging approach because many studies measure ability and disability of individuals at one point in time, and not across the lifespan. The paper includes a road crossing case study from Hamilton in New Zealand. It concludes with the need for mutual understanding between those who plan and build transport and those that use it. The discussion paper on estimating the costs and benefits of participation was prepared by the Roundtable on Economics of Accessible Transport, part of the OECD International Transport Forum.

International transport forum logoThe OECD website has an iLibrary of discussion papers for this Forum. Filtering for “accessibility” brings up several papers, many of them recent.   

 

When universal design is not enough

A person with a wheelie walker trying to negotiate the gap between the bus and the kerb.
The gap between the kerb and the bus

Having different contractors for different parts of an infrastructure project is a risk for accessibility. It can literally fall between the cracks. Having overarching principles of universal design is not enough to ensure accessibility of interconnecting infrastructure. When different companies build stations and buses we need to make sure they join up well. This was not the case in Norway.

A conference paper explains the situation for the new Metrobuss System in Trondheim. When the construction of stations and buses was well underway, they discovered they were built to different access standards. This made is impossible for wheelchair users and others to use the new system. Norway has a reputation for promoting universal design. So what did they learn from this situation?

First, there are always challenges in implementing universal design. It’s one thing to have it on a page, and another to have it in real life. Both bus and station manufacturers followed valid guidelines. Harmonising guidelines was the first lesson. 

The people involved were lacking knowledge about the ideas an principles of universal design. Second lesson is to have user and expert involvement throughout the process. When issues arise, it is easier to find solutions before it’s too late.

A woman is getting on a bus. The footpath has a built up pad to raise the height so she can get on the bus. When universal design isn't enough.
A bus pad raises the height of the footpath

The paper describes some ‘work-arounds’ – some worked better than others. As with other projects, a ramp is not always a workable solution to patch up a design. The paper has 13 solutions specifically designed to overcome the access issues.

The title of the paper is, Universal Design in the Metrobuss System of Trondheim, Norway – Challenges and Solutions presented at the International Universal Design Conference in 2021 in Finland. It is open access or you can download the PDF version directly. 

Abstract

The presentation describes challenges and possible solutions for achieving truly accessible high-class urban public transportation based on a case from Trondheim. The implemented solution did not reflect the wheelchair user’s needs– despite clearly stated ambitions for accessibility.

Ramboll conducted a study comprising a screening of the international market for relevant solutions, combined with interviews with representatives of Public transport authorities. The results were presented to the local user’s representatives, and some solutions tested on location. Based on this process, recommendations were made for short, medium, and long-term solutions.

The project highlights the need for involvement of sufficient professional knowledge of universal design in the planning phase as well as in the implementation phase.

Road safety for wheelchair users

A person in a powered wheelchair riding along the footpath. We need more road safety for wheelchair users.
Powered wheelchair user

A study in Sweden tackles the issue of ‘vulnerable’ road users, particularly powered wheelchair users and older people. European Union data show that fatal accidents involving vulnerable road users is equal to vehicle accidents. So what are the issues for the road safety for wheelchair users?

Researchers watched wheelchair users moving around the streets to see how they interacted with the built environment. Dealing with traffic was one aspect, but uneven surfaces, steep slopes and other pedestrians also play a part in safety.

Traffic conditions have not adapted to vulnerable road users and this is an area for improvement. Safety relies on individual coping strategies to deal with risks. Researchers found that one third of accidents were due to differences in ground level, typically the kerb. 

The title of the article is, Obstacles and risks in the traffic environment for users of powered wheelchairs in Sweden. It is open access. The study was included different disciplines: design, physiotherapy, disability studies and biomechanics. The long term goal is to reduce accidents and reinforce active participation for people with disability.

Highlights from the study 

      • Video observation and interviews can identify risks and obstacles in traffic environment.
      • The degree of accessibility affects the degree of risk taking in traffic environment.
      • Identified risks were due to deficiencies in built environment and poor maintenance.
      • Other risks were related to interaction with other road users and poor visibility
      • Negative impacts of coldness, precipitation and poor snow clearing.

From the Abstract

The aim of this interdisciplinary qualitative study was to identify obstacles and risks for Powered Wheelchair (PWC) users by exploring their behaviour and experiences in traffic environments.

Videos and in-depth interviews with 13 PWC users aged 20–66 were analysed for this study. The videos include real-life outdoor observations exploring experiences of PWC use on a daily basis in Sweden. 

Participants faced and dealt with various obstacles and risks in order to reach their destination. For example, uneven surfaces, differences in ground levels, steep slopes, as well as interactions with other road users and the influence of weather conditions. This resulted in PWC users constantly accommodating and coping with the shortcomings of the vehicle and the environment.

There are still major challenges for preventing obstacles and risks in the traffic environment for PWC users. To discern PWC users in traffic accident and injury data bases, a start would be to register type of aid used for persons involved in an accident.

Furthermore, to emphasise PWC users’ role as vulnerable road users, it may also be advantageous to describe them as drivers rather than users when navigating the traffic environment.

By incorporating emerging knowledge of PWC users’ prerequisites and needs, and including them in research and traffic planning, the society will grow safer and more inclusive, and become better prepared for meeting future demands on accessibility from an ageing population.

Inclusive mobility systems: A framework

Disney monorail travelling on a raised rail over water.Transportation systems are more than buses and bus stops, or trains and stations. They consist of infrastructure, customer service, regulations, and system organisation. Taking a universal design approach is a good way to frame and achieve inclusive mobility systems.

The chart below shows the conceptual framework for inclusive mobility. It was used as the basis for a research project. 

Graphic showing conceptual framework with three key elements: Universal design, mobility and accessibility requirements and competences and responsibilities of involved actors.

The 7 Principles of Universal Design are translated into mobility and transportation language. Different sectors have responsibility for these components: government, private, academia, and advocacy groups. The title of the article is, Composing a Conceptual Framework for an Inclusive Mobility System. The article goes into more detail of the various components of the system. The final table identifies eight inclusive components:

      1. Vehicle equipment
      2. Environment
      3. Trip management
      4. Assistance
      5. Operational organisation
      6. Regulations and standards
      7. Awareness raising
      8. Funding

It is good to see the practical application of the Principles of Universal Design in relation to inclusive mobility. This framework brings components together nicely. 

From the Abstract

This paper addresses the question how a future mobility system can be accessible to everyone regardless whether or not they have a disability. The purpose of a conceptional framework is to show how to design and organise an inclusive mobility system.

The research question is based on the seven Principles of Universal Design”, the “UN Convention on the Rights of Persons with Disabilities” as well as on the UN goals on sustainable development.  These theoretical principles on inclusion and inclusive design are transferred to the interdisciplinary concerns of spatial planning.

The identified accessibility and mobility requirements of individuals with disabilities are assigned to the roles and responsibilities of government, the private sector, academia and civil society and advocacy groups.

This approach identifies innovative solutions that constitute an inclusive mobility system by considering technology and non-technological driven aspects. Eight inclusive components (called i components) for the future design and organisation of an inclusive mobility system are formulated: i-Car, i-Environment, i-Ride, i-Assist, i-Organize, i-Code, i-Image and i-Funding.

 

Transport and disability sector engagement

A white SUV is parked across the footpath nosing into a drivewayHow do you find the people who are most disadvantaged by transport system design when they don’t or can’t travel? If you can’t find them then how will you know what an inclusive transport system looks like? A guide to disability sector engagement for transport professionals is a great idea.

One of Bridget Burdett’s research interests within the transport sector is transport inequity.  Her paper, which includes a good practice guide, explains the issues and how to address them. One of the key issues is for professionals and users to understand each other. The language of transport takes time for professionals to learn, let alone community members. So that’s one place to start.

Burdett’s paper sets out recommended practice for transport and lists specific terms of engagement. The research for the Guide was commissioned by the New Zealand Transport Agency. The title of the paper is, Disability sector engagement: Good practice guide.  The Guide will be useful for engaging with the disability sector for any infrastructure project. 

Bridget has also written a case study about a wheelchair user and her experiences. It’s titled, Transport and Disability: Brook’s Story.  Here’s one of the quotes from Brook: 

“I was told by a security guard, “you can’t be here, it’s a fire risk”. And I said, Why? Am I more flammable than other people?”

The kerbside and mobility

A streetscape of the future with street plantings, outdoor eating and a driverless car in a 30 kph zone.
Image from the whitepaper depicting a future street

The idea of smart cities, driverless cars, and artificial intelligence is propelling us into the unknown. But there are some things we can predict. Everyday things will be seen in a new light. The kerbside for example. Other than kerb ramps most of us don’t think about the kerbside and mobility. But somebody else has.

The Future of Place webpage has a link to a report that looks at the Future Ready Kerbside. The publication by Uber and WSP explores what the future might hold in the context of shared mobility and liveable cities.

The kerb is the intersection between the pedestrian area and the road. How space is allocated each side of the kerb dictates who can access these spaces. The kerbside is not passive infrastructure so we need to prepare for its future use. It needs careful management by city leaders.

There are ten recommendations in the Executive Summary of the report and they include:

    • Co-design the vision for places in partnership with the community, businesses and governments. 
    • Move from general parking to pick-up/drop-off for people and goods to improve kerbside productivity and access to local places.
    • Take a people-and-place first approach so that new mobility is an enabler and not a detractor to realising the co-designed vision.
    • Street design guidelines must get ahead of new mobility and proactively focus on the best possible outcomes for people and places.
    • Prioritise walking to access local places, along with transit and
      micro-mobility, supported by funding for local infrastructure. 

The full report is titled, Place and Mobility: Future Ready Kerbside and has more technical detail.  Both the full report and the executive summary have interesting infographics and images depicting how the future might look. 

Pedestrians on Wheels: A new paradigm?

Personal mobility devices are shown as the Segway, Hovertrax, Ninebot Mini, Solowheel, Onewheel, and Z-board.Pedestrians are becoming more diverse. Consequently, moving through public spaces needs more design consideration by urban designers. It also means accessibility and safety is more than having kerb ramps and level footpaths. Pedestrians on wheels is a new paradigm.

Mobility will become more complex as mobility choices increase especially with battery powered devices. We already have a diversity of pedestrians. They come with baby strollers, wheeled suitcases, wheelchairs, guide dogs, walking frames, and skateboards. Then we add powered devices: mobility scooters, wheelchairs, Segways, hover-boards, and e-scooters. And the line between mobility aids and other wheeled devices is blurring in terms of road and footpath use. 

Manoeuvring around all these different pedestrians is difficult enough. Then we need to add in people who are using umbrellas, carrying large parcels, pushing delivery trolleys, and those looking in shop windows and their smart phones. And let’s not forget bicycles and e-bikes. 

 An interesting study on personal mobility devices is reported in  Diversity of “Pedestrians on Wheels”, New Challenges for Cities in 21st Century“. The article has a surprisingly long list of different categories of pedestrians and their differing obstacles and needs. For example, pedestrians with wheeled elements and pedestrians requiring more action time. 

Cars take priority in planning

Traffic management authorities collect data on vehicle traffic flows, but not pedestrian movements. Data are, however, collected on pedestrian road accidents and deaths. Pedestrians who feel unsafe on the street will curtail their movement in their neighbourhood. The number of journeys not made because of road and street design are not known. 

In the conclusions, the authors discuss the need for regulations for users and on the use of the devices, and using designs which can be easily detected by other pedestrians by using colour and sound. 

New ideas about “Movement and Place” are at odds with the “Roads and Traffic” paradigm. Something will have to give if we want more walking. People limit where they go based on how safe they feel. Pedestrian crossings aren’t designed with all pedestrians in mind – they’re designed with traffic flows in mind.

Extract from Abstract 

Reality shows us that pedestrian diversity is a reality that is becoming increasingly complex. In the 20th century the car set aside horse carriages and pedestrians. In the same way, 21st century pedestrians are taking centre stage with policies for walkability. But the design of streets for this new paradigm has yet to be solved. 

Citizens on scooters, skates, skateboards, Segways, and unicycles, are added to the already traditional baby strollers, wheelchairs, and suitcases with wheels. “Pedestrians on wheels” poses new challenges of coexistence and design. These are considerations of universal accessibility that we cannot leave out while our society progresses.

This paper identifies some of these new needs and presents a progressive analysis in three phases: 1 classification of the different user of the street, 2 study of the Personal Mobility Devices (PMD) and 3, the new accessibility barriers that arise with the use of PMD. As a result, some action strategies are pointed out to respond to the difficulties of accessibility derived from this new reality and to integrate them into the universal design of the urban public space.

The article is from the proceedings of the UDHEIT 2018 conference held in Dublin, Ireland. It is open access publication.

One of the seven Lime designs. A two seater tricycle.Micromobility is now accessible for people with disability thanks to seven new designs launched by Lime. They are not “disability” specific – just good design useable by more people. The article is on FastCompany website. 

Accessible rail systems: A global study

Global map with different coloured dots depicting different levels of accessibility in different cities.If you are a wheelchair user and want to travel by train, the best places are in Asia and Europe. That’s according to a global study on accessible rail systems. The key points of the study are:

    • The lack of accessibility is not only an issue in developing countries.
    • The systems’ accessibility level varies even among cities of the same country.
    • 62% of all systems with good accessibility are located in Asia and Europe.
    • 19% of the systems do not provide any information about their accessibility status.

The title of the article is, Wheelchair accessibility of urban rail systems: Some preliminary findings of a global overview. It is open access from ScienceDirect. 

The article has a graphic showing the level of accessibility by city (shown above). It shows Sydney as “fully accessible”. However, in 2021 Sydney is still retrofitting lifts into urban rail stations. The historical context of accessibility, or lack thereof, in each country is a key factor in the current accessibility status. 

The authors conclude,

“This study aimed to present a preliminary and general overview that can be valuable as a starting point for other studies on this subject. Thus, we encourage future studies to consider the real accessibility at the stations (and the availability of all the required infrastructure), not just the accessibility that is declared by the systems’ operators on their official website, as that information may not be updated nor even realistic.”

The research was carried out by an international team funded by institutions in Taiwan, Brazil and Chile. 

Designing and reorganising transport hubs: A framework

Inside Kings Cross Railway Station in UK showing two floors with shops inside a giant atrium.Seamless transitions between walking, cycling and public transport are important for the environment, inclusion and for reducing traffic congestion. That’s not a new idea. How to do it is another matter. The MATCH-UP project in Europe developed a method to assess how policies are measuring up and creating design solutions. The method and background to the project are presented in a new article published in Sustainability.

The aim of the method is to support designers and decision-makers who need to re-organise existing transport hubs and plan new ones. This detailed document is good for anyone in transport planning and transport policy, sustainability, accessibility and universal design in the built environment. Accessibility and universal design are embedded in all aspects and not listed at the bottom as an afterthought. 

The title of the article is, Assessing the Performance of Modal Interchange for Ensuring Seamless and Sustainable Mobility in European Cities.  

Embedding of universal design principles is discussed as a first step. It will “ensure high-quality spaces in every condition and for every ability, being permanent or temporary.” Key factors are listed as, universal design, accessible pedestrian routes, parking facilities, shared mobility and wayfinding.

Dedicated staff and services to assist people moving inside the main transport hubs. That’s because distances and wayfinding are often complex.

 

Out and about with “new mobility”

A 3D model of urban streets and different forms of transport. Transportation’s latest buzz-word is “new mobility”. The focus of transportation has moved from infrastructure to people getting out and about. That is, a move from what it is to what it does. Our mobility, whether walking or riding, is key to everything else in our lives. Transportation connects us to people and places. The impending changes to the way transport services will be delivered in the future is the topic of a new strategy document.

The Smart Cities Council released a transportation strategy, Mobility Now: Connecting Communities, Smarter, Sooner, Safer. We are on the cusp of major change with electric and automated vehicles. But this change will offer little to our sustainability and inclusion goals if the only thing that changes is the type of car we are likely to buy.  

The strategy outlines steps including redesigning the urban environment, introducing more accessible mobility, and creating an incentive regime. Of particular concern is solving the problem of  “first and last mile” options. 

You can read an overview of the strategy and also download the full document. It is a call to action for a coordinated approach across government, the private sector and the community. 

 

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