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 publicationby 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 Summaryof 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.
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.
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.
What brings repeat business to an airline? Improving snack selection, smiling staff, warm welcome messages on video screens? None of these. Anyone who has travelled by air, even those who do it regularly, will know that the aircraft itself is rarely the issue. The issue is anxiety. And you can double that for anyone with a cognitive or physical condition which makes it more difficult. So what can be done to make flying less miserable?
An interesting article in FastCompany explains how the anxiety begins before leaving home. Will I miss my flight? Is my baggage under the weight limit and will it arrive safely? Will there be room for my carry-on? And in the current situation, will I catch COVID? The anxiety continues with queues for passport control, waiting for baggage and finally getting to the destination. No wonder travel is tiring.
So the answer to improving customer satisfaction and repeat business is finding ways to reduce anxiety and smooth the the travel experience. The article makes no mention of travellers who need additional supports, but the content of the article has some good points. It is basically about designing the travel experience to be more convenient and easy to use – aligning with universal design concepts.
There is a related article about the future of air traveland how problems might be solved with AI. The article covers boarding processes, linking ground transport with air transport, and minimising poor passenger behaviour.
Transportation is more than trains, planes and automobiles. The design of the built environment can make or break a successful transportation system. Transport for NSW and the state government architect recognise this and have come up with a great guide to movement and place.
The guide aims to change some established ways of working so that we get better places and better outcomes. It outlines:
a collaborative method for practitioners, stakeholders, and the community
shared responsibility and a shared language to support collaboration
a process for implementing this approach in decisions and project types
criteria for measuring and evaluating movement and place now and in future projects
The Practitioner’s Guide to Movement and Place has three main sections. The introduction to the concept and implementing a place based approach cover the practicalities. The third section is more about understanding why this approach is important. The guide is necessarily technical in places and has a reference list at the end.
Established working practices and standards are likely to change, according to the guide. It is asking professionals to think differently about their role in creating successful places.
Editor’s Note: I couldn’t find a mention of accessibility and inclusion. I assume that practitioners will make this part of the process, but that means it will likely rely on existing standards. Aboriginal custodians get a mention.
When it comes to accessibility in the built environment, wheelchair users get the most attention. Partly because the access icon looks like a wheelchair user, and partly because built environment standards are based around them. But what about users of other mobility devices? A long ramp might be no problem for a powered wheelchair user. However, walking a long ramp with a wheelie walker, or pushing up a wheelchair is another matter. Mobility scooter users are another group often left out of design considerations. That’s just one issue raised in an articleprepared for the UD2020 conference now rescheduled to May 2021.
The article concludes that thoughtful attention to the planning, design and maintenance of places and spaces could minimise current obstacles to using powered mobility devices. These devices are also a low carbon transport option, but if the built environment poses barriers, it will be back to he private car or taxi.
Abstract: Recent research in Australia on powered mobility device users highlights that the built environment does not cater for their inclusion. The powered mobility device as an assistive transport technology is vital in ensuring access to public services to ensure health and wellbeing for people with mobility impairments. In this paper, we examine how users are co-producing urban design through their practices performed “out in the wild”. We identify the pressing considerations for how powered mobility device users both survive and thrive. Firstly, as electric powered mobility devices, they face similar legislative and regulatory issues to e-scooters and other niche innovations currently being trialled on city streets that both solve problems and create them for urban governance. How to create inclusive policies for powered mobility device users that allow safe travel and easy access is currently not well understood. Secondly, the impact of climate change on energy systems is creating momentum for renewable power and smart systems that will in turn impact decisions and policies around electrified private and public transport and associated energy infrastructure. It is important that powered mobility devices are not overlooked in planning for inter-modal electrified transport. Third, national and international efforts to achieve safer and more sustainable “car free” cities to reduce congestion and increase liveability need to include design for powered mobility device users. This could potentially provide spaces for greater inclusivity and social integration of powered mobility device users through the design of public and private spaces. Finally, an ageing population globally is set to encourage demand for technologies and accompanying infrastructure to facilitate mobility into senior years. Given the nexus of legality, energy, sustainability and ageing, it positions this paper’s focus as an integral linchpin to critically informed and inclusive urban design.
Accessible parking spaces are the focus in the latest issue of the access consultants newsletter. Each contributor offers a different perspective on the topic. Nick Morris gives a personal story, and Howard Mutrie and Eric Martin get technical with standards. Rachel Whymark discusses car parking related to Specialist Disability Accommodation. As with all standards there are always some anomalies and these are discussed.
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. A study carried out in New Zealand ran a pilot study for measuring pedestrians using mobility devices. The aim was to develop an appropriate counting tool and survey template to help with transport planning.
The New Zealand study by Bridget 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.
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.
How difficult can designing a bus stop be? Turns out there are lots of elements to consider. Bus stops are one element of an accessible and inclusive travel chain. Each country has their own format or standards for bus stops. But this doesn’t help visitors who are unfamiliar with the design and how it works.
Accessible bus stops are more than a stop sign and perhaps a seat with a shelter. It has to fit within an accessible urban environment. Footpath materials, information and communication and street furniture all have a part to play. A bus stop outside an airport in Portugal is the subject of a case study. The researchers looked specifically at older travellers. They were able to compare bus stops back home with the one at the airport and give useful feedback and share ideas. Portugal is a favourite destination within Europe so there were many comparisons.
The results were generally consistent across the responses regardless whether the respondent had a disability. Many of the responses were fairly obvious, such as barrier-free footpaths and no obstacles around the bus stop. Shelters with seats at a suitable height and easy to read timetables rated as important. Of course, a bus stop is useless if you can’t use the bus, so low floor buses were important.
Abstract: Sustainable mobility demands an integrated approach covering all modes of transport in a built environment designed for everyone. Social inclusion strategies required the improvement of transportation for people with reduced mobility. Universal accessibility has been incorporated into urban renovation processes, settlement, housing and transportation. Assessments have been made in measuring the performance of spatial indicators and usually consider technical parameters and/or user perception. In the context of accessible tourism, infrastructures and services have been adapted to be inclusive for all. Accessible built environments are required hence urban spaces, buildings, transport vehicles, information technology & communication, and services must bear in mind the approach of Age Sensitive Design. The research project Accessibility for All in Tourism focuses on bus stops designed to be age-friendly and inclusive. A questionnaire was developed for the elderly tourist aged 60+ about their perceptions of bus stop environments in their countries. Findings indicate that elderly tourists with disabilities are more critical of the existing accessibility conditions, and have a greater perception of the inclusive characteristics of bus stops. Furthermore, although older people take barrier-free spaces into account, there is some criticism around pedestrian crossings, bench design and the lack of room for wheelchair users.
Thirty years ago, Curitiba’s forward-thinking and cost-conscious planners integrated public transportation into all the other elements of the urban planning system. They initiated a bus system that focused on meeting the transportation needs of all people. Consequently they claim to have a system that is both efficient and accessible.
While the tube shaped bus shelters seem a little cumbersome being raised up to be level with the bus entry, they shelter travellers from the weather and create a relatively level entry to and from the bus. They also claim that time spent at each stop is less than 30 seconds. Read about the planning of this rapid transport system in southern Brazil. It should be noted that this is not common practice in other parts of Brazil. The title of the article is Curitiba Bus System is Model for Rapid Transit.
We all want the same things from rail travel. Value for money, getting a seat, and arriving on time. But some need a bit more than this. Step-free access, accessible information, accessible toilets, and easy ticket purchase. These are some of the findings in an Australian rail travel report.
The Australasian Centre for Rail Innovation report is based on an international study. Public transport systems in five countries were reviewed. The aim was to identify good practise and issues yet to have solutions. The executive summary reports:
Many people with disability experienced abuse and discrimination from both passengers and staff.
Easy access to reliable information was critical for planning a journey.
There is a considerable difference between urban and rural areas when it comes to accessibility.
The five countries reviewed in the report are Spain, UK, Australia, Sweden, and United States. Public transport links with tourism and the same innovations are needed here. Accessible retail, workplaces, banking, and easy access in and around rail and transport hubs.