Accessibility Data Collection: a Huge Challenge for Cities and Transit Networks

Accessibility Data Collection: a Huge Challenge for Cities and Transit Networks

by | 29 Oct, 2021

The United States seen from orbit

Accessibility Data Collection: a Huge Challenge for Cities and Transit Networks

It has been around ten years since we massively adopted the use of GPS on our smartphones. But while this tool is extremely helpful for car journeys, it is much less efficient to calculate routes for pedestrians, and even less for wheelchair users. 

Navigating urban spaces with different abilities requires having access to specific, standardized, and comprehensive data about pedestrian pathways. However, this data is often unavailable. And when it does exist, it is partial and lacks consistency between territories. Are there curb ramps? How steep is the slope? Are there accessible pedestrian signals?

Numerous projects around the world aim to collect and harmonize data on pedestrian routes and in particular accessible routes. Let us look at the main initiatives that will make it possible to create more inclusive maps, GPS navigators and journey planners for all in the future!

Why data collection is so important to enhance mobility for people with disabilities?

Data collection has long been prioritized for streets and cars. Facilitating the mobility of pedestrians, especially pedestrians with a disability, requires collecting data on sidewalks, pedestrian crossings, and public transit networks.

People with disabilities need an accessible and seamless mobility chain to navigate independently. They need some specific features according to their mobility profile. Wheelchair users require wide pathways, lowered curb, and ramps or elevators to overcome grade breaks. Wholes or steps become intractable obstacles that ruin any attempt to move. 

Pedestrians who are blind or have low vision need a breadcrumb trail to keep their direction, tactile warning indicators before hazards, auditory bearings, and accessible pedestrian signals. 

People with an intellectual disability need safe and reassuring spaces, easy-to-read signage, pictograms, and colored markers. 

If one of the links in the mobility chain is broken, getting around becomes impossible. 

Today, navigation and routing applications do not take this data into account for the simple reason that it is insufficiently available. Therefore, data collection and harmonization are a major issue. How to describe accessible routes? What data to identify? How to avoid local variations? How to categorize it? How to make it available? 

Another challenge is to define mobility profiles. Manual wheelchair users do not have exactly the same needs as power wheelchair users. People with low vision do not have the same needs as blind people. Every kind of disability has its specifications, and every person their preferences.

OpenStreetMap and accessibility data

OpenStreetMap is a worldwide initiative to create and provide free geographic data, such as street maps, to anyone. Data is collected and recorded by volunteers all over the globe and can be used freely by service providers. Every citizen has the power and the tools to create a high-quality feature-rich map of their country, their states, their communities, and their neighborhoods.

However, most maps do not contain relevant accessibility information. Tags and keys are missing. OpenStreetMap aims to be the best world map for disabled users – by keeping track of important tags like wheelchair accessibility with Wheelmap, and by creating accessible versions of the map. It is important that OpenStreetMap’s data is open in full because it makes these things possible – to process a world map into a guidance app for the blind, or a map of only wheelchair-accessible places. 

The OpenStreetMap Wiki page about disabilities shares advice and good practice to create accessible maps. It gives tagging principles for disabilities. 

For blind or visually impaired people, mapping should include following information:

⊗  Tactile paving,

⊗  Accessible pedestrian signals (APS) with sound or vibrating indications,

⊗  Pedestrian crossings with islands,

⊗  Public transportation stops with platforms,

⊗  Audio signage,

⊗  Elevators with or without braille writing or embossed printed letters,

⊗  Handrails with braille writing or embossed printed letters,

⊗  Tactile maps,

⊗  Meeting locations of organizations of the blind and visually impaired,

⊗  Shops for optical glasses, eye doctors and hospital departments for eye diseases,

⊗  POIs that offer special products for the blind,

⊗  POIs that offer special accommodations for the blind like cinemas with audio description, museums with audio guides, restaurants with audio or braille menus, etc.

Keep in mind that accuracy is essential. If you indicate a public facility, precisely indicate the entrance and not the middle of the building.

For wheelchair users, people with reduced mobility or walking impairments or pushing strollers, mapping should include:

⊗  Access ramps,

⊗  Steepness of slopes and superelevation, 

⊗  Accessible restrooms, 

⊗  Handrails,

⊗  Elevators,

⊗  Accessible shops and businesses,

⊗  Accessible transit stations,

⊗  Accessible parking spaces,

⊗  Accessible accommodations: extra-wide cash desks, lowered counters, special shopping carts, fitting rooms, etc.,

⊗  Location of play equipment for disabled children, etc.

Keep in mind that wheelchair users have different abilities to go long distances and up slopes whether they use a manual or a power wheelchair. Information about distances and steepness of slopes should therefore be very precise. A user should have the possibility to avoid routes above a certain percentage grade.

For people who are deaf or have hearing impairments, mapping should include:

⊗  Induction loops,

⊗  Locations where there is sign language translation or cued speech,

⊗  POIs with special accommodations for deaf people: cinemas where movies are subtitled, theaters with special headphones, sound amplification systems, etc.

Maps designed for deaf people do not exist yet.

OpenSidewalks, a project to share data on the built environment in the US

Since 2015, Dr. Anna Caspi, director of the Taskar Center for Accessible Technology at the University of Washington (UW), and Nick Bolten, a Postdoctoral fellow in the Paul G. Allen School of Computer Science & Engineering, have been working with stakeholders on the OpenSidewalks project to improve the collection, organization and sharing of data on the built environment to promote equity and inclusivity in transportation. The project aims to establish consistent and detailed standards for monitoring data on pedestrian pathways and their connectivity within multimodal transport networks.

Using data collected from sidewalks, ramps, and traffic lights, Caspi and Bolten developed AccessMap, a web application launched in 2017 that provides personalized routes to pedestrians based on their mobility profile. Maps are available for three Washington cities: Seattle, Bellingham, and Mount Vernon, and Expansion is underway for Austin, Texas and San Jose, California.

The data collected as part of the OpenSidewalks project is not only useful for people with disabilities but also for city planners and mobility authorities who are responsible for ensuring fair mobility for all. This pedestrian-centric approach is part of a revolution in designing the city.

Pedestrians have a wide variety of needs and preferences. This is the reason the AccessMap application not only offers the choice of a static profile but also other characteristics specific to each of us. Labeling a path as “wheelchair accessible” would not make sense if we do not consider the variety of abilities among wheelchair users. 

Because pedestrian data has typically been so neglected, the OpenSidewalks project needs to tackle many issues at once: defining data schemes, creating data organization and applications, and proving their utility. 

NeTEx, a European standard for data about public transport networks

The accessibility data collection is indeed a global issue. Now let us look at how it is treated in Europe. 

NeTEx stands for “Network Timetable Exchange.” It is a European technical standard (CEN) for exchanging Public Transport Network, schedules, and related data. It covers three topics: the Public Transport Network topology, Scheduled Timetables, and Fare information.

NeTEx schema can be used to exchange Data about the Accessibility of services, stops and vehicles to passengers with disabilities or reduced mobility (passengers traveling with young children, elderly people, or passengers carrying heavy luggage).

The NeTEx public transport network model can be used to describe accessibility of all modes of transport: rail, bus (urban, suburban and regional), metro, ferry, etc. Accessibility data includes physical limitations, facilities, and assistance services. This data is aimed to enrich trip planners and offers the possibility to plan a route compatible with one’s abilities. Some member countries of the European Union have mandatory requirements to collect and harmonize accessibility data. 

The data can be classified into four categories:

⊗ Accessibility of sites, e.g., stations and stop places, including buildings and parking areas.
Data include for example elevator dimensions and controls, step heights, handrails, number of steps in a staircase, ramp gradients, etc.

⊗ Accessibility and connections: this set of data considers the fact that people with reduced mobility may need extra time to change services, either because they move more slowly, or because they must take a different path. This information is crucial for journey planners.

⊗ Accessibility of navigation paths: several navigation paths can be associated with the same connection. A navigation path is made of path links recording the characteristics of a path section. This can include elevators, tactile ground surface indicators, stairs, lighting, handrails, etc.

⊗ Accessibility of journeys: this category includes facilities and vehicles. Data related to vehicles are for example wheelchair access equipment such low floor access, on board wheelchair, and even assistance services. 

In this article, we wanted to show you the initiatives in favor of the collection of accessibility data around the world. This is a major issue and that the standardization of data is crucial. But it is also a huge challenge for cities and transport networks to succeed in this collection. This must undoubtedly go through participatory solutions involving all citizens, as the mountain to be climbed is so high.

Want to know more about issues related to the mobility of people with disabilities? Check out these articles:

Removing Traffic Lights vs Pedestrian Safety: a Guide to Inclusive Streets

How Can Multimodal Transit Centers Be Accessible for People with Disabilities?

How to Maintain Pedestrian Accessibility When Carrying Out Street Works?

Published on 29th November, 2021

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A blind person using a cane is walking towards a staircase

Manual wheelchair users do not have exactly the same needs as power wheelchair users. People with low vision do not have the same needs as blind people. Every kind of disability has its specifications, and every person their preferences.

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Lise Wagner

Lise Wagner

Accessibility Expert

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powered by okeenea

The French leading company

on the accessibility market.

ABOUT US

For more than 25 years, we have been developing architectural access solutions for buildings and streets. Everyday, we rethink today’s cities to transform them in smart cities accessible to everyone.

By creating solutions ever more tailored to the needs of people with disabilities, we push the limits, constantly improve the urban life and make the cities more enjoyable for the growing majority.

How to Guarantee a Seamless Mobility Chain to Users with Disabilities?

How to Guarantee a Seamless Mobility Chain to Users with Disabilities?

by | 19 Feb, 2021

The beginning of a mobility chain as users are entering a train station

How to Guarantee a Seamless Mobility Chain to Users with Disabilities?

Whether you are a subway network operator, an architect, a roadway manager or a museum director, guaranteeing a seamless mobility chain to your users isn’t the conundrum you’d expect.

Having an accessible and uninterrupted mobility chain enables people with disabilities to remain autonomous during their trips. A visually impaired person needs to be able, among other things, to find the subway station, go to the platform and make their connection by themself. The same applies to a wheelchair user. The curbs need to be lowered so that they can enjoy the city without any difficulties.

There’s a whole range of solutions that can guarantee people with disabilities, regardless of their profile, a real autonomy.

In this article, we’ll explain to you all the links that constitute the mobility chain so that you can set up easy devices for the benefit of your users!

 

A continuous mobility chain: a major issue

For people with disabilities, getting around can prove to be a major challenge. Any obstacles or barriers on their way can prevent them from getting around in a spontaneous way and therefore damages their autonomy, ruining, to a certain extent, their everyday lives. That’s where the mobility chain takes place.

The mobility chain can be summed up through these various stages:

1. Preparing your trip;

2. Using sidewalks and pedestrian crossings;

3. Using public transportation;

4. Coming up to the building and locating the main entrance;

5. Locating the adapted path to reach the chosen service;

6. Using horizontal and vertical circulations;

7. Reaching the chosen service, communicating with the staff;

8. Locating the adapted path to leave and exit the building.

We can see that the mobility chain forms part of accessibility. It truly is essential for people with disabilities since a continuous mobility chain enables them to move around more freely. Not having to ask someone for help when there are existing solutions so that they can manage by themselves turns out to be primordial for them.

A mobility chain is efficient when all of its links are connected to each other so that users can have a smooth trip without any obstacles: users go from point A to reach point C. Consequently, point B needs to be able to link A and C together. There can be many possible combinations in just one place. This is particularly striking with multimodal transit hubs such as a bus station with access to bus platforms, train platforms, information desk, city public transport… All the possible destinations need to be taken into account in order for the mobility chain to be covered in full. Every link has a role to play and if there’s one that’s broken, it’s the whole mobility chain that’s paralyzed.

On a larger scale, an optimal mobility chain helps build an inclusive and supportive city. A true challenge for a Smart City that has to welcome everybody including people with disabilities. But cities all over the world keep innovating to provide their citizens with safe and efficient mobility options. This happens to be the case with MaaS, a Finnish mobility transport platform, that facilitates the lives of both users and urban designers.

 

What are the solutions to implement for a seamless mobility chain?

Being a hotel or shop manager, nothing is more rewarding than a satisfied customer. Because obviously, a customer who had a good experience in your establishment is likely to come back and tell others about it. Whatever your establishment may be, public or private, taking into account the needs of your customers or visitors with disabilities will be beneficial for your activity. 

The same applies to cities which are committed in providing their inhabitants and tourists with the best possible experience. Roadways and public transportation have a key role in the image they send back to their users.

The first step consists in checking on the continuity of horizontal and vertical circulations:

⊗ Large doors and pathways;

⊗ Removing steps or offsets;

⊗ Removing upright obstacles;

⊗ Visual and tactile contrasting elements to limit traffic zones;

⊗ Securing stairs;

⊗ Creating alternatives to stairs: ramps or slopes, elevators or escalators.

Here is now a summary of different devices or solutions of equivalent effect that you need to implement to guarantee your users a seamless mobility chain:

For roadways: 

⊗ Accessible Pedestrian Signals (APS) such as aBeacon designed by French company Okeenea;

⊗ Tactile ground surface indicators (TGSI);

⊗ Guiding paths;

⊗ Visual information for people with a hearing impairment;

⊗ Lowered curbs for wheelchair users.

Accessible Pedestrian Signals, also known as audible signals, still remain the safest way for blind or visually impaired people to cross the road. They can easily be activated on demand with a remote control or a smartphone thanks to MyMoveo app (available on both Android and iOS).

The ultimate guide to accessible pedestrian signals. I want it!

For public transportation (subway, bus, bus and train stations): 

⊗ Audio beacons like NAVIGUEO+ HIFI;

⊗ Secured stairs: handrails and contrasting non-slip stairs;

⊗ Guide paths;

⊗ Visible, readable and easily understandable signage: pictograms and Braille;

⊗ Visual information for people with a hearing impairment; 

⊗ Removable access ramps on buses;

⊗ Indoor wayfinding apps like Evelity: New York City subway chose Okeenea’s app for a test in real conditions. 

To activate audio beacons on demand, people with a visual impairment use the same devices than those used for Accessible Pedestrian Signals. Quite convenient! 

For public venues:

⊗ Parking spaces for people with reduced mobility, including wheelchair users;

⊗ Audio beacons;

⊗ Amplification systems or induction loop systems;

⊗ Secured stairs: handrails and contrasting non-slip stairs;

⊗ Elevators or escalators;

⊗ Visible, readable and easily understandable signage: pictograms and Braille;

⊗ Indoor wayfinding apps like Evelity: Luma Foundation in Arles, France chose Evelity for its visitors.

In a building such as a museum, metres and metres of guide paths can distort the architecture and the design of a place. An innovative solution like Evelity is particularly relevant! It fits in all types of places and buildings and provides a tailor-made experience to its users, whatever their profile may be.

No matter what activity you’re in, the training of your staff happens to be a true asset regarding the satisfaction of people with disabilities’ needs. They could thus benefit from a good experience and would be more likely to come back to your place or use public transport again. 

Setting up these devices, you’ll guarantee your users with disabilities a continuous mobility chain. Being able to get around in a spontaneous, safe and autonomous way makes a difference for people with disabilities!

 

Would you like to know more about accessibility? Find out more articles to learn all the good practices that other cities have already implemented:

How Cities in America Communicate Efficiently about Accessible Pedestrian Signals: Good Examples to Follow

How Can Shopping Malls Be Accessible to People with Disabilities?

How to Help People with Disabilities Get a Better Experience on the Subway?

Public Transport Information Accessibility: 5 Solutions for Deaf or Hard of Hearing Users

 

 

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People getting around in a subway platform in New York City

A mobility chain is efficient when all of its links are connected to each other so that users can have a smooth trip without any obstacles: users go from point A to reach point C.

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Carole Martinez

Carole Martinez

Content Manager

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The Ultimate Guide to Accessible Pedestrian Signals

The Ultimate Guide to Accessible Pedestrian Signals

The Ultimate Guide to Accessible Pedestrian Signals  Table of contents What are accessible pedestrian signals?Why do cities have accessible pedestrian signals?Who are APS for?How do audible traffic signals work exactly?What is pedestrian detection?Why are...

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powered by okeenea

The French leading company

on the accessibility market.

ABOUT US

For more than 25 years, we have been developing architectural access solutions for buildings and streets. Everyday, we rethink today’s cities to transform them in smart cities accessible to everyone.

By creating solutions ever more tailored to the needs of people with disabilities, we push the limits, constantly improve the urban life and make the cities more enjoyable for the growing majority.

Creating an Accessible and Barrier-Free Society Through Inclusive Design: a Constant Renewal

Creating an Accessible and Barrier-Free Society Through Inclusive Design: a Constant Renewal

by | 04 Dec, 2020

Creating an Accessible and Barrier-Free Society Through Inclusive Design: a Constant Renewal

 

Le design inclusif joue un rôle majeur dans l’amélioration de l’accessibilité. Bien que ces deux concepts ne recouvrent pas exactement les mêmes idées, ils sont indéniablement liés par leur complémentarité. L’accessibilité consiste à supprimer les obstacles existants, tandis que le design inclusif consiste à créer des solutions parfaitement adaptées dès le départ aux besoins de différents profils de personnes : une personne à mobilité réduite pour qui il sera plus facile d’utiliser un ascenseur dans un centre commercial, ou une personne malvoyante qui a besoin d’une signalisation contrastée dans une station de métro pour se déplacer en toute autonomie, par exemple.

L’accessibilité peut donc être obtenue grâce à une conception inclusive et une approche centrée sur l’humain. Accorder la priorité aux personnes et se concentrer sur leurs besoins permet de répondre adéquatement et de favoriser leur inclusion dans la société.

Quoi de mieux qu’une société qui répond aux besoins de tous ses citoyens ? Le design inclusif offre aux villes un large éventail de possibilités pour créer une société accessible et sans barrières, tant au niveau des services qu’elles fournissent, comme les transports publics, que de l’architecture, avec ses bâtiments et ses parcs. Par ailleurs, la culture est l’un des premiers secteurs à avoir envisagé le design inclusif et montre la voie à suivre. 

Le ciel est la limite, comme le démontrent les exemples suivants d’accessibilité obtenue grâce à une conception inclusive !

Conception inclusive, conception universelle et accessibilité : un triptyque inévitable 

Afin de bien comprendre ce qu’englobe le design inclusif , concentrons-nous d’abord sur sa définition et celles du design universel et de l’accessibilité puisque les trois sont souvent étroitement liées.

⊗  Design inclusif : rendre un produit ou un service facilement accessible à plusieurs catégories d’utilisateurs. Il met l’accent sur l’expérience utilisateur afin de répondre aux besoins des catégories ciblées et de prendre en compte la diversité de la population.

Autrement dit, pour différents groupes d’utilisateurs, le design inclusif explore différentes solutions. Il prend également en compte les différentes cultures afin que les solutions puissent également s’appliquer aux touristes étrangers qui ne parlent pas la langue du pays visité. 

⊗  Conception universelle ou Design pour tous : elle consiste à proposer une solution unique adaptée aux besoins de tous. La conception universelle s’adresse ainsi à l’ensemble de la population plutôt qu’à quelques groupes de personnes afin de rendre les produits accessibles. Cependant, la conception universelle ne répond généralement qu’aux besoins de la majorité, de sorte que certains besoins restent insatisfaits. 

⊗  Accessibilité : supprimer les obstacles et adapter les solutions ou équipements afin que les utilisateurs handicapés puissent bénéficier de la même expérience que tout autre utilisateur, comme les lecteurs d’écran pour les personnes malvoyantes. L’accessibilité est avant tout une question d’aménagements. 

Comme vous pouvez le constater, il existe de légères différences entre ces concepts. Cependant, lorsqu’il est question de conception inclusive, il est évident qu’elle doit être liée à l’accessibilité. L’une va de pair.

Après tout, elles partagent un objectif commun, même si leurs méthodes et solutions différentes : permettre aux personnes handicapées d’être incluses dans la société et de bénéficier des mêmes services que tout le monde. 

Par conséquent, un élément aussi simple qu’une large entrée de bâtiment constitue une combinaison parfaite entre design inclusif et accessibilité ! Cela peut s’avérer extrêmement utile pour les personnes en fauteuil roulant et constitue la première étape pour rendre un lieu accessible. 

Ce type d’équipement est présent dans divers lieux, tels que les mairies, les universités et les grandes écoles , voire les aéroports . Dans les centres commerciaux par exemple, outre une large entrée avec portes automatiques, on trouve des ascenseurs, des escaliers mécaniques et des rampes permettant aux personnes à mobilité réduite de se déplacer facilement et de faire leurs courses.

Si les ascenseurs peuvent sembler une solution évidente pour faciliter l’accès aux personnes à mobilité réduite, les escaliers restent pertinents car ils permettent aux personnes âgées de faire de l’exercice sans qu’elles s’en rendent compte. De plus, les personnes malvoyantes n’ont pas à se soucier de trouver le bon bouton sur l’ascenseur.

Elles peuvent tous utiliser des escaliers accessibles équipés de rampes continues et de nez de marche antidérapants contrastés : un équipement facile à mettre en œuvre !

La conception inclusive et l’accessibilité sont véritablement complémentaires puisqu’elles servent le même objectif. 

Conception inclusive avec une approche centrée sur l’humain

Les personnes handicapées sont au cœur de la conception inclusive, car elle vise à répondre au mieux à leurs besoins. L’aménagement d’une large entrée pour les personnes en fauteuil roulant n’est qu’un début pour les architectes et les designers.

Pour rendre un lieu accessible , il doit être pensé en tenant compte des différents profils. Et pour cela, il faut collaborer étroitement avec les groupes de personnes handicapées.

Leur participation et leur implication sont essentielles pour garantir que les architectes, urbanistes et ingénieurs créent l’environnement idéal pour répondre à leurs besoins. La conception centrée sur l’humain, utilisée dans les normes ISO , consiste d’abord à identifier le problème, à analyser les données, puis à le conceptualiser afin de mettre en œuvre la solution appropriée. Différentes étapes sont alors nécessaires :

⊗  Observer les groupes d’utilisateurs ;

⊗  Analyser la recherche;

⊗  Communiquer avec les groupes d’utilisateurs sur la question ;

⊗  Proposer une solution ou un prototype ;

⊗  Retour d’information des groupes ;

⊗  Corriger les problèmes potentiels de la solution soulevés par les groupes d’utilisateurs jusqu’à sa mise au point. De nombreux échanges peuvent donc avoir lieu entre les groupes et les concepteurs.

Tout au long de ce processus d’analyse de la problématique des groupes d’usagers, l’empathie demeure essentielle. Après tout, architectes, urbanistes et ingénieurs conçoivent pour les humains. Ils doivent se mettre à la place de ceux qui sont habituellement invisibles et ignorés : les personnes handicapées. 

L’ Institute of Human Centered Design (IHCD) de Boston privilégie le design inclusif et universel afin de favoriser des projets répondant aux besoins d’un large éventail de personnes, notamment les personnes âgées pouvant avoir des difficultés à se déplacer ou à utiliser leurs mains en raison de l’arthrite, les personnes souffrant de troubles de l’apprentissage et de l’attention, les personnes autistes ou tout autre handicap.

En effet, l’IHCD a mis son expertise en matière d’accessibilité à disposition dès le début d’un projet de conception (villes, parcs, transports en commun) afin de garantir à toutes les catégories de personnes l’accès à une société sans obstacle, en appliquant une philosophie où chacun est écouté et valorisé.

Les personnes handicapées, comme les autres types de personnes, peuvent ainsi retrouver une certaine estime d’elles-mêmes et se sentir pleinement intégrées à la société. 

De plus, ce qui est utile à un groupe peut l’être aussi à un autre. Par exemple, l’utilisation de pictogrammes simples et clairs pour donner des informations de base, comme l’emplacement des ascenseurs ou des toilettes, aux personnes souffrant de troubles cognitifs est tout aussi efficace pour les personnes âgées ou les enfants.

Après tout, l’objectif est de diffuser des informations universelles grâce à une signalétique. 

Le parc olympique Queen Elizabeth, situé à l’est de Londres, représente une véritable réussite en matière de conception inclusive et d’approche centrée sur l’humain. Créé spécialement pour les Jeux olympiques et paralympiques de 2012, il avait pour ambition d’accueillir « les Jeux les plus accessibles de tous les temps » par la London Legacy Development Corporation (LLDC).

C’était le cas à l’époque et il est toujours utilisé aujourd’hui pour accueillir le grand public. La LLDC a publié l’année dernière sesnormes de conception inclusive actualisées , décrivant les mises en œuvre au sein du parc, de ses sites et de ses environs.

Des toilettes accessibles aux personnes en fauteuil roulant aux chemins d’orientation pour les personnes malvoyantes, en passant par les espaces communs faciles à parcourir et les zones de confort pour les piétons, sans oublier les installations pour les chiens d’assistance, le parc offre un lieu sûr et une attraction pour un large public de tous âges.

Le sentiment d’appartenance et de communauté s’en trouve ainsi renforcé. Espérons que le parc inspirera d’autres à adopter les mêmes normes de conception inclusive !

À plus grande échelle, Londres continue de s’intéresser à la conception inclusive. La ville prévoit de faire du Square Mile , le quartier financier, un environnement accessible pour ses citoyens handicapés et ses aînés. Londres est déterminée à éliminer tous les obstacles pour créer une société inclusive !

Comme nous l’avons expliqué dans notre article « Le handicap, moteur d’innovation pour la ville intelligente » , l’accessibilité et l’inclusion représentent un défi pour toutes les villes qui souhaitent revendiquer le statut de ville intelligente.  

Innover en adoptant une approche centrée sur l’humain peut donner naissance à des créations surprenantes. Le monde entier a dû s’adapter à la pandémie actuelle, et le port du masque est devenu essentiel pour nous protéger et protéger les autres.

Cependant, cette situation a isolé de nombreuses personnes, notamment les personnes sourdes et malentendantes, qui ont du mal à communiquer. Voyant leur interlocuteur porter un masque pour couvrir leur visage, les personnes sourdes ou malentendantes ne peuvent plus lire sur leurs lèvres ni voir leurs expressions faciales pour les aider à comprendre la situation.

Heureusement, des entreprises ou de simples citoyens se sont mobilisés pour fabriquer des masques transparents. Une solution simple et inclusive qui permet aux personnes sourdes de lire sur les lèvres et de communiquer !

Un autre exemple d’innovation répondant aux besoins de groupes de personnes est la création de salles sensorielles : un espace dédié aux personnes atteintes de troubles cognitifs, d’autisme ou même de démence.

Elles y trouvent un environnement calme et sécurisé, loin de toute situation potentiellement stressante. La ville de Londres offre une nouvelle fois un bel exemple d’inclusion avec la salle sensorielle de l’aéroport d’Heathrow. Des chercheurs ont établi desrecommandations démontrant les bienfaits thérapeutiques d’une salle sensorielle sur les patients atteints de démence grâce à une stimulation sensorielle douce.

Les salles sensorielles peuvent également offrir un environnement insonorisé aux personnes autistes, sensibles au bruit et ayant besoin d’un endroit calme pour se détendre. C’est le cas de celle duUS Bank Stadium de Minneapolis, comme nous l’avons vu dans notre article « Les directives pour l’accessibilité des stades : offrir une expérience agréable aux personnes handicapées » .

Concevoir une salle avec un éclairage tamisé, différents types d’espaces pour le calme, ou même une ambiance ludique avec des peluches, exige une analyse précise des catégories de personnes qui y seront accueillies. 

Prendre en compte les besoins de plusieurs groupes de personnes est un élément essentiel du design inclusif. Cela permet d’améliorer les solutions pour créer un environnement accessible à tous, quel que soit l’environnement. C’est là toute la beauté du design inclusif ! 

Résoudre le défi de la mobilité : une société inclusive, un pied à la fois 

La mobilité représente un défi majeur pour les personnes handicapées au quotidien. Dans notre article « Comment les aveugles traversent-ils la route en toute sécurité ? » , nous avions déjà insisté sur l’importance de la mobilité des personnes malvoyantes. 

Les feux piétons accessibles (FPA) restent la meilleure solution pour traverser la rue en toute sécurité. Cependant, la COVID-19 a mis en évidence leurs limites : l’utilisation du bouton-poussoir aux États-Unis et dans d’autres pays peut mettre en danger la vie des personnes aveugles.

En effet, il suffit d’appuyer sur le bouton pour activer le FPA et parcourir la rue. Malheureusement, il a été prouvé que le virus pouvait également se propager sur des surfaces, rendant les déplacements difficiles et dangereux pour les personnes aveugles ou malvoyantes. Notre article « Comment les feux piétons accessibles peuvent-ils devenir adaptés à la COVID-19 ? » s’est penché sur cette question et a présenté l’appareil connecté aBeacon comme une solution adéquate.  

Ce système de signalisation intelligent innovant peut être activé à la demande avec une télécommande ou un smartphone , évitant ainsi à l’utilisateur de toucher le poteau. Conçu par Okeenea , le dispositif aBeacon s’installe facilement sur les feux de circulation pour diffuser des informations sonores et créer un couloir sonore guidant l’utilisateur. Un parfait exemple de design inclusif au service des groupes de personnes ! Une société inclusive ne laisse personne de côté ! 

L’entreprise française Okeenea innove sans cesse pour permettre aux personnes malvoyantes de localiser un bâtiment ou une entrée de métro grâce à ses balises audio NAVIGUEO+ HIFI . Une fois activées, leurs messages permettent de retrouver l’emplacement exact du point d’intérêt.

Tout comme les balises aBeacon, ces balises audio s’activent à la demande avec une télécommande ou un smartphone, permettant ainsi aux utilisateurs de disposer du même appareil pour deux solutions différentes. Deux solutions bien pensées, centrées sur les besoins des utilisateurs pour leur simplifier la vie !

Bien sûr, trouver l’entrée d’un bâtiment est la première étape, mais l’accessibilité intérieure est également importante. Nous avons vu précédemment que les bâtiments comme les centres commerciaux peuvent être équipés de différents types d’équipements, mais les personnes handicapées doivent généralement anticiper leurs déplacements et les préparer au mieux afin d’éviter toute difficulté.

Comment leur permettre de se déplacer spontanément et d’explorer un nouveau lieu ?Evelity propose une solution simple et originale : une application d’orientation intérieure spécialement conçue pour les personnes handicapées. De plus en plus d’applications sont créées pour les personnes handicapées physiques , aveugles, malvoyantes , sourdes ou malentendantes , afin de les aider dans leur quotidien. 

Evelity est une application ingénieuse qui aide les personnes malvoyantes à s’orienter grâce à des instructions audio avec VoiceOver ou TalkBack, ou les personnes à mobilité réduite grâce à des itinéraires optimisés. L’utilisateur peut configurer l’application en fonction de son profil. Evelity peut guider les utilisateurs dans tous types de lieux : centres commerciaux, universités, écoles supérieures, hôpitaux, réseaux de transport comme le métro et les gares, bureaux, musées et bien plus encore. 

Afin de proposer une solution parfaitement adaptée aux besoins de ses différents utilisateurs, l’équipe de conception d‘Evelity a travaillé en étroite collaboration avec des groupes de test dès le début, selon les étapes expliquées précédemment. Cela a toujours été l’un des principes majeurs de l’équipe, comme l’explique la designer de services Marie-Charlotte Moret dans son interview : « Adopter une approche design pour placer l’humain au cœur des nouveaux services de mobilité » . L’empathie est donc une valeur essentielle lors de la conception d’une solution pour la mobilité des personnes en situation de handicap. 

L’engagement indéniable du monde culturel pour le développement du design inclusif

S’il est un domaine qui a toujours interrogé la question de l’accessibilité et du confort des visiteurs, c’est bien celui de la culture. Comment les visiteurs aveugles ou malvoyants peuvent-ils appréhender les peintures d’un musée ? Les visiteurs en fauteuil roulant peuvent-ils accéder facilement aux galeries ?

Tactile Studio , agence spécialisée dans le design inclusif pour la promotion des arts auprès de tous, crée des solutions adaptées et innovantes qui répondent à la fois à l’esthétique du lieu et aux besoins des visiteurs. Des institutions culturelles de renommée mondiale font appel à cette agence pour permettre à tous les publics de profiter de la culture et des arts, comme le musée d’Orsay à Paris, qui a mis en place une exploration tactile et multisensorielle de L’Atelier du peintre , un tableau de Gustave Courbet. Tactile Studio a créé un design spécifique du tableau afin que les visiteurs malvoyants puissent toucher les couches mises en valeur.

Une audiodescription du tableau a également été proposée pour permettre aux émotions de se transmettre par différents canaux et sens. Une immersion totale pour comprendre et apprécier facilement une œuvre d’art !

Le relief et l’expérience tactile ne sont pas les seules solutions mises en place par l’agence de design. La technologie peut en effet aider les visiteurs à exploiter des peintures ou des photographies. Le musée du Louvre Abu Dhabi a opté pour une solution numérique pour son exposition « Photographies : un album des débuts du monde 1842-1896 » afin d’expliquer la pertinence de ces photographies sur les plans technique et culturel. Tactile Studio a créé des animations interactives, des interfaces graphiques et une narration pour les supports numériques non tactiles. Une approche ludique de l’art !

Le Guggenheim de New York est un excellent exemple d’accessibilité grâce à une conception inclusive, car il s’adresse à différents profils grâce à des solutions adaptées. Même son bâtiment cylindrique s’avère facilement accessible : les visiteurs commencent leur visite par le haut et descendent progressivement grâce à sa rampe en rotonde légèrement inclinée pour accéder aux expositions. Un moyen simple pour les visiteurs en fauteuil roulant de se déplacer dans le musée s’ils ne souhaitent pas utiliser les ascenseurs. 

Cependant, le Guggenheim et sa rotonde offrent davantage de solutions répondant aux besoins de différents profils :

Visiteurs en fauteuil roulantFauteuils roulants standard gratuits
Places assises accessibles
Visiteurs malvoyantsDescriptions verbales par des professionnels 
Visiteurs malentendantsInterprétation en langue des signes américaine (ASL)
Dispositifs d’écoute assistée
Visiteurs souffrant de troubles du traitement sensorielUn guide narratif social pour savoir à quoi s’attendre lors de la visite
Endroits calmes

Grâce au design inclusif, l’accès à la culture est possible et peut prendre de multiples formes. Les visiteurs en situation de handicap bénéficient d’innovations infinies pour partager la même expérience que n’importe quel visiteur.

Un renouvellement constant est donc nécessaire pour garantir à tous l’accès à la culture. La recherche s’avère essentielle au design inclusif, c’est pourquoi Access Smithsonian , l’Institute for Human Centered Design et MuseWeb ont collaboré à l’élaboration d’un guide sur les Interactifs Numériques Inclusives : Bonnes Pratiques et Recherche . 

Ce guide est un incontournable pour toute personne impliquée dans le design inclusif et sa mise en œuvre dans le monde culturel. Il fournit des exemples détaillés d’études de cas dans le but de constamment repenser et reconsidérer les pratiques actuelles pour favoriser l’innovation. 

Comme nous le constatons, créer une société accessible et sans obstacles grâce à une conception inclusive est possible dans de nombreux domaines. Les défis à relever ne font qu’accroître la nécessité de se renouveler constamment pour réfléchir et repenser les solutions. L’accessibilité est possible grâce à des solutions innovantes ! Ensemble, construisons un monde inclusif ! 

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Inclusive design and accessibility both share a common goal even though their methods and solutions differ: enabling people with disabilities to be included in society and to enjoy the same services as anybody.

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Carole Martinez

Carole Martinez

Content Manager

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The Ultimate Guide to Accessible Pedestrian Signals

The Ultimate Guide to Accessible Pedestrian Signals

The Ultimate Guide to Accessible Pedestrian Signals  Table of contents What are accessible pedestrian signals?Why do cities have accessible pedestrian signals?Who are APS for?How do audible traffic signals work exactly?What is pedestrian detection?Why are...

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For more than 25 years, we have been developing architectural access solutions for buildings and streets. Everyday, we rethink today’s cities to transform them in smart cities accessible to everyone.

By creating solutions ever more tailored to the needs of people with disabilities, we push the limits, constantly improve the urban life and make the cities more enjoyable for the growing majority.

How Cities in North America Communicate Efficiently about Accessible Pedestrian Signals: Good Examples to Follow

How Cities in North America Communicate Efficiently about Accessible Pedestrian Signals: Good Examples to Follow

by | 06 Nov, 2020

How Cities in North America Communicate Efficiently About Accessible Pedestrian Signals: Good Examples to Follow

 

You’ve invested thousands of dollars in the installation of Accessible Pedestrian Signals (APS). It’s now time to make it known to those primarily concerned: blind and visually impaired people who are eagerly waiting for APS to gain more autonomy in their trips. How can you do it? What type of information is it necessary to transmit? Which channels can you use? In this article, you’ll find the methods chosen by cities in the United States and Canada which have answered the issue head on. 

Accessible Pedestrian Signals (also known as audible pedestrian signals) favor the mobility and the autonomy of blind or visually impaired pedestrians. Indeed, thanks to audible and vibrotactile indications, they know exactly when they can safely cross the road enabling them to get around in the city in a spontaneous way. As well as anybody else, blind or visually impaired people aspire to fully enjoy their city. No matter what their size is, cities have to make their public roads accessible implementing APS for pedestrians with a visual impairment. It’s an obligation defined by the Americans with Disabilities Act of 1990 for the US and the Canadian Human Rights Act of 1985 for its neighbor. 

Let’s take a glance at solutions undertaken by cities which have already positively apprehended the issue!

 

Public road accessibility: efficiently informing pedestrians with a visual impairment

For blind or visually impaired people, getting around means doing some research beforehand in order to correctly apprehend a place or a route. Where exactly is the building entrance located? Where is the nearest subway station? Besides, is it an accessible subway station? This process requires preparation to find on the Internet all the necessary information so that they can have a safe and serene trip. 

The commitment of cities towards their blind or visually impaired citizens

The Internet has demystified information thanks to a digital accessibility that’s more and more innovative. Thus it’s easy for people with a visual impairment to surf online. They can know the number of APS implemented in their city plus their exact location. New York City, the largest city in the U.S., provides information on Accessible Pedestrian Signals directly on its Department of Transportation website. Any concerned citizen can download the list of intersections equipped with APS and the 2019 report on the status of the APS program. With just a few clicks, blind or visually impaired pedestrians can know which parts of the five boroughs they can freely explore.

At the end of 2018, New York City had equipped 371 intersections with Accessible Pedestrian Signals. This amount was possible by implementing APS on 75 intersections each year but for 2019 and 2020, it was decided to increase their number to 150. Meaning that the installations of APS at intersections have doubled and their cost too. Thus in 2019, the city spent $9,675,000 to equip 150 intersections according to different criteria established by laws and regulations and implemented by city engineers. These data are in open access for the public and involved city planners in an annual report of the state of accessibility in New York City. In our article Everything You Need to Know about Accessible Pedestrian Signals Regulation in New York City, we had already explained which guidelines city engineers follow regarding the features of APS and their installation.

The Big Apple doesn’t limit itself to the use of regular APS with pushbuttons but also focuses on innovative technology with aBeacon developed by Okeenea Tech. Indeed, aBeacon was the winner of the Call for Innovations of the New York City Department of Transportation: it’s a connected APS with on demand activation. Blind or visually impaired pedestrians just have to use a remote control or the app MyMoveo to activate a sound message telling them when to cross the street safely. In a world where COVID-19 can be spread everywhere, including on surfaces, having a perfectly contactless APS enables pedestrians to be safe. This type of APS is responsive to COVID-19. In this particular context, pushbuttons, which can sometimes be difficult to find on a pole for users with a visual impairment, do have their limits… The device aBeacon is currently in test in a junction in the city. Not only does New York City favors inclusive mobility but also innovates using a technology that can make crossing the street safe for all pedestrians during a pandemic.

Although no specific information or list can be found on the Department of Transportation for the city of Los Angeles, it’s not the case for San Francisco: their Municipal Transportation Agency website provides an updated list of the 305 intersections equipped with Accessible Pedestrian Signals that also contains the 80 intersections that will be equipped with APS in a near future. A complete and transparent communication that benefits all citizens with a visual impairment who want to know exactly what their city is doing to improve their mobility! Pedestrian accessibility in the Fog City can only but improve as previously demonstrated in our article We Need to Talk about Pedestrian’s Crossing Accessibility of San Francisco.

Another major U.S. city that bets on rising its number of APS installed on intersections is Chicago. In 2019, the Windy City had only equipped 11 signalized intersections with APS, a very low number considering around 258,900 inhabitants of Illinois have a visual impairment. Consequently, last year Mayor Lighfoot announced the installation of 100 new Accessible Pedestrian Signals in the following two years. Chicago is ready to make an effort and introduces its whole program to install new APS on the city website with the proposed locations listed and in open access to any concerned citizen. For this pilot project, the city worked closely with the Mayor’s Office for People with Disabilities (MOPD) and the Chicago Department of Transportation and displayed at the public meeting open house photographs of the APS that will be installed. Proof that Chicago is set on improving pedestrian accessibility.

APS in Canada are similar to those in the United States since they are activated with a pushbutton. Following the Accessibility for Ontarians with Disabilities Act of 2005 (AODA), Accessible Pedestrian Signals in the state of Ontario need to be complied to certain regulations. Toronto provides the list of the 999 intersections equipped with Accessible Pedestrian Signals. We had already focused on the city’s accessibility for blind or visually impaired pedestrians in our article How Do Blind People of Toronto Cross the Street Safely?

The 176 intersections of Ottawa equipped with APS are also available online and listed by the city but the need for more APS is crucial to improve the mobility of its 50,000 blind citizens as shown in our infographic.

The cities of Canada make a point in providing its citizens with a visual impairment all the necessary information so that they know which parts of their city they can explore. Accessible Pedestrian Signals enable blind or visually impaired to gain more autonomy and a freedom of movement!

The ultimate guide to accessible pedestrian signals. I want it!

Open data resources: a new opportunity for cities

Information regarding the locations of Accessible Pedestrian Signals can also be deployed through open data. Indeed, open data represents a great opportunity for cities to gather all types of updated information for all parties concerned in city planning whether they are engineers, designers, operators, public or private service providers or just regular citizens who want to be involved in their city.

When Canadian cities have understood and mastered this type of resources to list APS as Toronto and Montreal do, American cities unfortunately don’t gather information on their open data websites failing to see that locating APS in their city is essential for the mobility of blind or visually impaired pedestrians.

Using open data resources enables Internet users to have access to regularly updated information with just a few clicks!

 

Organizations: efficient intermediaries in the field

Organizations play a central role in providing the right information to people with a visual impairment who may not know how to access it. This happens to be the case for the blind or visually impaired inhabitants of Montreal thanks to the RAAMM organization (Regroupement des aveugles et amblyopes du Montréal métropolitain) that lists the 209 intersections that are equipped with APS.

For New York City, the organization PASS (Pedestrians for Accessible and Safe Streets) is a major actor that has its say concerning the installation of APS. Not only does it contain the link to the list of the locations of APS provided by the NYCDOT but it also works closely with the city’s legislators and officials including the Mayor’s Office for People with Disabilities (MOPD) to identify intersections where the implementation of APS would be best suited for blind or visually impaired pedestrians.

Citizens can thus directly be involved in their city planning. In North America, people can request online the installation of APS in an intersection they use. Their request will then be studied by city engineers and put on the list if the need is valid. Different criteria need to be matched in order for an APS to be installed. In the United States, the request is done through the city’s Department of Transportation: users can write to the commissioner via an online form. It’s really easy for citizens to actively participate in their city life!

 

The Vision Zero plan: another way for cities to be more inclusive

The Vision Zero approach aims at improving road safety and reducing the number of accidents by focusing on the responsibility of road designers and not its users’. Therefore, it’s up to road designers to create a safe environment for all users (cyclists, pedestrians, car drivers). All the major cities of North America we mentioned implement this plan at various degrees according to their needs and their infrastructures. 

Vision Zero measures consist in:

⊗ Reducing speed limit for cars;

⊗ Creating safe bike lanes where they are necessary;

⊗ Improving lighting;

⊗ Installing Accessible Pedestrian Signals on traffic lights;

⊗ Increasing the duration of the crossing for people with reduced mobility…

Every profile is scrutinized and considered so that road safety affects every one of them.

New York City has implemented a Vision Zero action plan for 6 years now and has issued a report showing the efficiency of their actions: last year was the second safest year since pedestrian deaths reduced by 33%. Vision Zero has become a priority for the Big Apple which is already reaping the benefits of its actions!

For Toronto, reducing pedestrian injuries means focusing on installing more Accessible Pedestrian Signals for blind or visually impaired people. This year, the city has already equipped 46 intersections as its target is to reach 66 intersections. Their Vision Zero initiative prioritizes pedestrians with a visual impairment, an approach we can all but salute!

Pedestrian accessibility represents an important issue for cities. Indeed, making sure that everybody can cross the street safely favors inclusivity. The Smart City keeps evolving to improve the mobility of blind or visually impaired pedestrians and this goes through the implementation of Accessible Pedestrian Signals. It’s up to cities to provide accurate information to their citizens.

 

If you liked this article, you’ll also like other articles focused on Accessible Pedestrian Signals:

Accessible Pedestrian Signals (APS): a Century of Change

How Do the Blind Safely Cross the Road?

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The Big Apple doesn’t limit itself to the use of regular APS with pushbuttons but also focuses on innovative technology with aBeacon developed by Okeenea Tech (…) the winner of the Call for Innovations of the New York City Department of Transportation.

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Carole Martinez

Carole Martinez

Content Manager

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The Ultimate Guide to Accessible Pedestrian Signals

The Ultimate Guide to Accessible Pedestrian Signals

The Ultimate Guide to Accessible Pedestrian Signals  Table of contents What are accessible pedestrian signals?Why do cities have accessible pedestrian signals?Who are APS for?How do audible traffic signals work exactly?What is pedestrian detection?Why are...

NEVER miss the latest news about the Smart City.

Sign up now for our newsletter.

Unsubscribe in one click. The information collected is confidential and kept safe.

powered by okeenea

The French leading company

on the accessibility market.

ABOUT US

For more than 25 years, we have been developing architectural access solutions for buildings and streets. Everyday, we rethink today’s cities to transform them in smart cities accessible to everyone.

By creating solutions ever more tailored to the needs of people with disabilities, we push the limits, constantly improve the urban life and make the cities more enjoyable for the growing majority.

Removing Traffic Lights vs Pedestrian Safety: a Guide to Inclusive Streets

Removing Traffic Lights vs Pedestrian Safety: a Guide to Inclusive Streets

by | 23 Oct, 2020

Removing Traffic Lights vs Pedestrian Safety: a Guide to Inclusive Streets

 

Promoting active mobility and encouraging public transport in our cities of the 21st century often involves removing traffic lights. A change that’s not welcome for all pedestrians, especially the most vulnerable. Locating pedestrian crossings, knowing when to start without running any risk, finding your way in shared space, avoiding bicycles and scooters… are all new difficulties to be overcome for blind or visually impaired pedestrians, but also the elderly or children. How can we ensure that challenging the over dominant position of cars will benefit all pedestrians? Getting rid of traffic lights must be accompanied by measures for the safety and comfort of all. Let’s see what they are!

 

Removing traffic lights for more attentive motorists

The European Union’s Mobility and Transport organization includes the promotion of walking and cycling among its strategies to enable more sustainable transportation in Europe. Local governments are now implementing policies aimed at promoting the practice of active mobility and public transport services and have adopted a Vision Zero approach. In this context, the place of traffic lights at intersections is questioned. Generally perceived as safety features, these traffic signals have however proven over time that they do not prevent accidents. In 2016, 5.320 pedestrians were killed in road accidents in the European Union. Despite all road safety measures, pedestrian fatalities decrease more slowly than road fatalities in general. In the United States as well, about 14% of fatal crashes occur at signals and the large majority of them involve pedestrians. 

According to European studies, removing traffic signals would have many benefits:

⊗ Reducing bad driving practices (e.g. running red lights, accelerating through a yellow light, etc.);

⊗ Reducing vehicle speed;

⊗ Avoiding motorized traffic congestion;

⊗ Decreasing noise and pollution;

⊗ Lowering operating costs. 

So that removing traffic lights brings real benefits in terms of safety, it must of course be accompanied with measures limiting vehicle speed: setting the speed limit at a maximum of 30km/h (20mph), new geometric design, roundabouts, speed-warning signs, shared spaces. 

Seattle is one of the first cities in the United States to study how reducing speed limits and increasing speed limit sign frequency improves safety for everyone. Early results show a decrease in vehicular speeds and a reduction of up to 39% in crashes.

The same applies in Europe. The number of people seriously injured in road accidents dropped by 72% in the German city of Münster when a 30km/h limit was introduced.  

Removing the traffic lights would encourage road users to pay closer attention towards each other. Instead of focusing on the color of the traffic light, they would be more attentive to their environment and to the different movements of pedestrians, cyclists or other motorists.

 

A sense of insecurity for nearly 20% of pedestrians

Despite the speed limit measures associated with the removal of traffic lights, many pedestrians do not feel the benefits and feel unsafe when crossing streets. Moreover, even in the presence of traffic lights, observations show that, if most of the pedestrians, the most mobile and abled, do not respect the pedestrian red phase and start crossing as soon as the way is clear, about 20% do not dare to walk until the signal has turned green. These are the elderly, children, parents with strollers, disabled people, those who carry heavy loads, in short, all pedestrians with reduced mobility. And so these are the same people who suffer from the removal of traffic lights. Even though their safety is theoretically ensured by reducing speed, their sense of insecurity is real.

In 2016, a new mobility strategy was implemented in Amsterdam to make more room for cyclists and pedestrians while limiting space for vehicles. In this context, traffic lights were removed from a busy junction. When cyclists were asked whether the traffic lights were necessary, the majority was undecided because they had never thought about this question. But about a third said “absolutely yes”. The proportion is approximately the same among pedestrians as show the results of an experiment led in Paris.

According to most road regulations in the world, motorists have to reduce their speed when they approach an intersection and get ready to stop when someone is waiting to cross the street. Failing to comply with this rule is punished with severe fines and other penalties (e.g. driving license suspension or revocation).

Despite these very deterrent measures, you just have to stand for a few minutes near a pedestrian crossing and observe to realize that the rule is not followed by the majority of motorists. Therefore, pedestrians do not cross for fear of being struck by a vehicle and motorists do not stop for fear of being struck by the vehicle behind them.

 

Impossible eye contact for blind or visually impaired pedestrians

Showing your intention to cross the street and communicating with cyclists or motorists require eye contact, gestures and expressions, a language that is inaccessible to blind or visually impaired people. They can only rely on auditory clues.

And they are not the only ones suffering from this situation! Judging by the growing number of pedestrians who are focused on their smartphones, visual communication between road users is increasingly compromised.

Smombies: the New Safety Challenge for Cities in the 21st Century 

Some cities in Japan, China or Australia have already taken measures to solve this new safety issue: dedicated sidewalks, warning signs or flashing lights on pavements at dangerous intersections, etc. 

In France, the RATP group has teamed up with Okeenea to alert smartphone addicts using the app AMY connected to aBeacon, an audible pedestrian signal primarily designed for blind and visually impaired pedestrians.

 

The importance of making spaces legible and understandable

To meet the diverse needs of road users, reducing speed alone is not enough to create a sense of safety. What causes the most difficulties for the blind or visually impaired, but also for the elderly or anyone with a deficit in cognitive or intellectual abilities, is the lack of legibility of spaces. The non-regulation of flows by traffic lights and the creation of shared spaces generate disorganized or erratic movements. However, people with visual impairments learn to listen to traffic flows by ear to find their way around. No longer possible under these conditions.

Remember that the proportion of people over 75 in the population is expected to double within 40 years and that the risk of developing a visual impairment increases with age. At the same time, the ability to assess danger, distances and traffic speeds decreases. The multiplication of modes of travel (bicycles, scooters, etc.) and the appearance of silent vehicles further increase the difficulty. It is therefore essential that the most vulnerable pedestrians can move in spaces where they feel safe.

The ultimate guide to accessible pedestrian signals. I want it!

Visual, tactile and auditory cues

To meet the need for legibility of space expressed by the most vulnerable pedestrians, town planners must ensure that they maintain visual, tactile and auditory cues in cities.

Even in the absence of pedestrian signals, it is recommended to maintain audible markings at street intersections so that blind or visually impaired people can identify places where they can cross. After having removed traffic lights on intersections, the French city of Rouen has installed audio beacons, which can be activated on demand with a remote control or smartphone app, and can be combined with flashing lights to alert motorists of the presence of vulnerable pedestrians.

Reducing speed and creating traffic-calmed areas means removing any device that might suggest the right-of-way of motorists over pedestrians, such as the traditional white strips of zebra crossings. However, to feel safe, the most vulnerable pedestrians do need dedicated spaces. This is the principle of the “comfort space” introduced by the British Department for Transport, in its Local Transport Note about shared spaces published in 2011. Comfort space is an area of the street predominantly for pedestrian use where motor vehicles are unlikely to be present. In a level surface street, comfort space can be provided by a tonal contrast and tactile delineator strips. It must be clearly identified by most vulnerable people.

At each intersection, the pedestrian right-of-way must be clearly indicated to motorists. Pedestrians must also be able to easily identify the conflict zone so as to increase their vigilance there. This is all the more crucial for blind or visually impaired pedestrians, who generally rely on the number of intersections to memorize their route.

 

Safety awareness, training and education for road users and urban designers

Considering the extent of the failure to respect the right-of-way given to pedestrians by other road users, it seems crucial to increase awareness campaigns.

Changing the attitudes and behavior of drivers and pedestrians is a complex, long-term undertaking that requires a variety of interventions to be implemented: 

⊗ Road safety programs,

⊗ Mass media campaigns,

⊗ Introducing radar speed signs along hazardous sections, etc.

Changes in public road safety policy and urban design require that decision makers and practitioners are continually trained and educated to implement them. The World Health Organization gives valuable advice in its road safety manual for decision-makers and practitioners.

 

In any case, presence or absence of traffic lights, let us never forget that the street belongs to everyone and not only to the 80% of the most able-bodied people! Everyone’s participation in society is at stake, this “inclusive society” that we strive to build together.

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So that removing traffic lights brings real benefits in terms of safety, it must of course be accompanied with measures limiting vehicle speed: setting the speed limit at a maximum of 30km/h (20mph), new geometric design, roundabouts, speed-warning signs, shared spaces. 

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Lise Wagner

Lise Wagner

Accessibility Expert

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The Ultimate Guide to Accessible Pedestrian Signals

The Ultimate Guide to Accessible Pedestrian Signals

The Ultimate Guide to Accessible Pedestrian Signals  Table of contents What are accessible pedestrian signals?Why do cities have accessible pedestrian signals?Who are APS for?How do audible traffic signals work exactly?What is pedestrian detection?Why are...

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powered by okeenea

The French leading company

on the accessibility market.

ABOUT US

For more than 25 years, we have been developing architectural access solutions for buildings and streets. Everyday, we rethink today’s cities to transform them in smart cities accessible to everyone.

By creating solutions ever more tailored to the needs of people with disabilities, we push the limits, constantly improve the urban life and make the cities more enjoyable for the growing majority.

How Can Accessible Pedestrian Signals Become Responsive to COVID-19?

How Can Accessible Pedestrian Signals Become Responsive to COVID-19?

by | 24 Jul, 2020

How Can Accessible Pedestrian Signals Become Responsive to COVID-19?

 

In a world where COVID is still part of our lives, great cities face new challenges: maintaining services to citizens while limiting the spread of the pandemic. Among the population, blind and visually impaired persons are particularly vulnerable. More than other people, they need to touch things to find their bearings. They need to push the pedestrian button at traffic signals every day to know when to cross streets safely. And these surfaces are potentially contaminated. How to protect them? Contactless accessible pedestrian signals (APS) are perfectly COVID-19 responsive! We are going to review the solutions that already work in the world.

 

COVID-19 poses new challenges for the blind community

In the context of the COVID-19 pandemic, persons who are blind or have low vision face new risks and challenges. Visual impairment alone does not increase the risk to contract the disease. However, lifestyle requirements from being blind or visually impaired potentially increase exposure to the virus. 

First, they need to frequently touch surfaces to identify things, orient themselves and locate Controls for door openings, elevators, etc. Although they are essential for their safety, pushbuttons at accessible pedestrian signals also potentially transmit the disease. 

Because they cannot drive themselves, they frequently need to use public transportation which are crowded, or ride-sharing such as Uber or Lyft where sanitary practices are uncertain. While wearing a mask is okay for people with vision loss, other health measures are more difficult to follow, especially locating hand sanitizer stations in public venues or keeping physical distance from others. Moreover, they often need to be guided by holding someone’s elbow (elbows now used for sneezing and coughing).

It is important to mention that the biggest causes of blindness are old age, diabetes or other health conditions that make people at higher risk for severe illness from COVID-19.

 

COVID-19 responsive solutions with contactless accessible pedestrian signals

As you can see, coronavirus poses serious threats to people who live with a visual impairment. If you work for a public road authority, you will certainly be interested in technologies that allow you to activate accessible pedestrian signals (APS) touchless from a distance, without potentially spreading infections like COVID-19: 

In some European countries, such as France, Austria or the Czech Republic, there are remote control activation systems for accessible pedestrian signals. They consist in a handheld pushbutton which emits a radiofrequency to control the audible tone. The first advantage of this device is that pedestrians who are blind or have low vision can trigger the audible signal as they approach the intersection, without having to travel to the pushbutton location. It is particularly advantageous in unfamiliar places when they don’t know where the pushbutton is. They don’t have to deviate from their travel path, reducing the risk to lose their bearings.

In a world still affectd by COVID, remote activation is even more interesting for cities. Radio frequency is the most widely used technology for this purpose today. However, it requires regulatory compliance certifications which vary from a country to another. Since it became popular in smartphones around the world, Bluetooth is now considered the best technology to activate accessible pedestrian signals. The use of Bluetooth allows companies to develop smartphone applications to replace or complement low-tech remote controls.

In Scotland, a former guide dog instructor created Neatebox as he realized how difficult it was for people with visual impairments to find and reach the pushbutton on the pole. It consists in a smartphone app that triggers the audible tone. A similar device begins to be tested in Canada with the company Key2Access.

But one of the most promising solutions come from the France-based company Okeenea. The manufacturer has more than 25 years of experience in accessible pedestrian systems with touchless on demand activation with the use of a remote control or the MyMoveo smartphone app. With their new connected Accessible Pedestrian Signal aBeacon, Okeenea was the winner of the New York City’s Transportation Department’s Call for Innovation in 2018. This new generation of APS is installed in New York City and in testing now.

The ultimate guide to accessible pedestrian signals. I want it!

Automation of traffic signals to prevent COVID-19

Several municipalities have already made temporary changes to the way their pedestrian crossings work, reducing the need to touch the push-to-walk button at traffic lights. In normal conditions, pedestrians need to push the pedestrian button at traffic signals to tell the signals they are waiting to cross the road. Pedestrian buttons have been deactivated to prevent the spread of COVID-19. The traffic signals at these intersections have been reprogrammed to make pedestrian signals automatic. These measures taken in an exceptional context could prove the uselessness of these pushbuttons. 

However, many of them remain essential as they emit audible information about the status of the pedestrian signal when pressed. Audible indications cannot be automated because of noise pollution. If remote activation made sense before the pandemic, it makes even more sense now, when touching surfaces has been proven to transmit the coronavirus. Like other countries, bet on contactless accessible pedestrian signals to make blind people safe!

Want to know more on audible pedestrian signals? These articles are made for you:

How Do the Blind Safely Cross the Road?

How Cities in North America Communicate Efficiently about Accessible Pedestrian Signals: Good Examples to Follow

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Among the population, blind and visually impaired persons are particularly vulnerable. They need to push the pedestrian button at traffic signals every day to know when to cross streets safely. And these surfaces are potentially contaminated.

writer

Lise Wagner

Lise Wagner

Accessibility Expert

READ LISE'S BIO

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The Ultimate Guide to Accessible Pedestrian Signals

The Ultimate Guide to Accessible Pedestrian Signals

The Ultimate Guide to Accessible Pedestrian Signals  Table of contents What are accessible pedestrian signals?Why do cities have accessible pedestrian signals?Who are APS for?How do audible traffic signals work exactly?What is pedestrian detection?Why are...

NEVER miss the latest news about the Smart City.

Sign up now for our newsletter.

Unsubscribe in one click. The information collected is confidential and kept safe.

powered by okeenea

The French leading company

on the accessibility market.

ABOUT US

For more than 25 years, we have been developing architectural access solutions for buildings and streets. Everyday, we rethink today’s cities to transform them in smart cities accessible to everyone.

By creating solutions ever more tailored to the needs of people with disabilities, we push the limits, constantly improve the urban life and make the cities more enjoyable for the growing majority.