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

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

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

 

Douze villes américaines sont desservies par un métro : Atlanta, Baltimore, Boston, Chicago, Cleveland, Los Angeles, Miami, New York, Philadelphie, San Francisco, San Juan et Washington, DC. Depuis l’ouverture de la première station à Boston en 1897, plus de 1 000 stations, pour un réseau d’environ 1 318 kilomètres au total, sont aujourd’hui en service aux États-Unis. Ces systèmes de transport ferroviaire, aériens et souterrains, représentent un vaste labyrinthe qui permet à des milliers de personnes de se déplacer chaque jour sans emprunter les rues souvent encombrées que nous connaissons tous trop bien. 

Si le métro est la solution de transport privilégiée pour la majeure partie de la population, il peut s’avérer être un véritable casse-tête pour les personnes handicapées.

Comment se sentir en sécurité dans un environnement encombré et confiné ? Comment s’orienter dans des stations complexes ? Comment atteindre les quais dans un environnement où les ascenseurs sont rares, voire inexistants ?

Nous allons passer en revue les difficultés rencontrées par les personnes handicapées et les bonnes pratiques à adopter tout au long des étapes d’un trajet en métro.

Bienvenue dans le métro !

Préparer votre voyage

Pour se rendre d’un point A à un point B en métro sans encombre, rien de tel que de bien préparer son itinéraire. Mais cela peut s’avérer difficile pour une personne handicapée.

Difficultés rencontréesBonnes pratiques
Comprendre le chemin à suivreSite web ou application avec un itinéraire adapté
Manque d’informations sur les perturbationsInformations en temps réel pendant les perturbations
Manque d’informations sur la présence et l’état des ascenseurs/escalatorsInformations en temps réel sur l’état de fonctionnement des ascenseurs et des escaliers mécaniques
Oublier l’itinéraireRappel de l’itinéraire

 

Trouver la station

Il n’est pas facile de trouver l’entrée du métro pour les personnes aveugles ou malvoyantes.

Il est essentiel de choisir une signalétique accessible, claire et homogène pour l’ensemble du réseau. L’accessibilité universelle nécessite un bon éclairage, un bon contraste visuel, des systèmes de navigation audio, des avertissements détectables et des parcours tactiles.

 

En descendant vers la gare

En raison des nombreuses marches qui séparent l’entrée de la gare et la gare elle-même, l’installation d’ascenseurs et d’escaliers mécaniques est indispensable pour les personnes à mobilité réduite.

La majeure partie du réseau ayant été construite avant 1990, de nombreuses stations ne sont accessibles que par des escaliers. En raison de l’Americans with Disabilities Act (ADA) , qui interdit toute discrimination envers les personnes handicapées, les villes ont dû revoir leurs normes d’accessibilité. La ville de New York, par exemple, a déjà rénové 120 stations et ce nombre ne cesse de croître.

Un accès vertical au métro est essentiel pour les millions d’Américains et de touristes à mobilité réduite qui souhaitent se déplacer en ville. L’absence de telles mesures les contraint à utiliser un autre moyen de transport, voire à rester chez eux.

Informations complémentaires sur l’accessibilité des transports publics pour les personnes handicapées physiques

Acheter un billet

Il est impossible de passer les tourniquets sans acheter un ticket.

Plusieurs options s’offrent à vous : au guichet de la gare avec l’aide d’un membre du personnel, au distributeur automatique ou en ligne. Ces options doivent toutefois être accessibles.

Difficultés rencontréesBonnes pratiques
Localiser le guichet de la gare ou le distributeur de billetsSystème de guidage sonore, signalisation visuelle et chemins de guidage
Utilisation des boutons tactiles des distributeurs de billets boutons en relief
Manque d’informations sonoresPrise pour écouteurs
Hauteur du comptoirComptoir abaissé
Difficulté à comprendre l’offrePrésentation simplifiée des informations (pictogrammes)
Difficulté à lireVocabulaire en gros caractères et accessible (facile à lire)
Stress dû à l’impatience des autres utilisateursAcheter un billet en ligne, par SMS ou via une application
Communiquer avec le personnel Formation du personnel pour accueillir et accompagner les personnes handicapées

 

Passer les tourniquets

Passer les tourniquets peut être stressant. L’impatience des autres usagers, le manque de temps pour les franchir, la force des portes à la fermeture sont autant de facteurs d’anxiété, accentués par un handicap.

Comment les personnes malvoyantes trouvent-elles les tourniquets ? Comment les franchir rapidement sans se blesser ni blesser leur chien-guide ? Qu’en est-il des personnes souffrant d’un handicap mental aggravé par le stress ou de celles qui ont simplement besoin de plus de temps pour appréhender leur environnement et se déplacer ?

L’objectif principal des réseaux de transport est d’éviter la fraude, mais il est également important de permettre à chacun d’accéder aux quais en toute sécurité.

Difficultés rencontréesBonnes pratiques
Largeur de passage insuffisante pour un fauteuil roulant Sas dédié aux personnes à mobilité réduite permettant aux personnes avec poussettes, fauteuils roulants et personnes accompagnées d’accéder au quai
Contrôle de validité des billets trop élevéContrôle de validité des billets réduit pour les personnes de petite taille et les enfants
Difficulté à insérer votre ticketValidation sans contact
Distinction entre les portes d’entrée et de sortieContraste visuel, pictogrammes éclairés pour une meilleure visibilité (par exemple une flèche verte et une croix rouge), chemins de guidage
Mécanisme de fermeture rapideDétecteur de présence
Pas de détecteur pour les enfants, les personnes de petite taille ou les chiens guidesDétecteur de présence abaissé
Difficulté pour les personnes qui ne peuvent pas utiliser leur bras droit pour valider leur ticketPortillons avec accès à gauche pour validation, double validation à l’intérieur des sas PMR
Difficulté à trouver et à actionner le bouton d’ouverture des sas PMRUn bouton d’ouverture visuellement contrasté et facile d’accès

 

Trouver la plateforme

Dans certaines stations, trouver le bon quai peut se transformer en véritable jeu de piste. La complexité du quartier, le nombre de correspondances, le manque d’informations et le flux de passagers aux heures de pointe rendent l’orientation difficile.

Pour répondre aux difficultés rencontrées par les usagers les plus vulnérables, une signalisation visuelle et sonore claire est essentielle. Un système de navigation numérique peut les aider à être totalement autonomes et les rassurer pendant leurs déplacements.

Trouver une place à bord, que le wagon soit plein ou non, n’est pas toujours facile. Se frayer un chemin pour demander la place d’une autre personne requiert une certaine confiance et des capacités sensorielles que certains d’entre nous ne possèdent pas.

C’est pourquoi il est important de définir des espaces d’assise prioritaires et clairement identifiés. 

Descendre à la bonne station

Pour savoir quand descendre, un plan de la ligne entière à l’intérieur du wagon est indispensable. Une annonce visuelle et sonore avant chaque station et lors des éventuelles perturbations permet de pallier les déficiences mentales et sensorielles de certains usagers.

Pour en savoir plus, veuillez consulter notre article Accessibilité des informations sur les transports publics : 5 solutions pour les utilisateurs sourds et malentendants.

 

Des besoins différents

Les stations déjà accessibles aux personnes à mobilité réduite à New York disposent de :

⊗  Ascenseurs ou rampes

⊗  Mains courantes sur les rampes et les escaliers

⊗  Panneaux en gros caractères et en braille tactile

⊗  Systèmes d’information audio et visuelle, y compris les points d’aide ou les écrans d’information client de sonorisation

⊗  Fenêtres de cabine de gare accessibles avec appuis situés à moins de 36 pouces (91 cm) au-dessus du sol

⊗  Distributeur automatique de cartes MetroCard accessibles

⊗  Portails d’entrée de service accessibles

⊗  Bandes d’avertissement de bord de quai

⊗  Modifications de l’espacement des quais ou plaques de pont pour réduire ou éliminer l’espace entre les trains et les quais lorsqu’il est supérieur à 2 pouces (5,1 cm) verticalement ou 4 pouces (10 cm) horizontalement

⊗  Téléphones à hauteur accessible avec contrôle du volume et téléphones textuels (ATS)

⊗  Toilettes accessibles dans les stations équipées de toilettes, si des toilettes publiques ouvertes 24h/24 sont en service

Il appartient aux entreprises de transport de mettre en place des solutions adaptées pour mieux répondre aux besoins des personnes handicapées. Un dialogue entre les associations de personnes handicapées et les responsables du réseau permet de répondre au mieux aux besoins des personnes concernées.

Bien que l’ADA ait imposé aux sociétés de transport en commun de revoir leur planification depuis 1990, l’accessibilité reste un chantier en cours. Certaines stations illustrent parfaitement ce que devrait être l’accessibilité, mais la plupart doivent encore se conformer aux normes requises, obligeant les usagers à se déplacer par un autre moyen de transport.

De nombreuses solutions, connues ou innovantes, permettent d’atteindre les normes d’accessibilité fixées par la réglementation. Découvrez-en quelques-unes sur notre site web ! 

Lectures complémentaires sur l’accessibilité à New York

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In response to the difficulties encountered by the most vulnerable users, a clear visual and audio signage is essential.

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Zoe Gervais

Zoe Gervais

Content Manager

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The French leading company

on the accessibility market.

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.

Accessibility Toolkit: When Complete Streets Help People with Disabilities

Accessibility Toolkit: When Complete Streets Help People with Disabilities

Accessibility Toolkit: When Complete Streets Help People with Disabilities

 

After World War II, cars’ supremacy started to shape Northern American cities. Consequently men started to be more and more dependent on their personal vehicle to move around and roads were designed to the detriment of sidewalks, mass transit and bike trails. 

It was not until the early 1970s that some states like Oregon began to design the urban space with all users in mind to make transportation network safer and more efficient. This is how Complete Streets-like policy was born. Many jurisdictions have followed over the years.

Today, no less than 1,200 agencies at local, regional and state levels have adopted Complete Street policies in the United States. Depending on the jurisdiction, Complete Streets can be a non-binding resolution, incorporated into local transportation plans or a fully bidding law.

Meanwhile accessibility has never been such a strong challenge. According to recent studies, 1 adult in 4 lives with a disability which amounts to 61 million Americans (cdc.gov).

So what are Complete Streets policies and above all why do they matter for disabled people?

Complete Streets design elements

Streets are more and more congested. It can be hard for everyone to find their place, especially in city centers where pedestrians, bikes and motorized vehicles coexist. 

Complete Streets policies precisely aim at enabling safe use and support mobility for all users using various street design elements such as:

⊗ Pedestrian infrastructure: sidewalks, crosswalks, median crossing islands, curb extensions, pinchpoint, Accessible pedestrian Signals for visually impaired people, pedestrian wayfinding, greenery, and street furniture.

⊗ Traffic calming measures to lower speeds of vehicles: speed humps, speed tables, speed cushions, signage, and traffic lights.

⊗ Bicycle accommodations: protected or dedicated bicycle lanes, repair stations, and bicycle parking.

⊗ Public transit equipment: Bus Rapid Transit, bus pullouts, transit signal priority, bus shelters, and dedicated bus lanes.

Incomplete streets obstacles for disabled people

Cars’ supremacy left a legacy in Northern American cities. 

Car-centric roadways lead to uneven access to urban services. And it is all the more true for disabled people who most often cannot use cars. Cities that don’t offer Complete Streets measures in their busiest areas force citizens and especially disabled people to face huge challenges when getting around.

Here is a non-exhaustive list of what is causing difficulties to pedestrians with disabilities in “incomplete streets”-like designs:

⊗ Unpaved, broken, or disconnected surfaces

⊗ Lack of curb cuts and ramp

⊗ Ponding of stormwater and runoff streams near intersections

⊗ Lack of Accessible Pedestrian Signals (APS) at signalized intersections. This article goes into more details about this specific point.

⊗ Inadequate sidewalks or intersections design

⊗ Wide intersections with limited crossing time

⊗ Lack of escalators, elevators or ramps to overcome steps

⊗ Inaccessible bus stops

⊗ Large spaces without landmarks

⊗ Routes going nowhere

⊗ Inappropriate sidewalk obstacles

⊗ and the list goes on…

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

What benefits for disabled people?

Complete Streets design provides an environment where all street users, particularly the most vulnerable, can get around safely and efficiently. This means that regardless of the mode of transportation, the age, the ability, or the confidence level, streets are accessible, safe  and appropriate for the needs of all users. 

Ontario was the first Canadian state to adopt a Complete Streets policy to help disabled citizens navigate streets more efficiently. In 2017, Ontario’s Growth Plan encouraged equity by incorporating strong directives in order to build streets that meet the needs of all road users.

“In the design, refurbishment, or reconstruction of the existing and planned street network, a complete streets approach will be adopted that ensures the needs and safety of all road users are considered and appropriately accommodated.”

Moreover statistics show that pedestrian street activity increases support of local businesses and expands employment opportunities.

Streets are complete and accessible using mainly:

⊗ Tactile walking indicators;

⊗ Accessible Pedestrian Signals;

⊗ Push buttons accessible to wheelchair users;

⊗ Ramps and curb cuts

However, the legacy of years of valuing cars in Northern American society and the difficulty to change attitudes towards the most fragile people show that there is a lot of work to be done. 

Considering that major american cities have less than 1% of signalized intersections equipped with Accessible Pedestrian Signals, it leaves a lot of room for improvement!

Wondering which Accessible Pedestrian Signal to choose? Use the new APS comparator!

Find out more about this policy.

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Complete Streets design provides an environment where all street users, particularly the most vulnerable, can get around safely and efficiently.

This means that regardless of the mode of transportation, the age, the ability, or the confidence level, streets are accessible, safe  and appropriate for the needs of all users.

writer

Zoe Gervais

Zoe Gervais

Content Manager

stay updated

Get the latest news about accessibility and the Smart City.

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powered by okeenea

The French leading company

on the accessibility market.

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.

[INFOGRAPHIC] Smartphone Use and Activities by People with Disabilities

[INFOGRAPHIC] Smartphone Use and Activities by People with Disabilities

[INFOGRAPHIC]

Smartphone Use and Activities by People with Disabilities

 

« Les personnes handicapées n’utilisent pas de smartphones. »

Aujourd’hui, les smartphones offrent des solutions d’assistance fiables et économiques aux personnes handicapées. Applications, GPS, paramètres d’accessibilité… la plupart de ces fonctionnalités sont devenues essentielles pour surmonter les obstacles du quotidien, mais aussi pour profiter de ces trésors technologiques au même titre que le reste de la population.

On croit souvent à tort que les personnes handicapées ne peuvent pas utiliser de smartphone. Pourtant, qu’elles souffrent de handicaps sensoriels, cognitifs ou moteurs, elles ont bel et bien accès aux technologies mobiles, avec toutefois quelques variantes pour certaines activités.

Regardez par vous-même !

Infographie Utilisation et activités des smartphones par les personnes handicapées

L’étude a été menée entre 2015 et 2016 par le Centre de recherche en ingénierie de réadaptation pour les technologies sans fil Shepherd Center.

Au total, 7 500 personnes présentant une typologie de handicap ont répondu à l’enquête, qui se répartit comme suit :

Difficulté à marcher, à se tenir debout ou à monter les escaliers : 42 %

Malentendants : 31 %

Sourds : 12 %

Malvoyants : 13 %

Aveugle : 6 %

Difficulté à utiliser les mains ou les doigts 25 %

Difficulté à se concentrer, à prendre des décisions ou à se souvenir : 21 %

Inquiétude, nervosité ou anxiété fréquentes : 23 %

Difficulté à utiliser les bras : 20 %

Difficulté à parler : 17 %

 

5 chiffres clés :

⊗ 84 % des répondants déclarent utiliser un smartphone au quotidien

⊗  Atteignant 91 % en incluant l’utilisation des tablettes

⊗  Les personnes handicapées utilisent le GPS de leur smartphone 30 % de plus que le reste de la population

⊗  Ce qui représente 72%

⊗ 70 % d’entre eux utilisent des applications.

 

L’étude a été réalisée entre 2015 et 2016 aux États-Unis par le Rehabilitation Engineering Research Center for Wireless Technologies Shepherd Center : lire l’enquête complète .

 

Informations complémentaires :

Vous vous demandez comment les personnes malvoyantes utilisent un smartphone ? Cette question revient souvent, et c’est normal ! 

Le smartphone devrait être synonyme d’inaccessibilité pour les personnes aveugles et malvoyantes. Pourtant, il est devenu un compagnon indispensable pour beaucoup d’entre elles.

 

Découvrez comment : Le smartphone, une révolution pour les aveugles et malvoyants !

 

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91% of people with disabilities use a smartphone or a tablet on a daily basis.

writer

Zoe Gervais

Zoe Gervais

Content Manager

stay updated

Get the latest news about accessibility and the Smart City.

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powered by okeenea

The French leading company

on the accessibility market.

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 Accessible Pedestrian Signals Can Help Chicago Be the ‘Most Inclusive City in the Nation’?

How Accessible Pedestrian Signals Can Help Chicago Be the ‘Most Inclusive City in the Nation’?

How Accessible Pedestrian Signals Can Help Chicago Be the ‘Most Inclusive City in the Nation’?

 

Chicago is the third most populated city in the United States ranking after New York and Los Angeles. To facilitate the movement of vehicles, pedestrians and cyclists and thus prevent the city from plunging into chaos, 3,000 signalized traffic intersections have been set up throughout the city.

But have you ever wondered how do blind and partially sighted people know when it is safe to cross the street? 258,900 people have reported to live with visual disability in Illinois in 2019 yet only 11 intersections were equipped with Accessible Pedestrian Signals (APS) in that same year representing less than 1% of all signalized intersections.

What commitments the city has made to improve the mobility of thousands of people and thus make the city accessible to people of all abilities? And how can APS help the city global accessibility plan to go one step further?

 

Accessible Pedestrian Signal in Chicago: state of play

You might have noticed yellow housings with a raised arrow fixed on the pole of a few pedestrian crossings in Chicago. They are quite rare but yet of great help for visually impaired people. What are they exactly? They are called Accessible Pedestrian Signals. They provide information about the status of the pedestrian signal.

APS are composed of three main elements:

⊗ the pushbutton that emits a constant beeping sound in order to locate it

⊗ a tactile raised arrow that is lined up with the direction of travel on the crosswalk

⊗ audible walk indications according to national standard such an a rapid ticking sound when the WALK sign is on but it can be a speech message stating the street name etc.

For more details about APS definition and characteristics please read this article: Pedestrian Safety Are your Pedestrian Crossings Safe for Visually-Impaired and Blind People?

In compliance with the American with Disability Act of 1990 (ADA) federal standards, these new devices must equip all newly constructed intersections equipped with pedestrian signals or pedestrian facilities undergoing construction activity.

But the City of Chicago does not set as an example in terms of pedestrian safety law abiding. In 2019 only 11 APS were found amongst the 3,000 signalized intersections of the city. A class-action lawsuit has even been filled in 2019 by the American Council of The Blind of Metropolitan Chicago and three blind Chicago-area residents for violating the Americans with Disabilities Act.

“Collectively,” the complaint states, “these obstacles severely compromise blind pedestrians’ ability to move about the City like their sighted counterparts do: safely, independently, expeditiously, and without fear.”

In response, Mayor Lori E. Lightfoot announced a few months later that Chicago will be adding up to 100 new Accessible Pedestrian Signals (APS) at locations across the city in the next two years rising to around 3% the city equipement rate. As a comparison, New York City has a 2% APS equipment rate at the time of writing.

Since this declaration, no statistics on the number of APS have been published but there should already be around fifty of these new units in central Chicago according to 2019’s Mayor commitments.

Please refer to the map of the proposed APS location issued in July 2019.

Understand difficulties faced by blind people in Chicago

The installation of traffic lights in cities starting in 1923 in Chicago has enabled visually impaired people to finally leave their homes. At least to cross the street independently by listening to the traffic flow. However, recent urban development of large cities like Chicago makes it more and more difficult to rely only on traffic audio cues.

Here are some of the challenges that blind and partially sighted Chicagoans face on a daily basis when trying to get to the other side of the sidewalk:

⊗ cars don’t always stop behind the crosswalk

⊗ crossing time is different depending on the time of day

⊗ complex streets: routes can be straight, diagonal or cross multiple lanes

⊗ ambient noise : the noise of L cars overhead, plus buses, people, and bikes

⊗ weather condition of the Windy City: when it’s raining or windy, it can be hard to hear the sounds of the traffic

⊗ signal phases – when pedestrians get a few seconds head start before vehicle traffic starts – have caused confusion for blind pedestrians than only rely on traffic sound

⊗ cars are quieter

The difficulties of crossing noisy, busy, or complex streets without APS are indeed so severe that some blind pedestrians attempt to avoid risky intersections altogether by using indirect, longer routes, or by taking paratransit, even though paratransit must be arranged for 24-hours in advance.

APS is a cheap answer that addresses most of these issues.

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

How can APS systems be part of an Inclusive City global plan?

“We want to make Chicago the most inclusive city in the nation, period. No exceptions.” Mayor Lori Lightfoot said at The Chicago Lighthouse, a social service agency that supports people with visual impairments.

The city’s goal is clear. To achieve this, the mayor has put in place several initiatives at the heart of the Vision Zero action plan. Vision Zero is a global growing program that aims at eliminating traffic fatalities and serious injuries by 2026.

The 2017-2019 action plan states that the Chicago Department of Transportation (CDOT) must commit to safe street for all Chicagoans best know as Complete Streets.

This transportation policy and design approach includes state recommended design elements that provide safer crossings, safer speeds, and safer streets for all users. These elements appear in Chicago‘s Pedestrian Plan and Complete Streets Design Guidelines as well as the Vision Zero action plan.

These elements include:

⊗ right-sized streets

⊗ pedestrian refuge islands

⊗ bump-outs

⊗ protected bike lanes

⊗ pedestrian countdown timers and leading pedestrian intervals

⊗ Accessible Pedestrian Signals

⊗ in-road state law stop for pedestrians signs

⊗ speed feedback signs

The installation of APS in Chicago must be though as a global pedestrian safety program to improve blind people’s accessibility. As part of the Vision Zero action plan, the implementation of APS in the city highlights the importance of prioritizing the health and safety of all roadway users.

More APS would definitely help Chicago score points to be recognized as the global reference in accessibility.

If you want to increase the number of APS units in Chicago or in another city and want to choose the best possible options, feel free to check the APS comparator. This tool will help you make a market research based on different APS technical features.

In line with the city’s commitments to make Chicago more inclusive, the city is starting to think about setting up a wayfinding system on the rail system to help blind, visually impaired and deafblind people navigate the street safely. The All Stations Accessibility Program (ASAP) would help reduce costs assistance and make the network easier.

One step further to be ‘the most inclusive city in the nation’.

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The installation of APS in Chicago must be though as a global pedestrian safety program to improve blind people’s accessibility. As part of the Vision Zero action plan, the implementation of APS in the city highlights the importance of prioritizing the health and safety of all roadway users.

writer

Zoe Gervais

Zoe Gervais

Content Manager

stay updated

Get the latest news about accessibility and the Smart City.

other articles for you

share our article!

more articles

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.

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.

Brisbane: A City for Everyone

Brisbane: A City for Everyone

Brisbane: a City for Everyone

 

Currently in Australia, it has been estimated that approximately 357,000 people are either blind or experience some form of vision impairment. This number has been projected to increase to 564,000 by 2030. 

Moreover 8% of pedestrians with vision impairment living in Australia have reported being involved in a collision with a vehicle or a bicycle in the last five years. 20% have reported being involved in a near collision in the same period.

Taking into consideration these statistics, how can the City of Brisbane improve street navigation of people living with some form of visual limitation? What concrete solutions have been implemented so far and will be in the future to ensure everyone has equal opportunity to enjoy the city?

 

Proven solutions to favor accessibility of blind pedestrians in Brisbane

 

Brisbane City Council controls more than 6800 kilometres of roads, which include 50,000 intersections and more than 850 sets of traffic lights. No wonder why it can be a nightmare navigating the City when you have visual impairment. 

Statistically, hazards occur more at junctions than anywhere else. It is then the responsibility of local council to take action in order to ensure safety to everyone.

“Council has been undertaking positive education with the public about the importance of independent mobility of pedestrians with vision impairment so that residents and businesses can help be part of a solution that strikes a fair balance between the needs of pedestrians.”

Adrian Schrinner, Lord Mayor of Brisbane since 2019

 

Brisbane Access and Inclusion Plan 2012-2017 

 

Between 2012 and 2017, the Council has invested $200 million in implementing the Brisbane Access and Inclusion Plan dedicating part of its effort on Pedestrian mobility and transport. Of the overall amount, approximately $6.8 million were fully dedicated each year to make the city more accessible for all its citizens.

After this five-year plan in 2017, 80% of residents agreed that Brisbane was a more inclusive and accessible city (up from 61% in previous years).

This accessibility plan includes but is not limited to initiatives to help blind and low vision pedestrians cross the street independently such as:

⊗ Audio-tactile signals or audible tactile traffic signals (ATTS) at signalised junctions to communicate information about the green and red intervals in non-visual format.

Local representatives have publicly stated that “Special facilities including audible and tactile features now exist at most traffic light pedestrian crossings” although no official statistics are available at the time being.

However Lord Mayor of Brisbane Adrian Schrinner has declared that “In Brisbane we consider ourselves to be highly accessible, which is why we previously voluntarily installed audio tactile facilities at all signalised intersections within the Brisbane CBD and over 500 intersections across Brisbane.”

Brisbane’s audible traffic signals (ATTS) have the particularity to automatically respond to background noise and thus operate on lower volumes in the late evening and early morning.

More info on local audible tactile traffic signals (ATTS) guidelines.

 

⊗ Extended walking times at designated signalised pedestrian crossings to allow people with slow walk to cross the street safely and in their own pace. Extended walk times are currently provided in locations where there is high use from specific user groups that require additional time to cross.

⊗ Widespread braille trail network to help people with visual limitation move independently. A braille trail is a pathway of paving with dots and dash patterns intended for visually-impaired people walking with a cane. Brisbane’s original braille trail was established in the Queen Street Mall back in 1989. An investment of $90,000 has been made in the recent years to lengthen it.

“At about 1.6 kilometres in length, the Brisbane CBD braille trail network through Queen Street mall, Albert Street, Reddacliff Place and King George Square is the longest continuous braille trail in Australia.”

⊗ Tactile ground surface indicators (TGSIs). The City will continue to install tactile ground surface indicators according to Australian Standards at locations of high use and on request. Brisbane city council will also upgrade bus stops with TGSI’s features in response with users’ requests.

⊗ Consistent, firm and even pathways to prevent from tripping hazards

⊗ Tactile street signs on traffic lights to help residents and visitors navigate the streets. 390 brightly-coloured rectangular signs are now in place across the city at locations selected by residents and associations. Street name and building numbers are printed in braille in yellow raised letters on the same pole and height as the pedestrian push-button.

⊗ Safe unsignalised pedestrian crossings including the design and installation, where appropriate, of footpath build-outs and pedestrian refuge islands.

 

As a reward the council’s investment in the five-year Access and Inclusion Plan, Brisbane won the National Disability, Access and Inclusion Award 2017 Awards. 

Council’s investment in access and inclusion has been recognised across the country. But Brisbane does not stop there and aims at being the world accessibility leader in ten years.

“By 2029 Brisbane will be a city for everybody – known worldwide for embracing all ages, abilities and cultures.”

Graham Quirk, Lord Mayor of Brisbane (2011-2019)

 

How to make Brisbane world accessibility leader?

 

In 2019, the end of Lord mayor Graham Quirk’s term to Adrian Schrinner has triggered the second installment of the inclusive plan: A City for Everyone: Draft Inclusive Brisbane Plan 2019-2029.

This draft includes several accessibility and inclusion projects for the ten years to come to go one step further in making Brisbane truly accessible to blind and partially-sighted people.

Among the new initiatives on the agenda, the creation of digital platforms and apps, which takes a naturally significant part in the program with regard to the physical installations that have been introduced so far. The objective is to leverage those physical accessibility equipment to offer additional digital services.

In 2017, the app Access 4000 was developed to provide real time information on different accessibility features available in businesses and venues around Brisbane such as automated doors, disabled parking and toilets, hearing loop, interpreter, lifts, support for low vision or blindness and wheelchair access.

Furthemore, community organisations and Brisbane Marketing – the city’s economic development board – has partnered to create a mobile phone application with a map and a potentially augmented reality platform to assist people with disability to navigate Brisbane streets, publics spaces, buildings and plan their journey. Acting as an outdoor and indoor digital wayfinding system, this new undergoing project gives great prospects for the autonomy of visually impaired people.

Additionally, to enable Brisbane citizens to be informed of updates on temporary obstacles or closures affecting pedestrians, an online portal will be created. This platform will also give residents better information on community transport and shared vehicle options. By offering this digital solution to its citizens, visually impaired people of Brisbane will finally be aware of disruption of accessible routes.

More information on how to maintain pedestrian accessibility when carrying out street works.

Regarding physical accessibility, the council is planning on investing its efforts on pedestrian crossings enhancements, walking and wheeling tour for people with different sensory needs and the creation of tactile library spaces for visitors with specific needs such as autism or blindness.

 

We are looking forward to the official publication of the 2019-2029 Brisbane Inclusive Plan that will set the tone of the ten years to come regarding the city’s accessibility policy. 

Will Brisbane be the worldwide accessibility leader by 2029 outperforming major european, american and asian cities? 

See you in ten years!

media

Between 2012 and 2017, the Council has invested $200 million in implementing the Brisbane Access and Inclusion Plan dedicating part of its effort on Pedestrian mobility and transport. Of the overall amount, approximately $6.8 million were fully dedicated each year to make the city more accessible for all its citizens.

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Zoe Gervais

Zoe Gervais

Content Manager

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