Include PROCEEDINGS

include 2009 PROCEEDINGS i COPYRIGHT © 2009 Royal College of Art All rights reserved. No part of this book may be reprinted or reproduced or utilized in any form or by any electronic, mechanical, or other means, now known or hereafter invented, including photocopying and recording, or in any information storage or retrieval system, without permission in writing from the publishers. Every effort has been made to ensure that the advice and information in this book is true and accurate at the time of going to press. However, neither the publisher nor the authors can accept any legal responsibility or liability for any errors or omissions that may be made. In the case of drug administration, any medical procedure or the use of technical equipment mentioned within this book, you are strongly advised to consult the manufacturer’s guidelines. ISBN: 978-1-905000-80-7 Conference sponsor: Audi Design Foundation Conference supporters: Design Science, EPSRC, SPARC Conference partners: Cambridge Engineering Design Centre, i-design, KT-Equal Conference organisers: Helen Hamlyn Centre Conference chairs: John Clarkson, Melanie Howard, Stephen Wilcox iii CONTENTS Page Session 2A - Transport and Travel: Inclusive Journeys and Spaces 98 Inclusive Design for the Whole Journey Environment 99 Graeme Evans, Steve Shaw How AMELIA helps to design more inclusive urban areas 109 Helena Titheridge, Roger L. Mackett, Kamalasudhan Achuthan Functional reach abilities of wheeled mobility device users: toward inclusive design 115 Clive D'Souza, Victor Paquet, Edward Steinfeld Inclusive Design for Air Travel 121 Laura Baird, Hua Dong User-centered Inclusive Design: Making Public Transport Accessible 127 Linda Bogren, Daniel Fallman, Catharina Henje Session 2B - Interfaces and Interactions: Workng with Different Abilities 133 Designing in the dark: multi-sensorial workshop reconnecting designers with visually 134 impaired end-users Marc Dujardin An Accessible Creative Interaction Environment for Two People with Cerebral Palsy 140 Brendan McCloskey Innovation in Inclusive Typography: A Role for Design Research 149 Karin von Ompteda Sources of inconsistency in the application of inclusive solutions 155 Chris Law, Alex Varley Transforming policy practice in transport: Is there a space for communication design? 161 Teal Triggs, Claire McAndrew Session 2C - The Next Generation: Working with Students 167 Transforming Design Education: Design leadership through integrating civic engagement 168 as a pedagogical tool in curriculum design Youngbok Hong The diversity that surrounds you: Teaching inclusive design at the University of Pretoria, 174 South Africa Catherine Karusseit Inclusive Practice: Researching the Relationships between Dyslexia, Personality, and Art 180 Students' Drawing Ability Howard Riley, Qona Rankin, Nicola Brunswick, I.C. McManus, Rebecca Chamberlain, P-W Loo Action for Age - service design and the new orthodoxy of inclusive process 186 Emily Campbell "Contributive Performances" - Learning in the margins 190 Brendon Clark, Diana Africano Clark 98 Session 2A Transport and Travel: Inclusive Journeys and Spaces 99 PAPERS Inclusive Design for the Whole Journey Environment Graeme Evans & Steve Shaw, Cities Institute, London Metropolitan University, [email protected] Abstract This paper reports on an ongoing research study into accessibility, urban design and social inclusion. Previous papers on the conceptual and policy analysis, and the development of a street design “index” and mapping tool, have been presented at INCLUDE 2005 and 2007. This paper outlines the participatory stage of the research, based on user consultation exercises with groups experiencing barriers to pedestrian access and therefore to engagement with the transport system and wider social inclusion. This involves user based panels and focus groups, the use of GIS-Participation techniques and map walks with participants, integrated with GIS based analysis and visualisation for further intervention in the street environment. Particular attention is paid to the mobility and journey needs of users, as well as perceptual and safety issues, since these present one of the major barriers to transport access for vulnerable groups. Keywords Inclusive Design, Accessible Transport, GIS Participation Accessibility and the Whole Journey Environment Every time you walk to the shops or try to cross the road you are encountering a classic example of bad design. This design failure is the result of an ideology of traffic engineering that put cars first and dictated that different modes of transport must be set apart (Desyllas 2006, p.33). Accessibility and social inclusion have emerged as particular challenges to inclusive design raising a wide range of issues affecting mobility and participation in everyday life. Accessibility here relates to the ability to reach a range of social, leisure end employment destinations from “home” and therefore access to pedestrian and transport systems. Whilst assistive technology research has focused on improvements in product design for individual application, accessibility has been limited to removing particular barriers such as wheelchair access, e.g. “step free” stations, “low floor” buses, “dropped kerbs”, and ambient factors such as lighting, auditory and visual information, wayfinding, signage. This is due in part to the imperatives that drive such product development with a clear target and user group and measurable functional and benefits arising, including commercial application. Accessibility design on the other hand is more of a process, with a multiplicity of stakeholders in the public realm and one that encompasses management, operation and information and relating to the built environment, transport, graphics, telecoms and products. The urban environment and transport system is however fragmented in both policy, operational - ownership, statutory responsibilities - as well as design spheres. This fragmentation is multiplied further in terms of spatial scale and public and private interests. Design-related disciplines with an interest in the urban environment and transport system include: architects, urban designers, street, traffic, civil engineers, as well as product and industrial designers, including information & communications, and professionals with a responsibility for land-use, transport and safety - town & transport planners, the police (design against crime), and specialist advisers (e.g. access and disability audits). 1 100 PAPERS Defining the field and the scope of accessible transport from an inclusive design perspective is therefore best conceived in terms of the “whole journey environment”, since as Coleman notes: ‘A journey can be seen as a chain of individual products and services whose accessibility is only as strong as its weakest link’ (2003, p.132). In making our travel decisions, we do not differentiate between the elements of the journey but on their perception of the whole journey: ‘a broken paving stone under a failed street lamp is a deterrent to walking - it is of no use to say “as much as” or “more than” or “less than” fear of attack; if the environment stops someone from walking, it is not a matter of degree (Crime Concern, 1999, p.22). In practice, standards in accessible design tend to isolate particular elements such as the design of buildings and their approaches (DDA 1995) not if and how the user actually reached the destination itself, or whether transport is integrated with service delivery, e.g. opening times. Accessibility benchmarks classify a service or activity as “accessible” if it can be reached at reasonable cost, in reasonable time, and with reasonable ease. “Reasonable” in this context is not however defined - this same term is also used in DDA legislation - with this value judgement decided by the provider (e.g. transport operator) not the user, let alone those most excluded from travel and transport. Community safety and barriers to walking Particular attention has been paid in our research to perceptual and safety issues, since these present one of the major barriers to transport access for excluded groups - with over 11% of the general public saying that they would travel more if they felt safer on the transport system (Crime Concern, 2002). More vulnerable groups and those who rely more on walking (i.e. older and younger people) frequently cite the safety factor, including “fear of crime”, as the highest in determining their travel behaviour. Indeed from our user group surveys, the first barrier to travelling at all, let alone more frequently, starts at the front door, then in the immediate neighbourhood. This includes physical barriers to particular mobility impaired groups, but a range of perceptual and environmental constraints are felt by a much wider group who are effectively excluded from travel, including a high proportion of older people and other socially excluded, including women and ethnic minorities. From our surveys with older people, ease of leaving the house and of simply “getting around” was the most important consideration, with regular mobility their prime need. At the micro-scale, responsibility rests primarily with the street or traffic engineer with the emphasis (or priority) given to vehicular road access and movement, and safety in terms of pedestrian-road/vehicle inter-action, i.e. accident prevention. Crossings and car speed are key limitations to pedestrian access: ‘roads are perceived as barriers to the day-to-day movements of older people..who are often delayed

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