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Screenshot of the searchable web-based repository available at the Inclusive Mobility Research Lab website at http://dsouzalab.engin.umich.edu/research/av/framework/ Note: This repository has been updated since the publication of this article, and therefore contains greater entries than discussed in the text.
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Low-speed, driverless automated shuttles have the potential to significantly improve community mobility for older adults and people with disabilities who are otherwise unable or ineligible to drive. However, accessibility and inclusive design of these shuttles to accommodate the spectrum of human abilities and impairments is impeded by the lack of...
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... According to the World Health Organization (2011) an estimated 1.3 billion people, or 1 in 6 of the global population, live with a disability. People with Disabilities (PwDs) and older individuals are more likely to experience various forms of social exclusion including transport-related challenges due to factors such as inaccessibility or unaffordability (Martínez-Buelvas et al., 2022;Sterkenburg, 2020;Tabattanon et al., 2019;World Health Organization, 2011). Limited transport access is a significant obstacle for PwDs as it restricts their access to essential services like healthcare, employment opportunities, and social and cultural activities (Australia & New Zealand Driverless Vehicle Initiative, 2020; Rojas, 2020;World Health Organization, 2011). ...
... PwDs and older people are more likely to experience various forms of social exclusion. Furthermore, these communities are more likely to experience transport-related exclusion (Sterkenburg, 2020;Tabattanon et al., 2019). There is a strong link between social isolation and higher rates of mental health issues, with a lack of access to reliable transportation identified as a major contributor (Holt-Lunstad, 2020). ...
... Dicianno et al. (2021) showed that inaccessibility occurs even when vehicle interiors are compliant with US federal accessibility standards. This has direct implications for physical effort, occupant and passenger safety, and the time is taken to board and disembark the vehicle (Dicianno et al., 2021;Tabattanon et al., 2019). In addition, users of wheeled mobility devices have a higher risk of injury during boarding, disembarking, and maneuvering within the vehicle (D'Souza, 2013). ...
... Individuals with disabilities continue to face transportation barriers (Broome et al., 2009;Delbosc & Currie, 2011;Bezyak et al., 2019) often stemming from accessibility and usability issues with using public transport (Audirac, 2008). For example, individuals with auditory impairment can experience difficulty communicating with transport staff and hearing travel announcements, potentially leading to delays or errors when traveling (Tabattanon, Sandhu & D'Souza, 2019;Fürst & Vogelauer, 2012a). Public transport vehicles often have onboard circulation issues, such as inadequate space for wheeled mobility device users to manoeuvre, no standardized seating configurations, and insufficient features to assist passengers when moving to or from a seat (Tabattanon et al., 2019). ...
... For example, individuals with auditory impairment can experience difficulty communicating with transport staff and hearing travel announcements, potentially leading to delays or errors when traveling (Tabattanon, Sandhu & D'Souza, 2019;Fürst & Vogelauer, 2012a). Public transport vehicles often have onboard circulation issues, such as inadequate space for wheeled mobility device users to manoeuvre, no standardized seating configurations, and insufficient features to assist passengers when moving to or from a seat (Tabattanon et al., 2019). Individuals with intellectual, cognitive, and developmental disabilities often have trouble with many of the skills required to use public transport, such as difficulty with trip planning, orientation, and navigation (Deka et al., 2016;Friedman & Rizzolo, 2016;Risser et al., 2015;Broome et al., 2009). ...
... The common needs, including recognizing the service/route number on the exterior of the AV, boarding the correct bus, knowing where to board and alight the vehicle (e.g., where doors are located on the vehicle and the location at the bus bay), displaying information in multiple languages, using the ramp, consistent interior configuration, providing onboard travel information, and space constraints within the vehicle, will be exacerbated without a driver present to assist. These considerations are consistent with previous findings in other trials (e.g., Tabattanon et al., 2019). ...
Most studies of autonomous vehicle (AV) acceptance have focused on its acceptance by the general population. There is a dearth of knowledge among users with different abilities and needs. Hence, this study addresses this gap by investigating user acceptance of shared AVs among people with different mobility and communication needs in Singapore. Understanding the perspectives of these users is critical to ensure that shared AVs services are inclusive, aiding in acceptance. The groups studied are the 1) blind and visually impaired; 2) deaf and hard of hearing; 3) individuals using mobility aids, such as wheelchair, scooter, or cane; 4) individuals with autism and their caregivers; 5) families with young children and pregnant women; 6) seniors (age 60 + ). Using an online survey (n = 300) and focus group discussions (n = 53), we found that these user groups are (i) anticipating AV in public transport with positive attitudes and emotions, and (ii) generally concerned about various aspects of safety. AV service safety and reliability are ranked as top concerns across all groups surveyed. Users who are likely to require onboard assistance prioritised ease of boarding and alighting, and all groups ranked the presence of ‘onboard service staff’ as less important. Participants identified several important service features, such as onboard safety features - especially a ‘live’ intercom, and auditory and visual cues for visually impaired and hard of hearing. Some users would also like dedicated lanes for AVs. Inclusive experiential rides on an AV will help members of these groups feel more comfortable and prepared for AVs once deployed.
... The tasks, categorized here by the distinct areas of accessibility concerns, are listed below: These tasks may be mapped to the seven trip-making stages identified in the AAV Playbook. However, this list from the IMDL portal does not address the elements of infrastructure design of transportation facilities, including sidewalks, curbs, and street crossings (9). Hence, three of the trip-making stages of the AAV playbook-Navigating to AAV pick up point, Waiting at AAV pick up point, and Navigating from AAV drop off point to end destination-are not adequately covered by the portal. ...
... To ensure that the disabled individuals are appropriately served at each trip-making stage identified in the AAV playbook, the design of transportation facilities, sidewalks, and street crossings are also essential to consider (9). The environmental facilitation that may support easier boarding and alighting includes (13): ...
Nearly 1 in 5 people in the US have a disability, and
people aged 18 to 64 with disabilities make 28%
fewer trips per day (2.6 v. 3.6 trips) on average than
people without disabilities. These statistics highlight
the considerable suppressed demand for travel by the
disabled individual that is currently not being met.
While autonomous vehicles are being built with the
purpose of curbing people’s need to operate the
vehicles, lack of ability to drive is not the only barrier
people with disabilities face while traveling. The
simple acts of entering and getting out of the vehicle
might pose difficulties for many disabled people, not
just wheelchair users. This makes well-thought-out
considerations for people with disabilities essential at
the early stages of design and development.
This white paper documents ideas on how the AV
technology as deployed by the Santa Clara VTA
(Valley Transportation Authority) for AAV (Autonomous
Accessible Vehicle) pilot demonstration project
(and other similar deployments) may be made more
responsive to the needs of the people with disabilities.
... Other studies are also required to analyze the needs, expectations and concerns of elderly people and people with disabilities in greater detail. Although some of the studies included in the present review evoke the needs and concerns expressed on this subject by respondents, APTV accessibility for people with disabilities and the elderly does not seem to have been studied specifically (Tabattanon et al., 2019). ...
Non-rail autonomous public transport vehicles have emerged over the last few years. Technical progress in automation has resulted in a growing number of autonomous shuttle pilot experiments. Although these systems are technologically feasible, determining the extent to which they correspond to users’ needs and expectations remains a major issue. In order to answer that question, we conducted a systematic review which synthesizes the literature regarding the acceptability and willingness to use this type of autonomous public transport. This literature review allowed us to identify 39 documents addressing 70 factors of acceptability, acceptance and usage of non-rail autonomous public transport vehicles. The most cited factors in the literature concern service characteristics (times, schedules, fares) and safety issues (road-safety, on-board security). Factors related to automation level, comfort and access to the vehicle feature appear to a lesser extent. Acceptance is also related to personal factors, such as socio-demographics, travel habits, and personality. This review could be of interest to designers and manufacturers of non-rail autonomous public transport vehicles, as well as policy makers, and assist with the successful implementation of autonomous public transport services which are better adapted and meet the needs of all potential users.
... Many barriers specifically in the use of public transportation (paratransit and fixed-route) have been reported [84,85] and are relevant to the design of AVs. Many vehicles that are supposed to be accessible to wheelchairs or scooters have limited space once the device is inside or are not truly accessible to common mobility devices [84]. ...
... Many vehicles that are supposed to be accessible to wheelchairs or scooters have limited space once the device is inside or are not truly accessible to common mobility devices [84]. Inaccessible interior configurations of low-speed automated shuttles include inadequate floor or aisle space for mobility devices, inadequate legroom, nonstandardized seating configurations or locations that may be confusing to individuals who are blind or who have visual impairments, insufficient space for assistive devices like canes or walkers, or inaccessibility caused by crowding from other passengers [85]. Inaccessibility occurs even when the vehicle interiors are compliant with federal accessibility standards [85]. ...
... Inaccessible interior configurations of low-speed automated shuttles include inadequate floor or aisle space for mobility devices, inadequate legroom, nonstandardized seating configurations or locations that may be confusing to individuals who are blind or who have visual impairments, insufficient space for assistive devices like canes or walkers, or inaccessibility caused by crowding from other passengers [85]. Inaccessibility occurs even when the vehicle interiors are compliant with federal accessibility standards [85]. ...
People with disabilities face many travel barriers. Autonomous vehicles and services may be one solution. The purpose of this project was to conduct a systematic review of the grey and scientific literature on autonomous vehicles for people with disabilities. Scientific evidence (n=35) was limited to four observational studies with a very low level of evidence, qualitative studies, reviews, design and model reports, and policy proposals. Literature on older adults was most prevalent. Grey literature (n=37) spanned a variety of media and sources and focuses on a variety of disability and impairment types. Results highlight opportunities and barriers to accessible and usable AVs and services, outline research gaps to set a future research agenda and identify implications for policy and knowledge translation. People with disabilities are a diverse group and accessible and usable design solutions will therefore need to be tailored to each group’s needs, circumstances, and preferences. Future research in diverse disability groups should include more participatory action design and engineering studies and higher quality, prospective experimental studies to evaluate outcomes of accessible and usable AV technology. Studies will need to address not only all vehicle features but also the entire travel journey.
... Harnessing the full potential of SAVs to provide inclusive and equitable service for consumers of diverse abilities will require an evidence-base for developing standards, setting policy, and making design decisions. The existing human factors literature lacks a systematic empirical examination of inclusive design needs specific to the usability of SAVs (Tabattanon et al., 2019). This includes issues pertaining to spatial needs for manageable access ramp gradients, ingress-egress doorway locations, interior circulation, seating configurations, wheeled mobility securement locations, and in-vehicle communication and information access (Tabattanon et al., 2019;Claypool et al., 2017;ITSA et al., 2019). ...
... The existing human factors literature lacks a systematic empirical examination of inclusive design needs specific to the usability of SAVs (Tabattanon et al., 2019). This includes issues pertaining to spatial needs for manageable access ramp gradients, ingress-egress doorway locations, interior circulation, seating configurations, wheeled mobility securement locations, and in-vehicle communication and information access (Tabattanon et al., 2019;Claypool et al., 2017;ITSA et al., 2019). Ideally, the research to support such an evidence-base is needed prior to mass deployment of SAVs in order to minimize accessibility-related retrofitting and after-market adaptations which tend to be costly and sub-optimal and, further, could potentially compromise vehicle performance (Rojas et al., 2020). ...
Shared automated vehicles (SAVs) in the form of low-speed driverless shuttles have the potential to improve independent mobility for older adults and people with disabilities. At full vehicle autonomy and in the absence of an onboard operator, tasks such as ingress-egress, interior circulation, and securement of passengers and carry-on items will need to be safe, efficient, and independent. This paper describes a novel laboratory apparatus for conducting inclusive design research related to SAVs and presents preliminary findings from an ongoing preliminary study examining the effects of interior design configuration on ingress-egress performance for six wheelchair users. Early findings emphasize the interactions between diverse user abilities and technology design on user performance. The study demonstrates the potential benefit of full-scale physical simulations to investigating a broad range of usability and inclusive design issues related to emerging SAVs.
Autonomous vehicle (AV) technology can help disabled Americans achieve their desired level of mobility. However, realizing this potential depends on vehicle manufacturers, policymakers, and state and municipal agencies collaborating to accommodate the needs of disabled individuals at different stages of trip making through information system design, vehicle design, and infrastructure design. Integrating accessibility at this stage of the AV revolution would finally allow us an opportunity to develop a transportation system that treats accessibility as a guiding principle, not as an afterthought. This paper documents accessibility considerations for disabled individuals followed by a review of relevant Americans with Disabilities Act (ADA) regulations. The review of regulations is followed by a review of nine case studies, five corresponding to the on-demand microtransit service model and four corresponding to the paratransit service model. These case studies are essentially different prototypes currently being deployed on a pilot basis. Each of these specific case studies is then evaluated for its ability to provide potential accessibility features that would fulfill the requirement set forth by relevant ADA regulations in the absence of an operator/driver. Based on this review of relevant research, ADA regulations, and case studies, recommendations are provided for researchers, private firms, policymakers, and agencies involved in AV development and deployment. The recommendations include better collaboration and adoption of best practices to address the needs of individuals with different disability types (e.g., Cognitive, Visual, Auditory). ADA regulations should be used as one of the tools in addition to universal design principles and assistive technologies in order to maximize accessibility.
Autonomous vehicles (AVs) have the potential to vastly improve independent, safe, and cost-effective mobility options for individuals with disabilities. However, accessibility considerations are often overlooked in the early stages of design, resulting in AVs that are inaccessible to people with disabilities. Vehicles serving people with disabilities typically require costly aftermarket modifications for accessibility, which may have unforeseen impacts on vehicle performance and safety, particularly in the case of automated vehicles. In this research, we investigate the performance of three autonomous shuttle design configurations: an off-the-shelf shuttle that is not wheelchair accessible, the campus pilot shuttle that is wheelchair accessible, and a new design using wheelchair accessibility foresight. Physics-based simulations performed using MATLAB, ADAMS (Automated Dynamic Analysis of Mechanical Systems), and Autonomie demonstrated that the modifications aimed at providing wheelchair access had important implications for vehicle dynamics (e.g., turning radius, pitch, roll), energy consumption (operating range and usage duration), and cost per passenger. A ride comfort analysis was performed using MATLAB to study the passenger’s ride comfort in all three shuttle designs. Energy consumption and lateral dynamic analyses were performed to analyze the operating range and turning radius of the shuttles. Also a brief cost analysis provides insight into
the cost implications of post-production modifications. Simulation results indicate aftermarket modifications have a large impact on the vehicle performance and increase the cost per passenger. The campus pilot shuttle design adversely affects the turning radius and reduces the driving range by 38% while the new design makes no compromises in vehicle dynamics or driving range. We conclude that if wheelchair access and related accessibility considerations are incorporated in the design phase, the adverse performance of aftermarket modifications can be avoided.
Driverless shared automated vehicles (SAVs) have the potential to substantially improve independent mobility for the growing number of older adults and people with disabilities who are unable or ineligible to drive. However, early designs and deployments of SAVs have lacked accommodations for people with disabilities. This article describes a case study where post-production modifications were performed on a commercial electric SAV in an attempt to comply with US accessibility guidelines for conventional vehicles. Findings emphasize the key human factors considerations for physical accessibility and some lessons learned in order to inform the broader conversation about the accessible design of emerging SAVs. The case study highlights the need for considering accessibility and usability early in the design of complex technological systems such as automated vehicles.