Tactile paving surfaces at bus stops : The need of homogeneous technical solutions for accessible tourism

Accessible tourism promotes the right of all citizens to visit places and experience tourism. Therefore, universal accessibility must exist within the tourism value chain, where the public transport system is an important element. The research project "Accessibility for All in Tourism" focused on the attributes of inclusive bus stops and considered "Universal Design" and “Age Sensitive Design” approaches. In the built environment, products and spaces must consider the needs of all people to the greatest extent possible. In particular, adequate wayfinders to help people with visual disabilities in terms of orientation and danger alerts. Tactile paving surfaces are one of the fundamental elements of accessibility for people with visual disabilities, ensuring they have an independent life, whether they are residents in their city or tourists in another country. However, when considering these tactile surfaces, the needs of elderly people and individuals with visual disabilities are divergent. This study is intended to present international examples of tactile surfaces used at bus stops, in some cases based on bibliographic research and direct observation. For a better understanding of the constituent elements of tactile surfaces, established examples were compiled. The results indicate that there is a great diversity of technical solutions for tactile surfaces at bus stops that attend to the needs of people with visual disabilities, some more age-friendly than others. In a context of equitable use and accessible tourism, homogeneous technical solutions, inclusive for all, should be implemented in all countries.Peer Reviewe

Effectiveness of tactile surface indicators in 'design for all' context

The aim of the study is to determine and prioritise the characteristics of the builtenvironment that increase the effectiveness of the walking surfaces for blind and vision-impaired people. Tactile walking surface indicators are installed on the floor of indoorand outdoor built environments for guiding blind or vision-impaired people. These people perceive the walking surface by a long white cane, through the soles of their shoes or impaired vision. Based on the relevant research and published standards there is a consensuson the characteristics of tactile working surfaces in terms of design specifications, visual contrast, material and installation requirements. In order to have the right decisionwhile using the related knowledge, the designer of a built environment should identify and prioritise the characteristics of the users. The findings of factorial analysis showed that the individual characteristics such as shoe width, stature, gender, and frequency ofleaving residence and experience alone, or with help, determine the effectiveness of tactile surface indicators as the primary factor. The second important factor that can be named as perceptual characteristics of the individual is composed of long white cane usage, time of sight loss and visual efficiency type. It is found that ease of walking on tactile surfaces as ease of change in direction, ease of stay on proper course of walking and transition from truncated domes to bars are third in priority as long as they comply with the standards

Design, modeling and analysis of object localization through acoustical signals for cognitive electronic travel aid for blind people

El objetivo de la tesis consiste en el estudio y análisis de la localización de objetos en el entorno real mediante sonidos, así como la posterior integración y ensayo de un dispositivo real basado en tal técnica y destinado a personas con discapacidad visual. Con el propósito de poder comprender y analizar la localización de objetos se ha realizado un profundo estado de arte sobre los Sistemas de Navegación desarrollados durante las últimas décadas y orientados a personas con distintos grados de discapacidad visual. En el citado estado del arte, se han analizado y estructurado los dispositivos de navegación existentes, clasificándolos de acuerdo con los componentes de adquisición de datos del entorno utilizados. A este respecto, hay que señalar que, hasta el momento, se conocen tres clases de dispositivos de navegación: 'detectores de obstáculos', que se basan en dispositivos de ultrasonidos y sensores instalados en los dispositivos electrónicos de navegación con el objetivo de detectar los objetos que aparecen en el área de trabajo del sistema; 'sensores del entorno' - que tienen como objetivo la detección del objeto y del usuario. Esta clase de dispositivos se instalan en las estaciones de autobús, metro, tren, pasos de peatones etc., de forma que cuando el sensor del usuario penetra en el área de alcance de los sensores instalados en la estación, éstos informan al usuario sobre la presencia de la misma. Asimismo, el sensor del usuario detecta también los medios de transporte que tienen instalado el correspondiente dispositivo basado en láser o ultrasonidos, ofreciendo al usuario información relativa a número de autobús, ruta etc La tercera clase de sistemas electrónicos de navegación son los 'dispositivos de navegación'. Estos elementos se basan en dispositivos GPS, indicando al usuario tanto su locación, como la ruta que debe seguir para llegar a su punto de destino. Tras la primera etapa de elaboración del estaDunai ., L. (2010). Design, modeling and analysis of object localization through acoustical signals for cognitive electronic travel aid for blind people [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/8441Palanci

Over a decade of developing accessible infrastructure in South Africa (From the Tshwane-GIBB draft guideline 2011 to the National Technical Requirements NTR 1 Tactile pedestrian crossings 2016 and today, 2022)

Inclusive infrastructure has been a concept that South Africa has been grappling with. This uncertainty is predominantly due to a historical lack of information available, nationally. Where bits and pieces of information on disability-inclusive infrastructure exist in various documents; contradicting information, -standards, or -guidance is common. Available information is often outdated when compared to international standards and best practices. For the past decade, various parties and entities, with the help of the disability sector, have been researching and developing "accessible" infrastructure to establish guidelines and standards that designers and approving authorities should consistently and uniformly apply. The National Department of Transport (NDoT) published "National Technical Requirement 1 (NTR1) - Pedestrian Crossings in 2016" based on research findings. This paper aims to inform designers about the various stages of work developing the tactile pedestrian crossing layouts and designs. It references useful documents that were adopted and developed in the process, as well as explains the latest developed national standard for South Africa.Papers presented at the 40th International Southern African Transport Conference on 04 -08 July 202

Enhanced Accessibility for People with Disabilities Living in Urban Areas

[Excerpt] People with disabilities constitute a significant proportion of the poor in developing countries. If internationally agreed targets on reducing poverty are to be reached, it is critical that specific measures be taken to reduce the societal discrimination and isolation that people with disabilities continue to face. Transport is an important enabler of strategies to fight poverty through enhancing access to education, employment, and social services. This project aims to further the understanding of the mobility and access issues experienced by people with disabilities in developing countries, and to identify specific steps that can be taken to start addressing problems. A major objective of the project is to compile a compendium of guidelines that can be used by government authorities, advocacy groups, and donor/loan agencies to improve the access of people with disabilities to transport and other services in urban areas

A Theoretical Model for Urban Walking Among People With Disabilities

This paper is an attempt to advance research on walking at a neighborhood level ofanalysis for people with disabilities by proposing a theoretical model that combines theknowledge of two disciplines: traffic planning and environmental psychology. The aim isto provide guidance for a discussion and a plan for future interdisciplinary investigationsby proposing a model that accounts for the dynamic interaction between environmentalcharacteristics, human processes, and walking experience among individuals with adisability. For this purpose, traffic planners, and environmental psychologists cametogether to discuss theories, concepts, and thematic relevance in a series of focus groupmeetings. These meetings led to the selection of the Human Environment Interaction(HEI) model, originally developed from the field of environmental psychology andoperationalized to describe how walking experiences result from the interplay betweenindividual abilities, emotional processes, and the physical and social characteristics ofthe environment (K\ufcller, 1991). The proposed model aims to sustain interdisciplinarydiscussion and research planning around the topic of neighborhood walking for peoplewith disabilities. By operationalizing each dimension in the model, a good fit betweengroups with disabilities and individual differences associated with walking experiences isassumed, which, in turn, will have the potential to provide a more conscious analysisof wellbeing-related outcomes, such as usability of the environment, frequency ofmobility, and quality of life. However, to improve understanding of urban walking at aneighborhood level for people with disabilities, empirical studies must be carried out totest the proposed model

An Orientation & Mobility Aid for People with Visual Impairments

Orientierung&Mobilität (O&M) umfasst eine Reihe von Techniken für Menschen mit Sehschädigungen, die ihnen helfen, sich im Alltag zurechtzufinden. Dennoch benötigen sie einen umfangreichen und sehr aufwendigen Einzelunterricht mit O&M Lehrern, um diese Techniken in ihre täglichen Abläufe zu integrieren. Während einige dieser Techniken assistive Technologien benutzen, wie zum Beispiel den Blinden-Langstock, Points of Interest Datenbanken oder ein Kompass gestütztes Orientierungssystem, existiert eine unscheinbare Kommunikationslücke zwischen verfügbaren Hilfsmitteln und Navigationssystemen. In den letzten Jahren sind mobile Rechensysteme, insbesondere Smartphones, allgegenwärtig geworden. Dies eröffnet modernen Techniken des maschinellen Sehens die Möglichkeit, den menschlichen Sehsinn bei Problemen im Alltag zu unterstützen, die durch ein nicht barrierefreies Design entstanden sind. Dennoch muss mit besonderer Sorgfalt vorgegangen werden, um dabei nicht mit den speziellen persönlichen Kompetenzen und antrainierten Verhaltensweisen zu kollidieren, oder schlimmstenfalls O&M Techniken sogar zu widersprechen. In dieser Dissertation identifizieren wir eine räumliche und systembedingte Lücke zwischen Orientierungshilfen und Navigationssystemen für Menschen mit Sehschädigung. Die räumliche Lücke existiert hauptsächlich, da assistive Orientierungshilfen, wie zum Beispiel der Blinden-Langstock, nur dabei helfen können, die Umgebung in einem limitierten Bereich wahrzunehmen, während Navigationsinformationen nur sehr weitläufig gehalten sind. Zusätzlich entsteht diese Lücke auch systembedingt zwischen diesen beiden Komponenten — der Blinden-Langstock kennt die Route nicht, während ein Navigationssystem nahegelegene Hindernisse oder O&M Techniken nicht weiter betrachtet. Daher schlagen wir verschiedene Ansätze zum Schließen dieser Lücke vor, um die Verbindung und Kommunikation zwischen Orientierungshilfen und Navigationsinformationen zu verbessern und betrachten das Problem dabei aus beiden Richtungen. Um nützliche relevante Informationen bereitzustellen, identifizieren wir zuerst die bedeutendsten Anforderungen an assistive Systeme und erstellen einige Schlüsselkonzepte, die wir bei unseren Algorithmen und Prototypen beachten. Existierende assistive Systeme zur Orientierung basieren hauptsächlich auf globalen Navigationssatellitensystemen. Wir versuchen, diese zu verbessern, indem wir einen auf Leitlinien basierenden Routing Algorithmus erstellen, der auf individuelle Bedürfnisse anpassbar ist und diese berücksichtigt. Generierte Routen sind zwar unmerklich länger, aber auch viel sicherer, gemäß den in Zusammenarbeit mit O&M Lehrern erstellten objektiven Kriterien. Außerdem verbessern wir die Verfügbarkeit von relevanten georeferenzierten Datenbanken, die für ein derartiges bedarfsgerechtes Routing benötigt werden. Zu diesem Zweck erstellen wir einen maschinellen Lernansatz, mit dem wir Zebrastreifen in Luftbildern erkennen, was auch über Ländergrenzen hinweg funktioniert, und verbessern dabei den Stand der Technik. Um den Nutzen von Mobilitätsassistenz durch maschinelles Sehen zu optimieren, erstellen wir O&M Techniken nachempfundene Ansätze, um die räumliche Wahrnehmung der unmittelbaren Umgebung zu erhöhen. Zuerst betrachten wir dazu die verfügbare Freifläche und informieren auch über mögliche Hindernisse. Weiterhin erstellen wir einen neuartigen Ansatz, um die verfügbaren Leitlinien zu erkennen und genau zu lokalisieren, und erzeugen virtuelle Leitlinien, welche Unterbrechungen überbrücken und bereits frühzeitig Informationen über die nächste Leitlinie bereitstellen. Abschließend verbessern wir die Zugänglichkeit von Fußgängerübergängen, insbesondere Zebrastreifen und Fußgängerampeln, mit einem Deep Learning Ansatz. Um zu analysieren, ob unsere erstellten Ansätze und Algorithmen einen tatsächlichen Mehrwert für Menschen mit Sehschädigung erzeugen, vollziehen wir ein kleines Wizard-of-Oz-Experiment zu unserem bedarfsgerechten Routing — mit einem sehr ermutigendem Ergebnis. Weiterhin führen wir eine umfangreichere Studie mit verschiedenen Komponenten und dem Fokus auf Fußgängerübergänge durch. Obwohl unsere statistischen Auswertungen nur eine geringfügige Verbesserung aufzeigen, beeinflußt durch technische Probleme mit dem ersten Prototypen und einer zu geringen Eingewöhnungszeit der Probanden an das System, bekommen wir viel versprechende Kommentare von fast allen Studienteilnehmern. Dies zeigt, daß wir bereits einen wichtigen ersten Schritt zum Schließen der identifizierten Lücke geleistet haben und Orientierung&Mobilität für Menschen mit Sehschädigung damit verbessern konnten

Instrumentation of a cane to detect and prevent falls

Dissertação de mestrado integrado em Engenharia Biomédica (área de especialização em Eletrónica Médica)The number of falls is growing as the main cause of injuries and deaths in the geriatric community. As a result, the cost of treating the injuries associated with falls is also increasing. Thus, the development of fall-related strategies with the capability of real-time monitoring without user restriction is imperative. Due to their advantages, daily life accessories can be a solution to embed fall-related systems, and canes are no exception. Moreover, gait assessment might be capable of enhancing the capability of cane usage for older cane users. Therefore, reducing, even more, the possibility of possible falls amongst them. Summing up, it is crucial the development of strategies that recognize states of fall, the step before a fall (pre-fall step) and the different cane events continuously throughout a stride. This thesis aims to develop strategies capable of identifying these situations based on a cane system that collects both inertial and force information, the Assistive Smart Cane (ASCane). The strategy regarding the detection of falls consisted of testing the data acquired with the ASCane with three different fixed multi-threshold fall detection algorithms, one dynamic multi-threshold and machine learning methods from the literature. They were tested and modified to account the use of a cane. The best performance resulted in a sensitivity and specificity of 96.90% and 98.98%, respectively. For the detection of the different cane events in controlled and real-life situations, a state-of-the-art finite-state-machine gait event detector was modified to account the use of a cane and benchmarked against a ground truth system. Moreover, a machine learning study was completed involving eight feature selection methods and nine different machine learning classifiers. Results have shown that the accuracy of the classifiers was quite acceptable and presented the best results with 98.32% of overall accuracy for controlled situations and 94.82% in daily-life situations. Regarding pre-fall step detection, the same machine learning approach was accomplished. The models were very accurate (Accuracy = 98.15%) and with the implementation of an online post-processing filter, all the false positive detections were eliminated, and a fall was able to be detected 1.019s before the end of the corresponding pre-fall step and 2.009s before impact.O número de quedas tornou-se uma das principais causas de lesões e mortes na comunidade geriátrica. Como resultado, o custo do tratamento das lesões também aumenta. Portanto, é necessário o desenvolvimento de estratégias relacionadas com quedas e que exibam capacidade de monitorização em tempo real sem colocar restrições ao usuário. Devido às suas vantagens, os acessórios do dia-a-dia podem ser uma solução para incorporar sistemas relacionados com quedas, sendo que as bengalas não são exceção. Além disso, a avaliação da marcha pode ser capaz de aprimorar a capacidade de uso de uma bengala para usuários mais idosos. Desta forma, é crucial o desenvolvimento de estratégias que reconheçam estados de queda, do passo anterior a uma queda e dos diferentes eventos da marcha de uma bengala. Esta dissertação tem como objetivo desenvolver estratégias capazes de identificar as situações anteriormente descritas com base num sistema incorporado numa bengala que coleta informações inerciais e de força, a Assistive Smart Cane (ASCane). A estratégia referente à deteção de quedas consistiu em testar os dados adquiridos através da ASCane com três algoritmos de deteção de quedas (baseados em thresholds fixos), com um algoritmo de thresholds dinâmicos e diferentes classificadores de machine learning encontrados na literatura. Estes métodos foram testados e modificados para dar conta do uso de informação adquirida através de uma bengala. O melhor desempenho alcançado em termos de sensibilidade e especificidade foi de 96,90% e 98,98%, respetivamente. Relativamente à deteção dos diferentes eventos da ASCane em situações controladas e da vida real, um detetor de eventos da marcha foi e comparado com um sistema de ground truth. Além disso, foi também realizado um estudo de machine learning envolvendo oito métodos de seleção de features e nove classificadores diferentes de machine learning. Os resultados mostraram que a precisão dos classificadores foi bastante aceitável e apresentou, como melhores resultados, 98,32% de precisão para situações controladas e 94.82% para situações do dia-a-dia. No que concerne à deteção de passos pré-queda, a mesma abordagem de machine learning foi realizada. Os modelos foram precisos (precisão = 98,15%) e com a implementação de um filtro de pós-processamento, todas as deteções de falsos positivos foram eliminadas e uma queda foi passível de ser detetada 1,019s antes do final do respetivo passo de pré-queda e 2.009s antes do impacto