CWA 45546-1:2004
(Main)Guidelines to standardisers of Collective Transport Systems - Needs of older people and persons with disabilities - Part 1: Basic Guidelines
Guidelines to standardisers of Collective Transport Systems - Needs of older people and persons with disabilities - Part 1: Basic Guidelines
The present text provides guidance to writers of relevant standards relating to collective transport on how to take account of the needs of all passengers with reduced mobility, especially older persons and persons with disabilities. This document pursues the furtherance of globally accessible collective transport, that is to say, transport that can be used by everyone. Specifically, this document aims to: • Provide information and raise awareness on how passenger transport systems should be designed and the circumstances that should be taken into account so each of their elements is fully accessible. • Draw attention to the importance of taking account of the needs of people with disabilities when developing standards. • Raise awareness of the social importance of accessible collective transport (transport services for all). • To demonstrate that the benefits of accessible transport improve the quality of service (comfort, safety, convenience, etc.) for all users. • Make more apparent the potential increase in economic trading benefits through extending accessible transport to a wider population. • Emphasise the growing market potential. By the year 2010 about 25% of the EU population will be over 60 years and over 30 % by the year 2020. Many of the people who are in the older age groups have money and use this to travel. The percentage of disabled people in the EU will have risen from 11% today to 18% by 2020. Furthermore as the EU itself gets larger these percentages are likely to rise also. • Remind governments and planners that effective and accessible collective transport systems also save money because less social services funding is required to provide special transport services.
Smernice za standardizerje javnih prevoznih sistemov - Potrebe starejših in invalidnih oseb - 1. del: Osnovne smernice
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
SIST-TP CWA 45546-1:2007
01-januar-2007
Smernice za standardizerje javnih prevoznih sistemov - Potrebe starejših in
invalidnih oseb - 1. del: Osnovne smernice
Guidelines to standardisers of Collective Transport Systems - Needs of older people and
persons with disabilities -- Part 1: Basic Guidelines
Ta slovenski standard je istoveten z: CWA 45546-1:2004
ICS:
01.120
03.220.01
SIST-TP CWA 45546-1:2007 en
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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CEN/CENELEC
CWA 45546-1
WORKSHOP
September 2004
AGREEMENT
ICS 01.120; 03.220.01
English version
Guidelines to standardisers of Collective Transport Systems -
Needs of older people and persons with disabilities - Part 1:
Basic Guidelines
This CEN/CENELEC Workshop Agreement has been drafted and approved by a Workshop of representatives of interested parties, the
constitution of which is indicated in the foreword of this Workshop Agreement.
The formal process followed by the Workshop in the development of this Workshop Agreement has been endorsed by the National
Members of CEN and CENELEC but neither the National Members of CEN or CENELEC nor the CEN Management Centre or the
CENELEC Central Secretariat can be held accountable for the technical content of this CEN/CENELEC Workshop Agreement or possible
conflicts with standards or legislation.
This CEN/CENELEC Workshop Agreement can in no way be held as being an official standard developed by CEN or CENELEC and their
Members.
This CEN/CENELEC Workshop Agreement is publicly available as a reference document from the CEN members national standard bodies
or the CENELEC members national electrotechnical committees.
CEN and CENELEC members are the national standards bodies and national electrotechnical committees, respectively, of Austria,
Belgium, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia,
Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Slovakia, Slovenia, Spain, Sweden, Switzerland and United
Kingdom.
Management Centre: CENELEC Central Secretariat:
rue de Stassart, 36 B-1050 Brussels rue de Stassart, 35 B-1050 Brussels
© 2004 CEN/CENELEC All rights of exploitation in any form and by any means reserved worldwide
for CEN national Members and for CENELEC Members.
Ref. No.:CWA 45546-1:2004 E
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CWA 45546-1:2004 (E)
Contents Page
Foreword…………………………………………………………………………………….…3
Introduction ……………………………………………………………………………………4
1 Scope……………………………………………………………………………………6
2 Normative references……………………….……………………………………….7
3 Terms and definitions……………………………………………………………….7
4 Collective Transport Systems…………………………………………….…….…9
4.1 General………………………………………………………………………………….9
4.2 Good practice examples of collective transport systems………………….10
4.3 Elements in a Collective Transport System……………………………………11
4.4 Type of passengers/users…………………………………………………………12
4.5 Information……………………………………………………………………………13
5 Using this CEN/CENELEC Workshop Agreement document….………….15
5.1 Purpose of the tables………….……………………………………….…………17
5.2 Using the tables………………………………………………………….….…….17
5.3 Tables of factors to consider under each sub-system………….….………18
5.3.a ACCESS AREA – Tables 2.A, 2.B, 2.C and 2.D…………………….….…….19
5.3.b TERMINAL/ STOP – Tables 3.A, 3.B, 3.C and 3.D……………………………21
5.3.c BOARDING AREA AND PROCESS – Tables 4.A, 4.B, 4.C and 4.D……….25
5.3.d VEHICLES – Tables 5.A, 5.B, 5.C and 5.D………………………….……….28
5.4 Interpretation of the tables…………….…………………………………………32
6 Development of Technical Standards for Collective Transport…………….33
Annex A (informative) Illustrations for information.………………….……….……….34
Annex B (informative) List of members of the CEN/CENELEC Workshop ACTS…48
Bibliography……………………………………………………………………………….…50
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Foreword
The production of this CWA (CEN/CENELEC Workshop Agreement) “Guidelines to
standardisers of Collective Transport Systems – Needs of older people and persons with
disabilities – Part 1: Basic guidelines” was agreed by the CEN/CENELEC Workshop on
Accessibility in Collective Transport Systems as part of its work plan in its meeting on
2003-07-07.
The final review/endorsement round for this CWA Part 1was started on 2004-01-28 and
was closed on 2004-02-27. The comments received were all included in the final text of
the CWA which was submitted to CEN for publication on 2004-04-21.
The present CWA Part 1 has been developed through the collaboration of transport
designers and providers, manufacturers, users and people experienced in dealing with
older and disabled people using collective transport systems.
The present CWA have received the support of representatives of these sectors. A list of
experts who have supported the document's contents may be obtained from the CEN
Management Centre or the CENELEC Central Secretariat.
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Introduction
People with functional limitations, whether the result of disability or old age, are confronted
with a broad range of important difficulties and obstacles that impact their independence,
full social mainstreaming and equal opportunities. This loss of opportunities is expressed,
among others, in the impediments such persons face to access collective transport.
One of the most important goals pursued in our society and therefore by its
representatives is universal access to collective transport, including older persons and
people with disabilities.
After over half a century of overt concern for improving collective transport, as illustrated
by the fifty years of history of the European Conference of Ministers of Transport, there
has been significant progress made in some countries. However, there is still a need for
further development and improvement of passenger transport - from design to
implementation – along the lines of standards that ensure accessibility for everyone.
Disabilities may be permanent or temporary and may be the result of any number of
causes. The most common are the limitations deriving from disabilities and old age; but
they may also be occasioned by specific circumstances and situations, such as people
who are overweight or extremely tall or short, children, pregnant women, people travelling
with prams/strollers, carrying bulky packages, etc.
In this regard, attention should be drawn to the fact that while minor limitations should not,
initially, cause difficulties in the use of conventional collective transport systems, the
combination of a number of minor limitations (as is often the case in the ageing process)
may in fact lead to accessibility problems.
While not all older people need special systems to access public passenger transport, the
number of older citizens is rising and will continue to increase in the medium term,
dramatically raising the number of users demanding solutions to make transport
accessible to them and to everyone.
CEN/CENELEC Guide 6 reminded us that ‘it is an important goal for the whole of society
that all people have access to products, services, workplaces and environments. The
issue of accessibility to and usability of products and services has become more critical
with the increasing percentage of older persons in the world’s population. While not all
older persons have disabilities, the prevalence of disability or limitations is highest among
this demographic group’.
It is also important to understand the effects, both statistically and economic, of the
growing number of people in the population who are older. Reference is made to this in the
Scope section of this document.
It is important, then, in drafting technical standards geared to improving the quality of
collective transport, to cater for people whose reduced mobility either temporarily or
permanently prevents them from making use of such systems.
It is important to underline that the public transport chain and passenger transport systems
also include accessible information for passengers with disabilities, and access to related
infrastructure, i.e. stations, bus stops, etc.
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CWA 45546-1:2004 (E)
This CEN/CENELEC Workshop Agreement document Part 1 has been prepared by
CEN/CENELEC Workshop 16, entitled "Accessibility in Collective Transport Systems"
(ACTS). This is a Sector Guide of CEN/CENELEC Guide 6:2002 which is part of the
develolpment of EU Mandate 283 to the European Standards Bodies for a guidance
document in the field of safety and usability of products by people with special needs (e.g.
elderly and disabled). The Secretariat was held by AENOR.
We are grateful to all those who have contributed to the production of this publication,
especially those who have loaned illustrations to emphasise points made by the text.
Workshop 16 has identified areas, which would benefit from further development and
anticipate further work.
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CWA 45546-1:2004 (E)
1 Scope
The present text provides guidance to writers of relevant standards relating to collective
transport on how to take account of the needs of all passengers with reduced mobility,
especially older persons and persons with disabilities.
This document pursues the furtherance of globally accessible collective transport, that is to
say, transport that can be used by everyone.
Specifically, this document aims to:
• Provide information and raise awareness on how passenger transport systems
should be designed and the circumstances that should be taken into account so
each of their elements is fully accessible.
• Draw attention to the importance of taking account of the needs of people with
disabilities when developing standards.
• Raise awareness of the social importance of accessible collective transport
(transport services for all).
• To demonstrate that the benefits of accessible transport improve the quality of
service (comfort, safety, convenience, etc.) for all users.
• Make more apparent the potential increase in economic trading benefits through
extending accessible transport to a wider population.
• Emphasise the growing market potential. By the year 2010 about 25% of the EU
population will be over 60 years and over 30 % by the year 2020. Many of the
people who are in the older age groups have money and use this to travel. The
percentage of disabled people in the EU will have risen from 11% today to 18% by
2020. Furthermore as the EU itself gets larger these percentages are likely to rise
also.
• Remind governments and planners that effective and accessible collective transport
systems also save money because less social services funding is required to
provide special transport services.
• Currently many relatively small personal accidents and injuries occur whilst
travelling. There is evidence to show that millions of Euros are spent each year on
the personal and social cost of these. Many of these accidents could be prevented
by more accessible and well designed walkways etc., as we recommend in this
document. Again, governments and planners should take note of this fact.
This document is applicable to all means of collective transport used at any time, in any
place or for any reason.
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The document includes:
• Terms and definitions, general considerations and some advice on using the
document.
• A series of tables intended to facilitate a review of the elements involved in
transport systems to take account of the consequences of possible functional
limitations affecting passengers.
The structure of this document follows the outline of CEN/CENELEC Guide 6 "Guidelines
for standards developers to address the needs of older persons and persons with
disabilities", which may be regarded as the overall or general framework.
2 Normative references
CEN/CENELEC Guide 6:2002, Guidelines for standards developers to address the needs
of older persons and persons with disabilities. (ISO/IEC Guide 71:2001)
Other relevant documents are referenced at the very end of this document
3 Terms and definitions
For the purpose of this document, the relevant definitions of CEN/CENELEC Guide 6
apply, as well as the following:
3.1
accessible collective transport service
collective transport service, including infrastructure, as a sequence designed both to allow
the access to the vehicle, and be practical in all aspects of use, by all passengers.
3.2
collective transport service
transport service designed to move passengers and, as appropriate, their personal
belongings.
NOTE For the purpose of this document, taxis are considered collective transport.
3.3
collective transport infrastructure
series of elements, other than the vehicle, associated with passenger transport and
including information, ticket sales, waiting, boarding and alighting.
3.4
communication, C
exchange of intelligible information required to perform an activity.
NOTE In the tables in this document, abbreviations are used so "C" means communication.
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3.5
grasp and manipulation, G
manual dexterity to include the ability to grasp, turn, push, pull or pick up.
NOTE In the tables in this document, abbreviations are used so "G" means grasp and
manipulation.
3.6
leading line
a constructed line, which maybe tactile in finish, in colour or different material, or glass
markers, which guide the user in a particular direction to a site or service.
3.7
location, L
ascertaining the exact place that something or someone is located.
NOTE In the tables in this document, abbreviations are used so "L" means location.
3.8
MGLC requirements
Motion, Grasp, Location, Communication requirements
usability
series of requirements relating to motion, grasp and manipulation, location and
communication, which must be met to ensure accessibility.
3.9
mode of transport
type of transport system used for transport by road, rail, water or air.
3.10
motion, M
Moving from one place to another.
NOTE 1 In the tables in this document, abbreviations are used so "M" means motion.
NOTE 2 Motion may be horizontal, i.e., along streets, corridors, hallways, in rooms, etc., or vertical,
such as up and down stairs, ramps, lifts, etc, and/or a combination of these.
3.11
passenger/user
person other than the driver or member of the crew using any mode of collective transport.
NOTE This definition of passenger differs from that in EN 13816:2002.
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3.12
person/passenger with reduced mobility, PRM
person whose mobility is reduced due to any physical, sensory or cognitive disability, or
any other cause when using transport and whose situation needs specific attention.
NOTE 1 This definition includes temporary as well as permanent disabilities and also people who
are encumbered, for example with luggage or young children.
NOTE 2 When a passenger has to be assisted by an assistance/working animal, the transport
should meet the needs of the combination formed by the passenger and the animal.
3.13
stop
Place where vehicles used in collective transport pause in their route and where
passengers wait to board or can alight.
3.14
terminal
Infrastructure at the start or end of route(s) for a collective passenger transport vehicle.
3.15
vehicle
Component of the transport system in which passenger travel takes place.
3.16
boarding aid
Stationary or on board device, the purpose of which is to facilitate boarding/alighting by
bridging the gap between infrastructure and vehicle.
4 Collective Transport Systems
4.1 General
Addressing the needs of PRM early in the design or re-design of various elements of
transport, is more effective and cost efficient than later adaptation of poorly conceived
systems.
For a mode of transport to be considered accessible, all the elements thereof –
information, infrastructure and vehicles – should be usable by everyone.
The design of collective transport systems should fully meet the specific needs of PRM, in
order to enable the greatest possible independence.
Safety and accessibility should be made as compatible as possible.
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4.2 Good Practice Examples of Collective Transport Systems
CEN/CENELEC Workshop 16 has started to collect examples of good practice in
Collective Transport Systems, which demonstrate real benefits to users, service providers,
economists, and planners.
Example 1
In Norway, users of adapted transport services would consider making more
use of the collective (mainstream) transport if this were to be made more
accessible for people with disabilities. This would result in less use of the more
specialized, adapted services, with a consequential reduction in total costs.
Example 2
In Sweden there is evidence to show that the introduction of well planned and
executed transport systems have enabled a wider range of less able (older and
disabled people), users and their families to travel more freely both together and
separately. As a result , there has been a reduction in need for specialised
transport being organised for many of this group as they are able to travel with
greater independence on the more accessible transport which is now available.
This means that people can follow a more ordinary routine using services and
facilities, which anybody might use. In turn, the costs of providing specialized
services have been reduced and the total expenditure for the country is lower.
Example 3
In the UK, where new buses brought into service since late 2000 in mainstream
services have to be fully accessible low-floor vehicles, the purchase costs were
initially thought to be much higher than the previous less accessible buses. In
practice, however, the cost differential was not as large as originally thought,
and operators are now finding that the resulting revenue from the greater
throughput of passengers in general (able bodied, as well as older and disabled
people and their families), is producing a much higher income and thereby
offsetting the original outlay for the new vehicles. As a result, both the users and
the service providers are happy.
In general, it is much more cost-effective to design in accessibility from the very beginning,
rather than to achieve it by making later modifications.
In the illustrations in Annex A, we have tried to show that improvements can be made both
in basic design before facilities are being planned or later as retro-fitted aspects of more
usable options. As you will see good design is not just for the benefit of people who are
disabled but also for a wide range of users including people carrying heavy luggage,
mothers with buggies, etc.
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4.3 Elements in a collective transport system
A journey is composed of several elements which link together to form a transport chain.
For the journey to be accessible, each element must be accessible, and so must the links
between them. This means e.g:
• getting to, and using collective transport, including infrastructure, any combination
of the different transport services and interchange possibilities between these;
• information among others to ensure that every passenger is given real time
information of stations, bus stops, etc, before and during the travel;
• possibility to make a reservation, buy tickets and pay for them before or during the trip.
The collective transport system elements considered here have been classified, based on
the basis of the sub-systems defined by the European Conference of Ministers of
Transport, namely "infrastructure" and "vehicle". "Infrastructure", in turn, is subdivided into
"access area", "terminal" and "boarding area".
NOTE A number of different types of vehicles may be used for passenger travel in some terminals.
This would be the case, for instance, of electric buses and vehicles as well as conveyors,
escalators and lifts in airports and other terminals. Care must be taken in such cases to ensure that
these vehicles are accessible or there are other travel alternatives.
The standard sequence in the use of a mode of collective transport in terms of the various
sub-systems involved is the following:
Planning access ÆÆÆÆ terminal ÆÆÆÆ boarding ÆÆÆÆ vehicle ÆÆÆÆ alighting ÆÆÆÆ terminal ÆÆÆÆ exit
This sequence can be also represented in the flowchart on Figure 1.
Fig. 1 – Standard sequence in the use of a mean of transport
Sequence in the use of a means of collective transport
access alighting
vehicle:
land /
terminal terminal
air /
boarding exit
sea
Information for planning and reservation,
information pre-journey and during the journey
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4.4 Type of passengers/users
Collective transport is as the name implies for the general public. The general public
includes people with a wide range of abilities and limitations. These include people with
sensorial, physical and cognitive impairments. A basis for standard requirements can be
created by referring to the types of limitation.
BOX 1 – Matching the needs of passengers and their limitations
Types of To be taken into account
users/passengers
Reduced Vision Poor sight – limited sharpness in vision/area of
vision/orientation
Vision impaired
Blind
Lighting conditions, contrasts, glare, standardisation
location, logical architectural solution, design, obstacles in
the road/hazards. Leading line, tactile surface, signs,
staircase leading line, glass markers, sounds.
Reduced Hearing Reduced hearing, hard of hearing
Hard of hearing Deaf
Background noise, acoustics, hearing aid, lip reading-
good lightning condition, visual signs, information,
minimum of noise, "inductive coupling", sound insulation,
loudspeaker quality, "induction coil in handset", optical
warning system
Reduced Movement Walking problems
(Mobility impaired) Reduced sensitivity in hands and arms
Wheelchair users
(Reduced sensitivity)
(Heart and lung disease)
Functionality, space, broad passage, remove obstacles,
user friendly access-controls (turnstiles, etc), stairs+ramp
/elevator, short walking distance, easy to open doors,
carrousel doors, flat areas of movement avoid steps, slide
safe, toilet, non slip floor, heavy fire doors
Continue
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Environmentally Allergic asthmatic, eczema,
challenged
Asthmatic
Allergic
Epileptic
Right building materials, regulation of inner climate,
cleaning, plants with low pollen, ventilation, smoke free,
avoid humidity, , food options, sound level and flashing
light frequency
Cognitively challenged Lower comprehension, lower concentration, language
difficulties, orientation
Written, symbol and picture, easy to grasp, separate
different messages, leading line, recognisable areas,
logical placing and functions and orientation
4.5 Information
To develop accessible travel information, all elements that the passenger is likely to
encounter in the travel chain must be taken into account, including:
• timetables, conditions for travel, fares, tickets (platform tickets), changes during
travel (delays, change of platform);
• minimum content (e.g. where to get more help, route covered by timetable, etc),
layout, use of colour coding of information, abbreviations and definitions, legibility
requirements , signs and symbols; and
• information to be accessible for PRM by audio/tactile means and to different
technologies.
BOX 2 – Passenger Information
ELEMENTS TO BE TAKEN INTO ACCOUNT
Travel map, (Travel journey assistance)
Develop and maintain a passenger oriented road map. The roadmap to start with users
(e.g. access with wheelchair) and be structured round the travel chain, not technological
solutions. The road map to be used to help coordinate and prioritise the many different
standardisation stakeholders and activities, and links to non-standardisation activities.
(for example, access to hotels, shops,etc)
Continue
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Timetables
Timetables, with regard to definitions, abbreviations, symbols, colour coding, and
structure of information presentation-information must be accessible according to user
needs.
Passenger information
Provide a set of key passenger information to cover both content –(for example,
definition of day pass) and presentation, to cover relevant price information, information
about location and access to location, obstacles etc.
Architecture, transportation vehicle, way to terminal/stop, available lifts etc, doors open /
close automatically.
Real time information
Traceable actions in transport system.
Allow real time information throughout the travel chain so that the traveller is given
updated information, (eg. delays) can change travel itinerary during trip and can receive
feedback on the actions/ decisions taken as well as inform interested parties about
changes made. (e.g. Persons people waiting to receive passengers at stations /
platform).
Include necessary feedback information to passengers through the total travel chain.
Interoperability of travel Information
(channels: internet, mobile, Short Message Service (sms), Personal Digital Assistant
(PDA), etc.)
Ensure interoperability of passenger information (Intelligent Tranportation System, TS)
with other information providers (Geographic Information System, GIS) and
infrastructures, other transportation providers (taxis) and assistive technologies.
Presentation of information according to personal profile
Provide access to information in preferred channel, ( e.g. choice of visual, audio or
tactilely presented information), preferred language and character set.
Provide information relevant to individuals personal profile (e.g. needs information on
openings for wheelchairs, no smoking, facilities for deaf and children’s facilities) .
Signs, Pictograms, Icons, symbols, fonts
Provide set of icons, symbols and pictograms to be used throughout the travel chain.
Symbols to be accessible by audio/ tactile means. (Talking signs).
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5 Using this CEN/CENELEC Workshop Agreement document
This document is intended to be used in conjunction with CEN/CENELEC Guide 6, as an
application for collective transport systems.
Tables in Chapter 6, should be read carefully when using this document for drafting
technical standards on collective transport systems accessibility. It is important that the
interaction of the functional limitations and the elements be addressed, to ensure that the
system is accessible.
People’s interaction with the transport chain depends on a series of requirements
regarding motion, grasping and manipulation, location and communication (MGLC
requirements). If for any reason people suffer impairment or loss of any one or more of
these, either permanently or temporarily, they may find that their accessibility to the
transport system is limited or hindered.
Table 1 shows the relationship between human abilities – taken from clause 9 in
CEN/CENELEC Guide 6 – and the MGLC requirements. Interactions are shown by shaded
cells.
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Table 1 - Types of MGLC limitations associated with different human abilities
HUMAN ABILITIES
SENSORIAL PHYSICAL COGNITIVE ALLERGIES
MGLC
taste/ intellect/ language/ contact/food/
seeing hearing touch balance dexterity manipulation movement strength voice
smell memory literacy respiratory
Requirements
M
Motion
G
Grasp
L
Location
C
Communication
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5.1 Purpose of the tables
Tables in 5.3 are designed to identify the system elements which should be taken into
account when working towards accessibility in transport.
In these tables each group of human abilities (i.e.: sensorial, physical, cognitive and
allergies) are presented for the four transport sub-systems (i.e.: access area, terminal,
boarding area and vehicle).
The various elements of the transport system, grouped by sub-systems, constitute the row
entries in the first column of these tables.
5.2 Using the tables
Tables in 5.3 can be used as follows:
After identifying the entry for the element being considered, attention should be focused on
the shaded cells in the respective row. This shading is the result of matching the element
in question to the impairment or loss of ability that limits accessibility.
Cross referencing all the variables concurring in the relevant shaded cells generates the
list of factors to consider with respect to limited abilities when designing or revising a
globally accessible transport system.
Clause 9 of CEN/CENELEC Guide 6 may be a useful supplementary reference when
seeking solutions to the inaccessibility of a specific eleme
...
Questions, Comments and Discussion
Ask us and Technical Secretary will try to provide an answer. You can facilitate discussion about the standard in here.