Access Insight - September 2018

AUGUST / SEPTEMBER 2018

Accessible Public Transport

Access to Ferries

by Mark Relf

DSAPT and the European perspective

by Francis Lenny

Accessibility to Airports

by Eric Martin

Sydney Light Rail experience

by Eden Fong

Access Requirements for Bus stops

by Jen Barling

Accessibility in TransAlpine Railway

by Farah Madon

THE MAGAZINE FOR THE ASSOCIATION OF CONSULTANTS IN ACCESS AUSTRALIA

FROM THE PRESIDENT’S DESK

by Mark Relf AM President of the Association of Consultants in Access Australia

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s the government has announced the delayed third review of the Disability Standard for Accessible Public Transport has commenced we thought Access Insight should provide a snapshot on several areas covered by the DSAPT, which no doubt will also impact on part H2 of the DDA Premises Standards review and ultimately NCC 2022.

The Third Review Issues Paper is available at: https://infrastructure.gov.au/transport/ disabilities/third_review_tor.aspx and the closing date for submissions is 30th November 2018.

The review of the DDA Premises Standards is underway and the Department of Industry, Science and Innovation has convened a second meeting of the Experts Advisory Group (EAG) in October.

The alternate pathway 2 to Associate membership of ACAA has now been revised to incorporate the feedback from members and

we are currently processing a several applications as a pilot from which we aim to correct any deficiencies prior to full adoption.

Reform of the ACAA continuing professional development program is completed.

Ultimately the review focussed on aligning points and allocations in a manner similar with allied professions while also looking at the difference between skills maintenance and learning paths to accreditation.

The revised CPD program has; • Reduced the number of points required; • Simplified the options available for CPD; • Reconfigured the options into formal and informal learning; and • Included webinars and other e-learning activities.

The revised CPD program is effective from 1 July 2018.

IN THIS ISSUE From the President’s Desk............................. 2 From the ACAA Committee............................. 3 Travelling by Ferries....................................... 4 Changing Expectations, More Considerate and Less Inconvenient Public Transport........ 7 Travelling Light: Accessibility and Sydney’s New Light Rail...............................................12 Airports Design..............................................17 Accessibility Study of the TransAlpine Railway - New Zealand................................. 22 Drivers of Change for Bus Stop Upgrades... 25 A Discussion Paper in Relation to Comparative Accessible Transport Provision within Australia and Europe......... 30 September Hot Apps.................................... 34 ACBC Accessible Housing Forums................ 35 2

Address: 20 Maud Street, Geelong VIC 3220 Email: office@access.asn.au Phone: +61 3 5221 2820 Web: www.access.asn.au Editor: Farah Madon vicepresident@access.asn.au August / September 2018 Issue Cover photo credit - iStock Please email the Editor if you would like to showcase your project on the Cover of the next Access Insight

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ACAA MATTERS Lastly, the annual general meeting (AGM) will be held on the 29th November in Sydney at the Novotel Brighton and include a half day seminar, which will also be a webinar broadcast for people who cannot make the trip to Sydney.

The seminar topic will focus on the amendments to NCC 2019, in particular the

verification methods DV1 and DV2 on accessibility. These will be a hot off the press event as the ABCB Board will be finalising the document in the preceding week and should not be missed.

Mark Relf AM

From the ACAA Committee of Management SEPTEMBER 2018

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CAA COM have decided to publish the minutes of the management committee meeting from June of 2018. A copy of the minutes will be made available for members on the ACAA website. The website pathway to download the minutes is shown below.

ACAA website > Membership > Member’s Portal (login will be required) > Governance > Summary of Decisions of Management Committee Meetings > 2018 Summary of Management Committee Minutes Lindsay Perry has regrettably resigned from the management committee due to personal reasons.

Lindsay was the Chairperson of the Membership committee and instrumental in developing the reformed CPD system and her contributions will be missed.

Anita Harrop has been appointed to the role of the Secretary and Jennifer Barling has been appointed as the Chairperson of the new Membership committee, supported by Anita Harrop and Cathryn Grant. Farah Madon will continue in her role of administering Corporate membership.

ACAA COMMITTEE OF MANAGEMENT CONTACT DETAILS PRESIDENT: Mr Mark Relf AM

TREASURER: Mr Francis Lenny

VICE PRESIDENT: Mrs Farah Madon

ORDINARY MEMBERS: Ms Jennifer Barling Ms Cathryn Grant Mr Bruce Bromley

SECRETARY: Mrs Anita Harrop

August / September 2018

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FEATURED ARTICLE

Travelling by Ferries – Accessibility Report Card

by Mark Relf

W

hile train and bus transport dominate the world of public transport, this article shines a light on ferry travel, and in particular, ferry travel in the urban metropolis of Sydney. Port Jackson and the Parramatta River provide maritime environments which provide two distinct conditions, whereby the sedate nature of the Parramatta River is contrasted by the pitching wave action within the harbour. Combined with tidal changes, steep embankments and cliffs around the perimetre of the harbour, this creates a challenging natural landscape for transport infrastructure providers and operators.

Nonetheless, the accessibility of ferry wharves has made many advances since the introduction of the Disability Standard Accessible Public Transport (DSAPT) in 2002.

Most notably with the installation of pontoon systems incorporated into the gangway to enable more gradual slopes during tidal movements and the installation of landside ramps to bypass stairways.

With respect to technical design requirements, a selection of referenced standards included in the DSAPT are: • AS1428.2 (1992) for ramps (including ramps to pontoons), access paths and accessways.

• AS1428.1 (2001) and AS1428.2 (1992) for stairs.

• AS1428.4 (1992) and AS1428.4 (1992) - Tactile ground surface indicators.

• AS1428.1 (2001) for unisex accessible toilets.

• AS1735 suite for lifts.

• AS/NZS3856.1 (1998) regarding boarding ramps, hoists and gangways.

In addition to the above, listed referenced standards AS3962 (2001) Guidelines for design or marinas and AS4997 (2005) Guidelines for the design of maritime structures provide guidance for designers of maritime structures (albeit these documents are guidelines only).

In recent years, Transport for NSW has invested heavily into ferries, whereby 27 of the 39 wharves are now accessible with weather shields and other amenities to improve passenger comfort.

However, do the installations comply with the DSAPT and enable appropriate access onto the ferries? Or conversely, do the standards accommodate the maritime environment, ferry designs and interface with landside built infrastructure?

The DSAPT and part H2 of the National Construction Code (NCC) set out the requirements for accessible wharves, boarding gangways and various on-board requirements to facilitate access for people with disabilities.

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FEATURED ARTICLE One of the more significant challenges was the Huntley Point Wharf at Gladesville, which is located approximately 8 metres below the entrance street. The solution was a lift on landside, and a pontoon wharf and gangway.

Wikipedia

There are numerous non-compliances and too many to detail in this article.

Courtesy travelwithjoanne.com

At a quick glance we could be forgiven for thinking that all is well with travelling by ferries, and well on track for 100% compliance by 2022.

Turning to the DSAPT technical requirements for boarding gangways. The above-mentioned standards mainly deal with the built infrastructure, while AS/NZS3856.1 (1998) provides some technical basis for assisted and un-assisted access for boarding gangways.

However, let’s have a look at boarding ferries, finding a wheelchair seating space (and how many are available), a unisex accessible toilet, hearing loop and information in accessible formats.

A review of the 32 vessels in the fleet reveals an ageing fleet, with the older Manly ferries from the mid 1980s, rivercats from the 1990s and only one class coming into service since the introduction of the DSAPT in 2002.

The Emerald class, designed and built in Tasmania and launched in 2017, boasts a 400 capacity, with 12 wheelchair seating spaces, safe boarding with wider walkaround decks, and 26n for faster travel and wifi.

Sadly, there are only 6 of these vessels in service which operate from Circular Quay and the Eastern suburbs.

With respect to the 1:4 maximum gradient for assisted access permitted by AS/NZS3856.1 (1998), it is my opinion that workplace health and safety legislation has come a long way since 1998, and the notion of a person pushing a person in a wheelchair on a 1:4 or even 1:8 for 3-4 metres is ludicrous.

During a recent trip on the Parramatta River, it was evident that the 20 year old Rivercats have seen better days and were never purpose designed for people with disabilities.

Even the task of braking and steering on a 1:4 boarding gangway on a ferry, which may be be pitching, is also unthinkable. It is extremely hazardous for people using

August / September 2018

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FEATURED ARTICLE wheelchairs, walking frames, walking sticks or who have any other lower limb impairment.

This is one aspect of the DSAPT that must modernised to ensure greater safety for all.

If you have a story about a ferry experience I’d love to hear it. So drop me a line at: markrelf@bigpond.com Photos courtesy of Harbour City Ferries

Obviously the steepness of the boarding gangway is dictated by the height difference between the pontoon wharf and deck of the ferry, and the length and profile of the gangway. Unlike other public transport, these items are not fixed, as the boarding gangways are designed to move as the wave action occurs.

It all sounds like a ride at an amusement park rather than a leisurely trip, and to be frank, on a stormy day in the harbour it is for thrill seekers only.

Freshwater class

Okay, so what can be done to improve access: • I s the freeboard height distance between ferry decks and wharves the same?

Answer; absolutely not. Sydney Ferries have six different types of vessells and all are different.

• Are there longer gangways for some vessels or a purpose designed gangway for people with disabilities?

Answer; No. • Do the wharves have a lift or a split level to minimise the height differences?

Answer; No. Given the variable conditions of the harbour compared to the river environment, and of course passenger numbers, it is obvious that standardising vessels is not an option for the whole fleet. Therefore, the wharves and gangways must be more purposely designed to facilitate safe access for boarding and disembarking.

First class

Rivercat class

Supercat class

As the third review of the DSAPT has commenced, with a closing date for submissions the 30th of November 2018, we have a great opportunity to advocate for change.

Ramped gangways on pontoon wharves

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FEATURED ARTICLE

Changing expectations, more considerate and less inconvenient public transport

by Dr Claudine Moutou

Dr Claudine Moutou is a Transport Sociologist and Research Principal at the Institute for Sustainable Futures at the University of Technology Sydney. She works with government, transport operators, businesses and community to make public transport better for everyone.

Claudine.Moutou@uts.edu.au

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here is something about the rhythmic motion of public transport that makes my mind ponder big questions. One big question I’ve been thinking about is ‘who do people curse when they encounter a design feature that makes public transport inconvenient?’

Most people can run through a list of examples of when they found public transport inconvenient.

• C arrying luggage up the stairs at the train station as you cannot find the lift.

• F inding out the bus you planned to catch is running late, or won’t be turning up at all.

• R ealising that the public transport trip is going to take more time, and be less direct than hopping into a car.

I imagine they might curse the situation. They may curse the operator who hasn’t provided the promised service. They may curse their own decision to use public transport in that instance. Or curse their bad luck as more often than not public transport is OK.

WHO DO YOU CURSE IF INCONVENIENCE IS AN EVERYDAY EXPERIENCE? What if these difficulties were not an isolated inconvenience but an everyday convenience?

Unfortunately for a significant many, public transport can be chronically inconvenient and at its worse, impossible to use. Who does this group of people curse for: • N ot being able to use the nearest train station as there is no lift?

• N ot being made aware of the change in a timetabled service because the announcement could not be heard, the passenger information board could not been seen, or the smart phone app was not downloaded?

• N ot being able to take the first direct service for the quickest journey as the vehicle’s accessible seating was already occupied, if it existed at all.

I hazard a guess that the people they curse are those who should but do not act to make the necessary changes. They may attribute the blame to the ‘Government’ for not enforcing the Disability Standards for Accessible Transport 2002 or the Disability (Access to Premises—Buildings) Standards 2010. They may attribute the blame to the transport planners who should know the importance of convenient and pleasant journeys to enable participation in everyday economic and social life. They may focus their frustrations at the transport operators who as friendly as their frontline staff may be - still do not get that ‘putting the customers first’ means all customers all the time, at all stages of the journey.

The general public may not be aware, but we know that Access Consultants can help government, transport planners and transport operators incorporate the needs of people August / September 2018

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FEATURED ARTICLE with disabilities in the design, build and operate considerations of the public transport system. Some already do. But in the context of people living longer and the growing number of people who benefit from inclusive and accessible experiences of public transport, is there a danger that in the future people will blame the Access Consultants?

WILL THEY BLAME THE ACCESS CONSULTANTS? Access Consultants have a unique and potentially powerful role in instigating action to make travelling by public transport much more convenient experience for everyone – even those with a disability or special needs.

Access Consultants can assess and provide advice on remedying the inaccessible and exclusionary features of buildings and places people use to access, board and exit from public transport. Perhaps more challenging, but no less important, Access Consultants can provide advice on the design and procurement of transport conveyances – such as train, tram or light rail rolling stock, passenger vessels such as ferries and vehicles such as buses and coaches.

Guiding transport operators and transport planners about how to address the various ‘legacy’ issues is not easy. Legacy issues can relate to the age of the infrastructure – heritage concerns but also some of the engineering complexities retrofitting existing fleets, or dealing with the various configurations of platforms that result in different sized gaps, gradients and spaces in which people move through.

Many of these legacy issues reflect past assumptions about what a good functional design of a fleet or boarding point might look like and who will use it. The design of Sydney’s suburban silver double-deck trains reflect the needs of a growing population and the need for rolling stock to board more people. Decisions about bus fleet procurement for a long time assumed that accessibility was a minority issue – affecting principally wheelchair users – and ignoring a range of 8

other people whose sensory, physical, cognitive or communication abilities may require different accommodations.

In Australia, ground has been made with the Disability Discrimination Act 1992 as a complaints framework and the design standards as a compliance framework for public transport operations and building codes. Yet still decisions on what to procure and what to include are being stifled by decisions about how much money should be invested, what is affordable to maintain, what would give enough tangible or intangible benefits to make it tip the Cost Benefit Analysis in its favour.

Access Consultants are not in the business of assessing the value of accessibility, or putting forward the business case. Nevertheless, the introduction of Access Consultants into the regulatory mix, presents a risk that the community relying upon improved accessibility of public transport will be disappointed with the pace in which Access Consultants can affect universal change. And yes, the community may come to blame the Access Consultants for not doing enough when modifications to public transport stations or procurement of new rolling stock fall short of being accessible for all.

HOW TRANSPORT SOCIOLOGY CAN HELP Sociologists study society. We look at the ways in which people relate, use and create different socio-mechanisms like groups, organisations, cultures, rules and institutions to organise everyday society. Sociologists such as myself focus on the experience of otherness, or for those more statistically inclined ‘the outliers’, as it helps to both shine a light on what aspects of society do not function so well, and where sociological insights can be applied to help define and make the necessary changes. These experiences may not be shared by the majority of the population but they are important to understand nonetheless.

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FEATURED ARTICLE Transport Sociology specialises in both the enabling and exclusionary aspects of mobility and access that shape how society functions.

It involves recognising the power of different decision-makers with different motivations to push, direct and resist taking action. In the context of public transport, it helps to investigate ‘why are some people’s needs for mobility and access being overlooked?’ and ‘why, even when issues are known, implementing appropriate remedies are not a priority?’

SO WHAT CAN ACCESS CONSULTANTS LEARN FROM TRANSPORT SOCIOLOGY? I put forward three sociological approaches that could be immediately helpful to Access Consultants.

1. Understand the meaningfulness of different actions. To help make accessibility a mainstream expectation of public transport it is important to unpack what we really mean.

One useful adjective is ‘considerate’ as it is not just a description of empathy for the needs of other people, but also a conscious and deliberate action aimed at benefiting other people.

Oppositional forces that slow, stop or fight changes that would make public transport more accessible are not by definition, considerate. If we are to see broadscale and positive change we need to be

understand why such actions persist. My colleague Mathew Hounsell suggests that the opposite to ‘considerate’ takes three forms: • Aconsiderate /eɪˈkənˈsɪdəɹɪt/, the decision-makers were not aware of the need to design for accessibility, and consequently did not include it in the final design and implementation; • Inconsiderate /ˌɪnkənˈsɪdəɹɪt/, the decision-makers were aware of the need to design for accessibility but disregarded it in the final design or implementation; • Disconsiderate /ˌdɪs.kənˈsɪdəɹɪt/, the decision-makers were aware of the need to design for accessibility, and actively and deliberately worked against it in the final design or implementation.

Mathew’s three definitions put a focus on why accessibility was not incorporated in the final outcome. Understanding the reasons why, can help determine the interventions that have the best chance of flipping the question to ‘why not? Aconsiderate cases occur because of ignorance – and therefore an education and knowledge building intervention should help to mitigate the same outcomes in the future.

Inconsiderate cases occur because compliance wasn’t viewed as a priority to commit to. It was let go, forgotten or carelessly treated.

Appropriate interventions could be orientated around consistently enforcing compliance or providing the checks and balances early on to

Image: Hounsell and Moutou (2018)

August / September 2018

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FEATURED ARTICLE help nudge decision-makers back on course.

Disconsiderate cases are the most important to recognise as they are the most problematic.

Decision-makers who deliberately work against accessibility could be mean spirited.

They could also be making decisions based on a different or competing set of values or mindset.

2. Be aware of the dominant mindset.

A specific mindset has dominated the decision-making processes of our public and private institutions. This mindset has become so normalised that you may even describe it as common sense. It is the utilitarian notion that good decision-making is one that results in the most benefit for the most people.

This idea has become a fundamental feature of how things are valued. It has influenced our practice of democracy, of good and responsible governance, and how we assess the value of different infrastructure and transport investments. Making the business case, demonstrating that the benefits outweigh the costs in the Cost Benefit Analysis is a key component of how society makes decisions - and it is the dominant mindset that often acts as a brake to providing the budget needed to make places and specifically public transport accessible and inclusive to all.

THE FUTURE Public transport serves so many purposes, but sadly it does not currently serve all people. A significant population are being excluded from being able to enjoy the benefits of public transport – significant not in terms of their number but in terms of their importance and value. Expectations are changing. The community are aware of the inconveniences of inaccessible features of public transport.

Regulations and standards exist and expertise is available on the changes needed to make public transport universally accessible to all.

Moving from theory to compliant practice to mainstream practices of beyond compliance – requires focused effort. This article presents some sociological insights to understand the factors that stifle progress, and some tips for sustaining an inclusive and effective process.

We are working towards a shared hope for the future… one where no one needs to be cursed for inaccessible public transport!

3. Incorporate reflective practice. Consider how your own disciplinary knowledge, or lived experience creates a lens in which you view the world. As an ‘expert knowledge-holder’ with a seat at the table of important decisions, how do you practice your expertise?

Who else do you involve in the process? What unconscious biases may impact your receptivity to accept new perspectives? How do you communicate the value and importance of an action? For example, do you recognise the importance of using more than one method or language of communication – one that can be understood by the lawyers, the engineers, marketing and procurement?

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FEATURED ARTICLE

Travelling light: Accessibility and Sydney’s new light rail

by Eden Fong

Eden has worked as an access consultant at Morris Goding Access Consulting since 2008. He holds degrees in both law and architecture, and is an accredited member of the ACAA. From 2013 to 2014, Eden provided accessibility advice for a design concept study on light rail in Sydney’s CBD that was conducted by Gehl Architects and the City of Sydney.

Since 2014, he has acted as access consultant to the ALTRAC consortium with respect to the project to deliver new light rail from Sydney’s CBD to the eastern suburbs.

Except where otherwise stated, this article contains his personal views.

THE RETURN OF LIGHT RAIL

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n 25 February 1961, the last tram services on Sydney’s former tram network concluded their runs on the La Perouse and Maroubra Beach lines1. The tram lines, which once criss-crossed the city centre and the inner-city suburbs, were dismantled2.

1 Simpson, M (2011). Sydney’s Last Trams, https://maas. museum/inside-the-collection/2011/02/25/sydneys-last-trams (accessed 17 August 2018) 2 See, for example, Hounsell M (2015), ‘Trams: Rebuilding what was lost’, Inner Sydney Voice, https://innersydneyvoice. org.au/magazine/trams-rebuilding-what-was-lost/ (accessed 20 August 2018).

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In the decades that followed, the roads upon which the trams once ran were taken over by buses and private vehicles. Traffic congestion in the narrow inner-city streets increased.

The return of light rail to the city centre was proposed as a circuit-breaker. Amongst the claimed advantages were: that light rail could carry greater numbers of people than buses or private vehicles; that light rail would have more reliable journey times than buses; and that light rail could bring environmental and health benefits3.

Now, since 2014, a project has been underway to deliver new light rail from Sydney’s central business district to its eastern suburbs. The project is being delivered as a public-private partnership between the NSW government and the ALTRAC consortium.

The project is set to transform the daily commutes of thousands of people. The project is also set to transform the urban domain through which it will pass.

A baseline expectation for the new project is that it will be accessible in design. This article will touch on three key elements of accessibility in the return of light rail to the city centre.

ELEMENT 1: MODERN ACCESS TO A MODERN NETWORK The ‘O-Class’ trams that formerly ran in Sydney prior to 1961 had the nickname of ‘toast racks’, given their open rows of

3 See, for example, McKibbon, M (2015). Understanding the benefits of light rail projects in NSW, http://sydney.edu.au/ business/__data/assets/pdf_file/0019/230473/ITLS_presentation_5_May_2015_-_McKibbin_-_Light_Rail.pdf (accessed 17 August 2018).

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FEATURED ARTICLE transverse seating for the passengers4. To enter the trams, passengers were obliged to physically climb up into the cars.

As compared to 1961 and prior, the project for new light rail will be entering into a muchchanged regulatory environment on accessible design and operations. Under the Federal Disability Discrimination Act 1992 (‘DDA’), it is unlawful to discriminate against a person on the ground of the person’s disability in relation to – inter alia – the provision of access to premises5, and in relation to the provision of services and facilities6.

The Disability Standards for Accessible Public Transport 2002 (‘DSAPT’) are disability standards that were made under the DDA7.

DSAPT prescribes various design and performance requirements for access to public transport services. It also ascribes, to various parties, responsibility for the delivery of those requirements.

4 Museum of Arts and Applied Sciences (2018). ‘Toastrack’ O-class tram used in Sydney, 1909, https://collection.maas. museum/object/208027 (accessed 1 September 2018).

5 DDA section 23 6 Ibid at section 24.

7 Pursuant to DDA subsection 31(1).

The project will include a total of 19 new light rail stops, and new light rail vehicles (‘LRVs’) to run on those lines. As new public transport premises and conveyances, all of those components would be subject to the current accessibility codes. Further, it would not be unreasonable to state that the operation of the service itself would be subject to the DDA. For many commuters, the plausibility of the new light rail as a transport choice would depend, in no small part, on the degree of accessibility of its design and operation. Some of the key accessibility issues at a typical light rail stop are illustrated diagrammatically in Figure 1.

ELEMENT 2: GEORGE STREET CRED The new light rail project has a symbiotic relationship with the long-mooted idea to convert what was formerly the vehicle-only roadway within George Street into a pedestrian zone. George Street runs along the length of the CBD in a north-south orientation.

The street can be understood to be the ‘spine’ of the CBD.

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1 3 2

_01 Accessible crossing _02 Accessible entry and exit _03 Continuous tactile indicators _04 Accessible boarding _05 Waiting area

Figure 1: Typical light rail stop. (Image: the author) August / September 2018

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FEATURED ARTICLE In their concept design study of George Street, Gehl Architects and the City of Sydney argued that George Street, in its then configuration as a vehicular roadway, had become ‘overloaded’ for both vehicles and pedestrians, and no longer functioned efficiently8.

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To ‘fix’ George Street, Gehl Architects and the City advocated for seven key principles. One of those principles was that George Street should be a ‘pedestrian-focused boulevard’9.

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In the new light rail project, that principle will be manifested predominantly in the form of a new pedestrianised zone on George Street. In the pedestrianised zone, the footpath will run on-grade across the width of the street.

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Compared especially to the former roadway conditions, the new pedestrianised zone will allow greater opportunity for pedestrians to pause, socialise, and generally enjoy the outdoors. It will be akin to having an elongated public plaza spanning a run of one kilometre. The extent of the pedestrianised zone is illustrated in Figure 2.

Another principle that was advocated by Gehl Architects and the City was that George Street should form ‘an efficient transport spine’10. In the new light rail project, this principle will be manifested predominantly in the substantial displacement of vehicular traffic by light rail.

Light rail will run on-grade down the centre of the pedestrianised zone.

Circular Quay

Bridge Street

Wynyard

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QVB

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Town Hall

Figure 2: Pedestrianised zone on George Street.

(Image: the author)

Running a light rail line through a pedestrianised boulevard would, however, pose accessibility challenges. A passing light rail vehicle (‘LRV’) could be a safety hazard for a pedestrian who may be slower to move to avoid it. It may also be a hazard to a pedestrian who may not sense the oncoming LRV in the first place.

8 Gehl Architects, et al (2013). George Street Concept Design, https://www.sydneyyoursay.com.au/city-transformation/documents (accessed 21 August 2018).

9 Ibid.

10 Ibid.

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As a significant new public space, the pedestrianised zone ought to afford maximum opportunity for users to traverse the space safely, and to enjoy it on an equal basis.

Some of the accessibility issues are illustrated diagrammatically in Figure 3.

ELEMENT 3: ACCESSIBILITY FOR THE WHOLE JOURNEY A modern public transport service should not exist in its own proverbial ‘bubble’. Rather, there should be allowance for easy, and

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FEATURED ARTICLE accessible, interchange for customers between modes of transport and for a customer’s overall journey11.

Arguably inherent in the notion of accessible interchange would be the provision of linkages that not only possess appropriately accessible features, but are also logical, and easily navigable.

For the new light rail project, the new light rail lines will, at multiple points, meet other modes of transport. The new light rail lines will also directly serve multiple existing public facilities and institutions, such as the Moore Park precinct, the Royal Randwick Racecourse, the Prince of Wales Hospital precinct, and the University of NSW. This project will make great progress in securing accessibility for the journeys to and from these facilities. But, over the longer term, integrated thinking is still required to 11 See Federal Department of Infrastructure and Regional Development (2017). The Whole Journey: A guide for thinking beyond compliance to create accessible public transport journeys, https://infrastructure.gov.au/transport/disabilities/ whole-journey/files/whole_of_journey_guide.pdf (Accessed 17 August 2018)

cater for access over the whole journey in relation to interchange with forthcoming new transport modes and, further, forthcoming future transit-oriented development that will likely ensue.

THE FUTURE It is no light task to deliver accessible light rail. Fortunately, excellent efforts have been made in this direction for the new light rail in Sydney by the project team, client, and stakeholders.

The new light rail project in Sydney is but one of a brace of new light rail projects in Australia. As at the time of writing, new light rail is either underway or being planned in Canberra, Adelaide, Newcastle, Parramatta, Melbourne, and the Gold Coast.

Projects like these have the potential to transform cities. Projects like these have the potential to offer people more transport choices to employment, education, and leisure. But, without design that enables access for as many people as possible, this potential cannot be said to have been completely fulfilled.

1 5

1 2 3

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_01 On-grade pedestrian footpath _02 Continuous tactile indicators _03 Contrasting flooring at trackzone _04 Clear sightlines to enable safe crossing _05 Rest seating

Figure 3: Pedestrianised zone. (Image: the author) August / September 2018

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Association of Consultants in Access Australia

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¼ A4 page advertisement in six issues of Access Insight magazine (approx. value of $1,500); OR 2 x ¼ A4 page advertisements and 1 page ‘Advertorial’ in Access Insight magazine (approx value of $1,500 based on current Access Insight advertising rates).

Free admission to attend any two ACAA State Network seminars / meetings for two people (approx. value $200)

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Airports Design

by Eric J Martin, AM, LFRAIA, M Built Env, B Arch (Hons)

the land remains in Commonwealth ownership. These include: ACT: Canberra NSW: Sydney Bankstown Camden

Managing Director of Eric Martin and Associates which is a Canberra based architectural practice specialising in access for people with disabilities and heritage. Past National President of the Association of Consultants in Access Australia (ACAA), current convenor of the Australian Institute of Architects National Access Work Group and the institute’s representative on the Australian Building Codes Board Building Codes Committee.

In 2014 Eric Martin presented a paper on Airport Buildings and Access for People with Disabilities to the FAC annual meeting of ABCs. Eric Martin and associates have undertaken access work on: Cairns International Airport, Townsville Airport, Brisbane International Airport, Canberra Airport and Williamtown RAAF Base.

I

n many ways access design for airports is no different from that for any other building design especially those that are related to transport; but there are some differences. The general requirements and special situations are outlined below.

AIRPORTS These are basically two different types of airports. These are those that are leased federal airports and other airports.

QLD: Brisbane Gold Coast

Archerfield Mt Isa NT:

Townsville

Darwin Alice Springs Tennant Creek

VIC: Melbourne Essendon TAS: Hobart

Moorabbin

Launceston

SA: Adelaide Parafield WA: Perth

Jandakot

These are administered by the Department of Infrastructure, Regional Development and Cities under the Airports Act 1996 and the oversight functions include: • Airport planning development and land use • Airport insurance compliance • A irport environment and building control regulation, and • Payment of government rates and taxes All other airports are controlled like other buildings under state/territory legislation and Disability Standards for Accessible Public Transport (DSAPT) requirements.

BUILDING CONTROL AT LEASED AIRPORTS Building and construction activities at federally leased airports must be approved by the Airport Building Controller (ABC) The ABC is appointed under Commonwealth law to administer the airport building control regime The Airport Lessee Company must also approve the activity from a planning and airport operational perspective.

The leased Federal Airports were those that were owned and managed by the Federal Airports Corporation (FAC) until 2003 and now have long term leases to private entities, but August / September 2018

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FEATURED ARTICLE LEGISLATION AND STANDARDS This is detailed below and can include NCC Vol 1 BCA, Premises Standards, Australian Standards as well as DSAPT.

APPLICATION OF LEGISLATION All construction and building activities must be notified to the Airport Building Controller (ABC). These activities cover, for example, new buildings, terminals, hangars, shop fit-outs and civil works including runways, taxiways, roads and drains. Demolition activities are also included as building activities.

Appropriate building activities require ABC approval to carry out the building activity. A formal application to the ABC and payment of the associated fee are required. If proponents are unsure whether a proposed building activity requires an approval, they are advised to consult the relevant ABC at the airport.

Under the Regulations, minor building and construction activities, including repairs and alterations, do not require a formal application, but must be brought to the attention of the ABC. The specific process for the approval of building and construction activities is set out in the Airports (Building Control) Regulations 1996. Copies of the Regulations and further details and procedures can be obtained from the ABC. For the majority of work involving buildings, the relevant standards can be found in the NCC Vol 1 Building Code of Australia (BCA), as applied in the State/Territory in which the building activity is taking place. Where no such standard is available, a recognised international standard or performance objective determined by engineering assessment in accordance with the BCA will be used.

Where the BCA does not apply (eg in relation to civil engineering works such as roads and bridges, or specified aeronautical structures such as aerobridges, hangars, etc) the 18

relevant standards will be specified by the ABC. Generally, these will be approved Australian standards, or where no such standard is available, a recognised international standard.

A certificate of compliance is required for all building and construction work that requires formal approval by the ABC. Certificates are issued by the ABC after application and the payment of the associated fee. A certificate of occupancy is required before a building can be occupied and a certificate of use is required before other electrical or engineering works can be used. A number of transitional arrangements apply.

The Regulations allow for the ABC to rely on expert certificates provided by third parties.

The consent of the Airport Lessee Company (ALC) is required before any approval can be given by the ABC. The ALC will review all applications to ensure that the proposal is consistent with the airport master plan, to ensure the development is consistent with its planning objectives and to assess the impact of the proposal on infrastructure and the operations of the airport. The ALC also has the power to impose appropriate conditions on building activities.

Generally ,State and Territory laws in respect of building approvals and planning have no effect at leased federal airports. However, State and Territory law with respect to the registration of builders and other construction professionals, builder insurance, occupational health and safety, and fire safety apply at leased federal airports.

DISABILITY STANDARDS FOR ACCESSIBLE PUBLIC TRANSPORT (DSAPT) This applies to all airport design. This is under review and due to its age, is not consistent with NCC 2016 Vol1 BCA or the Disability (Access to Premises and Buildings) Standards 2010 (Premises Standards).

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FEATURED ARTICLE These apply similar requirements to all buildings but there are come particular airport related ones which are additional requirements.

An aircraft is referred to as a conveyance (Cl 1.12) There is the possibility of direct assistance (Cl 1.15) and equivalent access (Cl 1.16).

Special consideration is given to small aircraft which are less than 30 seats (Cl 1.24).

Infrastructure (airports) that do not accept regular public transport services do not need to meet many requirements.

PREMISES STANDARDS As per DDA Act Clause 23 it is unlawful to discriminate against another person on the grounds of the other person’s disability.

Exemptions as per NCC Vol 1 BCA Clause D3.4 and unjustifiable hardship also apply.

Cl 4.2 (5) For these standards, unjustifiable hardship is to be interpreted and applied having due regard to the scope and objects of the Act (in particular the object of removing discrimination as far as possible and the rights and interests of all relevant parties).

Small aircraft are exempt for many details.

Access paths and spatial requirements do not extend inside the entrance of an aircraft which is interpreted as start of an aerobridge or point of ticket recording when boarding. Some special requirements are detailed in Clauses 22.2, 26.2, 28.3 and 28.4.

DESIGN FOR ACCESS Although state/territory building controls may not strictly apply the accepted practice is to adopt the state/territory controls as this represents sound practice and reduces risk. It is important to note that state/territories do have individual variations to NCC so need to be checked.

It is also important to note that the NCC may not cover all works so the Airport Building Control (ABC) will determine the standards that are appropriate to the proposed works e.g. aircraft hangers, aircraft boarding concourses. Where the NCC does not apply the ABC is permitted to determine appropriate standards to be applied to the building activities. The technical aspects of the ABC are detailed in the operations manual under Cl 3.13 and their role detailed in clauses 3.14 and 3.15 of the operations manual.

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FEATURED ARTICLE Premises Standard: Process

CONCLUSION

• I f a provider considers the full application of the Premises Standards would result in unjustifiable hardship, and there is no suitable alternative solution, they can proceed with the project while not fully complying with the access code.

In considering design in airports it is important to understand that if they are managed by FAC different conditions apply to normal buildings. However, the principles of good access design still apply.

• H owever, they may be subject to a complaint under the DDA

REFERENCES

• U njustifiable hardship provides a means of defending such a decision • T here is no mechanism in the DDA for prior approval for non-compliance

Australian Government Department of Infrastructure, Regional Development and Cities Web Site (Leased Federal Airports). http://infrastructure.gov.au

• U njustifiable hardship needs to reference the particular circumstances of each case and it is only a court that can conclusively determine whether or not a defence of unjustifiable hardship is made.

Disability Standards For Accessible Public Transport 2002

DSAPT Clause 33.7 details numerous exceptional cases for unjustifiable hardship.

Operations Manual Airport Building Control

Disability (Access to Premises – Buildings) Standards 2010 - Premises Standards

There is also the possibility of people applying for exemptions from compliance under part 33A of DSAPT to the Commission.

SOME PARTICULAR EXAMPLES The following are some examples of design in airports: • A ddition of wayfinding from drop off to an information map/counter or means of assistance • H earing augmentation to all public seating areas • A ll customs, security, screening need to be wheelchair accessible • G rab rails required in areas where queues are likely • A ccess within aerobridges usually operate by direct assistance

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• L ong ramps to access smaller aircraft off the tarmac • U se of portable lifting devices including cages on fork lifts especially at remote and smaller airports 20

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August / September 2018

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FEATURED ARTICLE

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FEATURED ARTICLE

Accessibility Study of the TransAlpine Railway - New Zealand

by Farah Madon

Farah is the Vice President of ACAA and an Accredited Access Consultant with a background in Architecture. She is the founder of Vista Access Architects that assists Architects, Designers and Builders in improving Accessibility and Inclusiveness to the Built environment. www.accessarchitects.com.au

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elow is a brief study of the accessibility features of the TransAlpine railway based on my travels in 2017. The TransAlpine Railway is to be commended for considering accessibility within the nominated accessible carriage. Their accessible carriage is provided with an accessible toilet and easy access to the cafe carriage. The needs of various types of disabilities have been considered in the design for travel needs of wheelchair users, people with impaired vision and people with hearing impairment. Accessibility requirements of the traveller can be specified via booking online on via a phone call.

ACCESSIBILITY PROVISIONS FOR PEOPLE WITH IMPAIRED VISION Staff are specifically trained to assist people with low vision.

Guide dogs with documentation from Assistance Dogs International (ADI) or International Guide Dog Federation (IGDF) are welcome to travel along with their VIP. It is a condition however

Wheelchair lift to enter/ exit accessible carriage

that the dog is to remain next to the allocated seat and restrained during the journey.

Braille and Tactile signages are provided to all the toilets.

ACCESSIBILITY PROVISIONS FOR PEOPLE WITH A HEARING IMPAIRMENT All the train carriages have been provided with hearing loops. In the CafĂŠ carriage the hearing loop is only provided around the counter, however a microphone is provided to this area to boost sound levels for passengers using the hearing loop. Hearing loop signs are also provided throughout the carriages.

ACCESSIBILITY PROVISIONS FOR WHEELCHAIR USERS Both the doors to the cafĂŠ carriage which also doubles as the accessible carriage has been provided with wheelchair lifts with a maximum capacity of 364kgs. Staff are fully trained to

August / September 2018

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FEATURED ARTICLE

operate the wheelchair lift. If the wheelchair user would like to transfer to a standard seat, staff can store their wheelchair in an adjoining carriage as long as the wheelchair / mobility scooter has a maximum weight of 350kg and a maximum size of 650mm x 1120mm Two wheelchair accessible spaces are provided in the CafĂŠ carriage. The wheelchair spaces are provided with their own table shared with 2 other standard seats for companions. Two wheelchair users can also be seated next to each other on either side of the aisle if travelling together. These spaces are also provided with a headphone jack for the Audio commentary.

ACCESSIBLE TOILET The unisex accessible toilet has been provided with a button operated automated sliding door. A left hand transfer toilet has been provided with a 90 degree grabrail.

The internal size complies generally with the footprint requirement of AS1428.1-2001 with an approximate circulation space of 1600mm width x 1900mm length. Toilet roll holder location and signage at doorway do not comply with AS1428.1. The washbasin location is such that it can be accessed via seated. The basin has been provided with limited knee toe clearance and an easy to use tap. The toilet has also been provided with emergency assistance button. Since the accessible toilet is located in the cafĂŠ carriage which is permanently staffed, help is always close to hand.

Accessible toilet.

Automated door control to accessible toilet

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Washbasin in accessible toilet

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Entry to accessible toilet

CLICK PLAY TO WATCH VIDEO

ACBC Accessible Housing Forums The ABCB has commenced a new project to examine whether a minimum accessibility standard for housing should be included in the NCC.

will be released in advance of the consultation forums. All forums will be free to attend, although booking is essential.

Accessible housing is any housing that includes features to enable use by people either with a disability or transitioning through their life stages.

(indicative only and may be subject to change)

The ABCB will be holding morning consultation forums in each capital city.

These forums, to commence in October 2018, will provide an opportunity for attendees to have their say on accessible housing in-person, and have questions directly answered by representatives of the ABCB. The forums will focus on the ABCB’s Accessible Housing Options Paper, which

2018 FORUM DATES

Canberra Monday 15 October Sydney Tuesday 16 October Perth Friday 19 October Adelaide Thursday 25 October Darwin Friday 26 October Brisbane Tuesday 30 October Melbourne Wednesday 31 October Hobart Thursday 1 November Confirmed dates, venues and booking details will be released soon. To ensure you don’t miss out, register your interest by emailing nccawareness@abcb.gov.au

August / September 2018

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FEATURED ARTICLE

Drivers of Change for Bus Stop Upgrades

by Jen Barling

Jen is co-founder and Accredited Access Consultant at Funktion with a background in occupational therapy.

Funktion is an access and inclusive design consultancy that provides advice to organisations, project teams and designers in the planning, design and delivery of accessible and inclusive environments and services.

Our unique focus is on improving the fit between people and their environment through delivering people-centred solutions. www.funktion.com.au

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s Australia’s cities face rapid growth and densification, massive pressure is placed on public transport networks. At peak hour, some buses fill to capacity well before they make it even half way down their route, requiring extra services to absorb stranded passengers. In some areas, the sheer number of buses crammed into dedicated bus lanes creates mini traffic jams as vehicles ‘bunch up’ while queuing to pull up at bus stops.

A familiar sight at bus stops is long trailing lines of commuters waiting well before the bus arrives, and it is not uncommon to be bowled over by commuters anxious to get on to the next service.

The Review of the Disability Standards for Accessible Public Transport 2002 (report released in 2015) has said that allowing mobility aid users on and off crowded buses can cause delays, which have resulted in 26

commuter anger and embarrassment for the affected passenger. Mobility-aid users have also been left at bus stops as drivers have told them that their buses are not accessible1.

The Review also says that people who are blind or have vision impairment have experienced difficulty flagging down buses in motion. This frustration is also experienced by some people with mobility impairment who are unable to indicate to drivers. Even though they are waiting at a bus stop, people with disability have reported not being noticed by the bus driver, and therefore not picked up2.

In addition to capacity, transport interconnections are crucial to seamless services and whole of journey accessibility.

New transport programs using privately operated smaller ‘on-demand’ buses that aim to shift people to heavier capacity fast corridors – rail and express bus routes – which also provide short hop capacity for community activities like visiting the shops, health or recreation facilities are appearing.

Private operators have been brought into the mix to test whether the new and more flexible services will succeed.

On demand and turn up and go transport means timetables will be a thing of the past - book via an app or turn up at the bus stop confident that your service will be there in a matter of minutes - following the trend of on demand services in other industries.

BUS STOPS AND THE DISABILITY STANDARDS FOR ACCESSIBLE PUBLIC TRANSPORT (DSAPT) The ideal bus stop layout will achieve the following objectives: • E asy unobstructed access to and from the bus stop 1 Review of the Disability Standards for Accessible Public Transport 2002 Final Report July 1015, p53 2 Ibid p53

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FEATURED ARTICLE • C lear boarding and alighting area that is free of obstructions • M inimise time the bus spends at the bus stop • P revention of other vehicles parking in the bus stop area • A design that allows the bus to line up parallel with the kerb Critical dimensions to consider are the vertical gap and horizontal gap between the bus and the kerb. The size of the vertical gap between the kerb and the floor of the bus will affect the gradient of the ramp when it is deployed from the bus. If this gradient is too steep, wheelchair users will be prevented from safely entering and exiting the bus. A kneeling type of bus together with a well designed bus stop will provide features that minimise these distances. The DSAPT recommends that kerb heights be 150mm to allow a ramp to be deployed at a gradient of 1:14. It is important

to recognise that even when deployed at a kerb of this height, the gradient of the ramp may vary due to the type of ramp, the ramp length, boarding point crossfall and gradient, distance of the bus from the kerb and kneeling height of the bus.

The Disability Standards for Accessible Public Transport (2002) relating to bus stops encompass requirements for the following features: • Continuous accessible path of travel to the bus boarding point and shelter from adjacent pathways. A 1200mm wide unobstructed pathway to allow passage to and from the boarding area to any connecting footpath. Placement of shelters must allow for this.

• An accessible boarding point consisting of an even surface where a passenger boards a bus; and the kerb. Bus stop signs commonly indicate the location of the

August / September 2018

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FEATURED ARTICLE boarding point. The boarding point must provide a firm, evenly graded, unobstructed space which is as level as possible and large enough to allow for the deployment of a boarding ramp from a bus.

• Manoevring area or circulation space with a minimum size of 2070mm x 1540mm • Bus shelter location that maintains at least 1200mm (preferably 1500mm) clear access, around and between all infrastructure and obstructions; that doesn’t obstruct the footpath, boarding point, manoeuvring area or clear sight lines to maximise personal safety and allow effective bus pick up (so passengers can see and hail approaching bus, and bus drivers can see passengers waiting for the bus).

• T he shelter design should incorporate allocated wheelchair areas of 1300mm x 800mm.

• S helter side panels should extend to the ground (or a minimal gap), this is important to alert people with vision impairment who are using a long cane to the presence of the structure in time to avoid it.

• Visual indicators on clear glass panels and high luminance contrast framing on bus shelter structures - particularly for shelters situated against the building line.

• Seating is not required, but if it is provided, should meet AS1428.2 requirements in respect to seat height, depth and any arm rest details. Seating must not intrude into the manoeuvring space required at a boarding point or an access path within a shelter. Sufficient clear width must be provided in front of a seat so that a wheelchair user can safely pass when a person is sitting on the seat.

This incorporates 1200mm access path and space for a seated person’s legs.

• L ocal government is responsible for the installation of tactile ground surface indicators (tgsi) to enable identification of the ‘stop’ for those pedestrians following the property line and/or access path. Tgsi allow for wayfinding to a bus stop sign and 28

therefore embarkation point. Placement consistently next to the bus stop sign/post is recommended.

• T gsi must be consistent in their position relative to the property boundary, bus stop sign, boarding point and distance from obstructions. Therefore any additional structures need to accommodate the required location of tgsi. Any obstruction to existing or future placement of tactile indicators must be avoided. Bus stop interchanges with multiple boarding points require well thought through strategies for consistent tgsi placement.

• A minimum of 1.2m between the edge of the tgsi and the bus shelter to allow a wheelchair or scooter user to pass the shelter while avoiding the warning tgsi.

• T he DSAPT does not require bus timetable information to be available at bus stops, however general information about transport services is required to be accessible to all passengers.

• T he DSAPT notes that the international symbol for access ‘must be used to identify an access path and which facilities and boarding points are accessible’.

However, according to the Human Rights and Equal Opportunity Commission the requirement to use the international symbol for access at bus stops may not be relevant, as all parts of a bus stop are required to be accessible.

CHALLENGES FOR IMPLEMENTATION Since the introduction of the DSAPT in 2002, all states and territories have made significant investment in bus stop upgrade programs to improve accessibility and attempt to meet target dates for compliance. But there are many challenges to achieving full compliance at bus stops.

The Review of the Disability Standards for Accessible Public Transport found that cost to local government hindered the capacity for implementation of DSAPT requirements in bus stop upgrades.

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FEATURED ARTICLE The review identified that bus stops located along arterial and main roads are often on the opposite side of the road for the return journey and no connection is provided between these areas. Provision of safe refuge islands and/or signalised crossing points would improve safety and accessibility for all users3.

Several local government bodies have described the difficulties of providing accessible bus stops in areas of challenging topography, streetscapes that retain built-heritage qualities, narrow streets and footpaths; and there is little guidance on how to address this.

Specific guidance regarding bus zone length at bus stops has been sought by transport providers to be included in the DSAPT. The ability to successfully pull up to kerbs and deploy ramps is seen to be dependent on these specifications.

13 years after inception some parts of the Transport Standards may not be meeting the current and future needs of people with disability or provide sufficient flexibility or guidance to providers and operators in their efforts to fulfil their obligations under the Disability Discrimination Act. On demand, ‘point-to-hub’ or ‘first mile / last mile’ transport means that bus pick up and drop off locations are now more flexible than ever, and located outside traditional bus routes.

With the rapid evolution of public transport and technological advances that enable better access to public transport, it is more than likely that before Australia’s states and territories achieve the bus stop compliance targets set out in the DSAPT, public transport providers will come up with more innovative ways to be more inclusive.

A guideline to aid in the development of compliant bus stop infrastructure was issued by the Australian Human Rights Commission (AHRC) in 2010 to assist providers and operators. While this has been helpful, the AHRC made it clear that the guideline cannot supersede the Transport Standards.

THE FUTURE The Review of the Disability Standards for Accessible Public Transport proposed the development of accessibility guidelines for a whole of journey approach to public transport to act as a planning tool. The Australian Government supported this recommendation, which has resulted in the development of The Whole Journey: A guide for thinking beyond compliance to create accessible public transport journeys.

The Review also recommended modernisation of the Disability Standards for Accessible Public Transport 2002 (Transport Standards).

The Australian Government recognised that 3 Ibid p55 August / September 2018

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CPD OPPORTUNITIES ACAA NSW Access Consultants Network Meeting Date: Thursday 29th November Venue: Novotel Sydney Brighton Le Sands Contact: ACAA NSW Chairperson

Robyn Thompson for details

ACAA QLD Access Consultants Network Meeting Date:

Thursday 27th September

ACAA SA Access Consultants Network Meeting Dates for 2018:

October 9th – Business Meeting

November 20th – CPD

December – Breakup drinks date Contact: ACAA SA Chairperson

Grant Wooller for details.

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ACAA VIC Access Consultants Network Meeting Date: TBA Venue: The Hub @Docklands

(Cinema room)

80 Harbour Esplanade, Docklands Time: 9:30am Contact: Terry Osborn for details

www.rba.com.au

ACAA WA Access Consultants Network Meeting Date: Tuesday 4th December Venue: Student Services Conference room

at North Metropolitan TAFE, Leederville Time: 4pm to 5:30pm Contact: ACAA WA Chairperson

Anita Harrop for details.

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18/07/2017 11:00 am

FEATURED ARTICLE

A discussion paper in relation to comparative Accessible Transport provision within Australia and Europe

by Francis Lenny

T

he Customer is King: a theory or does the delivery of an accessible transport service prevail in practice? There are noticeable differences between the regulatory framework between Australia and Europe.

The following commentary is a subjective viewpoint not necessarily to provide definitive answers but more to stimulate debate in terms of a best practice approach about the provision of Accessible Public Transport, given the advent of globalisation, an increased propensity to travel, and the continuing evolution of the market for tourism.

THE AUSTRALIAN STORY The lynchpin of regulation within the Australian scenario are the Disability Standards for Accessible Public Transport (DSAPT). However, several dichotomies exist with regard to the application of this legislation:

1. DSAPT (and Part H2 of the NCC / BCA which includes some mirrored provisions of DSAPT), prescribes previous editions of the AS 1428 suite of Standards.

2. DSAPT when enacted in 2002 was an attempt to meet the maxim “one size fits all” in relation to the provision of any / every type of Public Transport (with some recorded exceptions).

3. DSAPT allows for equivalent access to be made available by the provision of “direct assistance”. However, this element of the legislation is to my understanding, intentionally non-prescriptive in nature.

4. DSAPT is largely silent on the challenges of existing Infrastructure (for example, narrow gauge rail) and measures that can be adopted to overcome the spatial challenges posed by the existing challenges with regard to pre-existing transport operations.

5. DSAPT applies to Passenger use areas of a service only; the Premises Standards will still apply to Staff-use areas of a facility unless the areas are exempted under Part D3.4; additionally where is the “boundary line” drawn when a project also involves the upgrade of public domain areas to be handed back to the regulatory authority (typically local councils) for on-going maintenance once an overarching project is complete.

6. Inconsistencies exist with regard to the prescribed application of the Standards whether DSAPT or the Premises Standards are referenced; examples that spring to mind include the design of stair nosing markings & the set-out distance / location of TGSI’s at Escalator landings.

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FEATURED ARTICLE So how are the above items easily reconciled?

Communication, communication, communication:

The discussion so far only focuses on design approach & practice linked to DSAPT. As mentioned, DSAPT does prescribe a mechanism for equivalent access through direct assistance but does not qualify/quantify how this should be provided.

What about keeping the model of direct assistance simple and not trying to re-invent the wheel (no pun intended!).

THE EUROPEAN APPROACH Communication between the broad range of Stakeholders is strongly recommended on a regular basis including interaction between the following parties: Client & Design Team Does a project brief exist for the upgrade to existing or new project works? To promote future – proofing for the project together with a consistent design, it is suggested that the current AS 1428 standards are followed, unless the specific provisions of AS 1428.2 referenced by DSAPT are greater, for example an accessway width of 1200 mm minimum.

The proposed design approach in terms of the referenced standards to be followed are recommended to be documented for review and acceptance by the client to provide certainty and reduce the likelihood of confusion at a later stage, as the project evolves.

Since 2006 Regulation within all member states in Europe has provided a consistent approach across different modes of transport in terms of general passenger rights, and more specifically for passengers using public transport that have disabilities.

Individual specific regulations for different modes of transport are now in place which determine the type and extent of assistance to be provided for passengers with disabilities travelling by: • • • •

Airline Rail Bus & Coach Ferry

Client, advisory and user groups In the spirit of being open and honest, the client should hold regular consultation with user groups on a regular basis & throughout the life-cycle of the project. These consultations should be able to inform the client in terms of the need to reconcile any differences between the desired outcomes of different users, before the project progresses too far, such that reasonable changes are able to be made, without compromising operational requirements or putting the needs of one user group ahead of another.

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So how does it work? As an example, the process to deliver an accessible airline service for people with disabilities will now be summarised. This regulation has applied to airline travel since 2008. Key points:

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FEATURED ARTICLE 1. The service is managed by the Airport Authority rather than by the individual airlines.

2. Usually at smaller airports with fewer passenger numbers, the service is delivered directly by the airport authority, whilst at larger airports a nominated contractor appointed by tender provides assistance for passengers upon request.

3. My apologies for introducing another acronym but the service provided in Europe is known as assisting PRM’s or “Persons with Reduced Mobility”, which includes the broad spectrum of people with disabilities.

4. Access assistance is provided from between the property boundary to and from the airline seat and on-board by cabin crew staff members.

5. Assistance may be provided across the “whole of journey” or between nominated points as specified / requested by the passenger.

6. Assistance is available to / from car parks, taxi ranks and between other transport modes located within the property boundary, not just from the check-in zone.

7. Designated waiting points are provided which include clear signage and the installation of “help points” to request assistance.

8. The “fee for service” is non-discriminatory as each airline is charged proportionately, based on the number of departing passengers they transport from a specific airport.

9. Recent figures indicate that there is assistance provided to up to 1 million PRM’s at Heathrow Airport on an annual basis.

THE WAY FORWARD – A TEAM APPROACH, LEARN FROM ONE ANOTHER Whilst improvements may be made to applicable Accessibility legislation in Australia, unlike the UK, the design for diverse types of buildings is allowed for, rather than just residential & commercial building types.

However, Australia has some progress to make regarding the implementation of a Passenger Rights Scheme or Regulation for Passengers across all modes of Transport We can but watch this space and hope that this will not be too far into the future.

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HOT APPS

September 2018 Hot Apps

I

n this section we feature apps that are Access Industry related. If you have an app that is useful for Access Consultants, please let the Editor know so that it can be included in the next issue of Access Insight.

IPHONE SCREEN READER Did you know that iphone iOS can enable screen reader?

Here’s how to do it.

When you are on a page, swipe down from the top of the screen with two fingers and the control panel will appear – this allows you to change the speed of the screen reader.

There are more accessibility features in settings that can be enabled that are worth exploring – such as larger text, increased contrast and shake to undo.

Thanks to Dale Sheppard for alerting us to this great feature.

August / September 2018

35

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