Universal Wayfinding: A case for accessible navigation standards

Boston Architectural College Bachelor of Design Studies Sustainable Design Degree Project Document

Graduating Class: January 2014 Date of Final Review: December 9, 2013

Universal Wayfinding

A case for accessible navigation standards

Christopher McIntosh STUDENT

Amy VanLauwe DEGREE PROJECT ADVISOR

Joshua White DEGREE PROJECT INSTRUCTOR

Claudette Lavoie L’Huillier, AIA, LEED® AP DEGREE PROJECT INSTRUCTOR

About the Author Christopher McIntosh (BDS ‘14) is originally from the San Francisco Bay Area. He came to the BAC in August 2009 after completing an Associate’s Degree in architecture. He began his career interested in the design of homes and neighborhoods. Throughout his career, his focused shifted to the planning of communities and the sustainable design of the built environment. His degree project combines his interests in design, planning, and social equity.

As of 2013, he plans to continue on to a career in city and regional planning focusing on urban design and sustainability.

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Project Summary

Table of Contents

Codes and guidelines have been widely adopted to make the built environment much more accessible for people of all abilities. Their implementation has led to a clear set of standards that separates accessible and non-accessible spaces. The ability to navigate a space is also a major part of its accessibility. Wayfinding, the process of navigation, is done by all people regardless of their level of ability. Therefore, wayfinding systems need to be accessible for all users. Currently, there are few standards that define what an accessible wayfinding system is and even fewer criteria to test the system’s accessibility for all users. If a person is not able to navigate successfully through a given space, is the space truly “accessible”?

4

Defining Good Wayfinding

8

Universally Designed Principles

12

Evaluating Wayfinding Systems

20

Case Study: Winter Street

22

Site Documentation

27

Sensory Modes

36 Pathway Analysis

45 Interventions 54 Conclusions

56 Appendix

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Defining Good Wayfinding What exactly is a good wayfinding system?

Every day, everywhere, people navigate from their respective Points A to B. Everyone has an undeniable need to know how to get where they are going. This includes people of all levels of sensory ability and mobility. The information provided to allow people to navigate space exists in various forms throughout the built environment, and it is up to the user to decipher the information and use it to their benefit.

That process of navigation, known as wayfinding, is defined by influential American urban planner and author Kevin Lynch as “a consistent use and organization of definite sensory cues from the external environment.”1 By definition, humans use all senses available to them to find their ways through a space.

4 | Defining Good Wayfinding

Even though finding a way may seem simple to an average user, analysis has shown that the thought process behind it is hightly complex. Dr. Sabine Timpf, an expert on spatial and environmental cognition states in her research that wayfinding “is a complex cognitive activity that involves movement and making decisions along a route.” 2 Simply put, wayfinding is spatial problem solving.

Simply put, wayfinding is spatial problem solving.

“Successful wayfinding involves: • knowing where you are • knowing your destination • knowing and following the best route to your destination • being able to recognize your destination upon arrival • reversing the process to find your way back out”3 - Janet Carpman & Myron Grant

“A wayfinding system links different people together, even if they do not share a common language or destination, by guiding them through the same space with a single system of communication. The unifying language of a wayfinding system creates a public narrative of how people witness, read, and experience a space.�4

As complex as wayfinding is, designing and developing an effective wayfinding system is even more problematic. It is much more than signs and maps. There are seemingly endless combinations of products and sensory cues that can be employed to help people navigate space.

Alana Swalec - DNAinfo New York

The ability to solve spatial problems also depends on the collaboration of a number of parties; including architects, graphic designers, planners, government entities, and the like. The complexity of wayfinding systems reflects the complex way human beings interpret the information needed to navigate space.

With so many disciplines influencing the way that every human being navigates through the world, it is important to have a strong set of guidelines that are followed when developing a new system or evaluating existing ones. Wayfinding is a language, and just like any language, there needs to be specific terms and structures that influence how well that language is understood by the user.

- David Gibson

Hunt and Associates

Defining Good Wayfinding |

5

Naturally, the most important criterion of a good wayfinding system is that it gets the user where they need to go. Several schools of thought on wayfinding seem to share common themes that determine a wayfinding system’s success: Simplicity, legibility and consistency rule the day. Good wayfinding of all types should be easy to read, readily accessible, and consistently designed.

There are many sub-points that influence this thinking as well. In 2008, Mlicki Design (now known as Rattleback), a graphic design communication firm, outlined nine specific principles that make wayfinding most effective.

The following guidelines summarize the research that has been done and provide brief taglines that describe components of good wayfinding systems.5

Good wayfinding systems should be...

Bright Town Pavilion Parking Garage - Behance.net

Memorable Nationwide Children’s Hospital - Ohio

Common ACE Link - Mae Nease

Clear Johnny Jet - flickr.com

Be Tactile omnivex.com

6 | Defining Good Wayfinding

Common themes that determine a wayfinding system’s success: simplicity, legibility and consistency rule the day

Heard Cardiff Bay Audio Sign - blackboxav.co.uk

Consistent Frederick, MD signage - Frederick-FACT Blog

Distinctive UW Art Building - Nicole Chan Graphic Design

In addition to those principles, It is also important to remember that all users of wayfinding systems are not 5’10” males with 20/20 vision and 60 degree viewing angles. Wayfinding needs to properly accomodate the child in a wheelchair, the grandparent with a cane, and everyone in between. Also, the systems need to be usable for those who cannot see, hear, or whose physical mobility varies.

in place to determine how our built environment is navigated for anyone and everyone.

My goal going forward is to combine the principles of good wayfinding and accessible design in order to develop a set of standards to define what an accessible wayfinding system is. The idea is that these standards can be used to evaluate newly designed wayfinding systems or evaluate existing ones for accessible improvements.

Designers of wayfinding systems (and built spaces) need to be conscious of all of these users’ needs within the constraints of the spaces they are designing. Despite that need, there is not much that designers can look to to determine what is or is not an accessible wayfinding system.

I feel that some type of guidelines need to be put Defining Good Wayfinding |

7

Universally Designed Principles What design guidelines exist for the good of all users?

“It is time for our policy makers, specifically the authors of the ADA, to address the wayfinding system: hidden barriers for people with cognitive disabilities by applying the principles of Universal Design to wayfinding information.”7 - Patricia Salmi, Ph.D

The concept of universal design is a broad spectrum of ideas that are meant to produce buildings, products, and environments that are inherently accessible to people of all levels of ability. The idea was developed over time from guidelines for accessibility, such as the Americans With Disabilities Act (ADA) and the work of Selwyn Goldsmith, who authored the book Designing for the Disabled in 1963. Accessibility for people with disabilities has been integrated into design thinking ever since, with building codes being developed specifically to make it easier for all people to access the built environment equitably and safely.

Architect, product designer, and educator Ronald L. Mace coined the term “universal design”

8 | Universally Designed Principles

when he established the Center for Universal Design (CUD) (formerly known as the Center for Accessible Housing) in 1989 at North Carolina State University. Mace used the term to describe the idea of designing all spaces and products to be usable to the greatest extent possible, regardless of a user’s age or level of ability.6 Under Mace’s direction, the CUD has become a leading resource for research on tangible accessible design. Along with a group of architects, environmental designers and engineers, Mace helped create and publish the Principles of Universal Design in 1997. These guidelines help creators build more accessible environments. These seven principles also allow designers to evaluate existing environments

in order to educate users and designers on the inherent accessibility of the world around them.

Noted wayfinding professional Dr. Patricia Salmi wholeheartedly believes that the design of wayfinding systems should be more holistic and inclusive of the Principles of Universal Design.8 As a parent of a son with cognitive disabilities, she truly recognizes the value of accessible design for those with varying abilities. These principles will serve as a good baseline to develop my own set of standards to determine what an accessible wayfinding system really is.

Center for Universal Design - NC State

Universally Designed Principles |

9

Even though the CUD’s seven principles are meant to apply to all facets of environmental and product design, I see how these ideas can apply directly to wayfinding systems. The principles of Universal Design can easily be applied to wayfinding systems. If a wayfinding system is going to be universally accessible, I feel that it needs to incorporate these basic elements described here. These principles will not only help the disabled, they help any user of any wayfinding system. These will serve as a good base of ideas to help create a standard of good accessible wayfinding design:

How do

apply to

wayfinding systems?

Information is available at various heights, scales, and dimensions

Various media types are employed to provide appropriate information

The system should provide information in its most clear and lucid form

Center for Universal Design - NC State

10 | Universally Designed Principles

Information should not be hazardous to access

Information should be tactile and recognizable via multiple senses

Users should not undergo extreme efforts to access the information

Height or level of mobility should not factor in the system’s usability Center for Universal Design - NC State

Universally Designed Principles |

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Evaluating Wayfinding Systems How can the design of navigation systems be examined critically?

There are several examples of what a good wayfinding system should be, and how principles of good universal design can be incorporated.

However, there is still a major question that needs to be answered. In order to develop a set of standards for universal wayfinding, there needs to be a hiererarchy of ideas that clearly define what is or is not an accessible wayfinding system.

It is important to look at how designers are incorporating ideas of universal accessibility into their wayfinding systems. Professionals from all corners of the design field have tried to tackle

12 | Evaluating Wayfinding Systems

the idea of access for all, to varying degrees of success. There are many examples to draw ideas from in creating a set of solid criteria that determine a wayfinding system’s true usability.

Using ideas from the following precedents, I can start to prioritize my ideas and develop criteria for critically evaluating any wayfinding system’s accessibility.

There needs to be a hierarchy of ideas that clearly define what is or is not an accessible wayfinding system

Legible London

London, United Kingdom 2006 Transport For London Applied Information Group

The designers of Legible London sought to build a “walker’s knowledge,”8 or sensory cognitive map of the city, much like Kevin Lynch described in his assessment of good wayfinding. The idea was proposed to provide better support to the millions of users who walk through the highly congested and dense city. Applied Information Group did copious amounts of research into cognitive science and universal access to create the prototype system. Applied used a system called “Living Map Architecture,”9 which is an adaptable map-based system that is easily scalable and producible in various types of media. The design resulted in an array of maps at key junctions, tube stations, and bus shelters.

The focus on consistent aesthetics and intelligible graphics earned the Society for Experiential Graphic Design’s (SEGD) 2010 Honor Award.

This is a good example of a system-widedesign solution to wayfinding.

The designers incorporated new information at various scales that are accessible to all users. The consistency of the design elements also makes the system recognizable as a good source of information.

This system shows that linking different types of wayfinding elements creates a cohesive unit that users can look for when looking for spatial information. This approach builds confidence in the user and makes the wayfinding more reliable. images courtesy Transport For London

Evaluating Wayfinding Systems |

13

MTA On The Go

New York, NY 2011 Metropolitan Transit Authority Control Group

New York City’s transit authority has invested heavily in recent years into improvements in its wayfinding accessibility. The goal of these improvements are to make the MTA more recognizable for the millions of visitors and residents of the U.S.’ largest city. One of those initiatives is the design of interactive touch-screen kiosks to provide real-time transit information, local maps, as well as news and weather updates.

The interactive kiosks launched in September 2011 at four stations, and the plan is currently in a second phase rollout at 77 additional locations throughout the system.10 The MTA has received positive feedback from the installation of the kiosks and plans to install additional kiosks in the future.

14 | Evaluating Wayfinding Systems

The inclusion of touch screen kiosks to any wayfinding system give a more interactive approach to the system than simple standalone maps can. Since New York’s transit system is already so ubiquitous, these screens make the system even more approachable and usable for frequent users and first-time visitors alike.

images courtesy New York Metropolitan Transit Authority

In terms of universal accessibility, however, these kiosks alone cannot solve all usability issues, especially if the user is already on their way to their destination. The lack of a physical tactile counterpart to the kiosk may hinder usability as well. Also, the rollout of the kiosks in only a few stations at the onset may lead to frustration that the system is not more accommodating at all of its stations.

Charles de Gaulle Airport Paris, France 2001 Coco Raynes Associates

Charles De Gaulle Airport, one of the largest and busiest airports in the world, needed additions to its wayfinding system that created a more usable environment for its millions of travelers.

Coco Raynes Associates, a Boston environmental graphic design firm was selected to integrate universally accessible wayfinding at the airport.

The provided system was selected because it is easily incorporated into the architectural design of new construction as well as existing facilities.

The information is visual, tactile and audible, and available in French, English, and Spanish.11 The system successfully directs users with reduced mobility through the airport, and was given the Society for Experiential Graphic Design’s 2002 Honor Award for Wayfinding.

It is fairly easy to see how the designers of this wayfinding system accounted for the needs of those who are less physically and visually capable.

I feel that this system excels in its availability of tactile information. The inclusion of the tactile flooring not only works well for those with visual issues, but also provides an easily reconizable pathway for users without visual problems.

images courtesy Coco Raynes Associates

Being that this system is in such a high traffic location, it may be easy for users to lose their way, especially at security areas within the airport. I think a system needs to have a highly consistent and recognizable approach to work for all users at this scale, which there are few, if any indications that this airport system is not consistent.

Evaluating Wayfinding Systems |

15

Barcelona Museum of Contemporary Art (MACBA) Barcelona, Spain 2006 Avanti Avanti Studio

I feel that this system excels at the simplicity in its incorporation of wayfinding elements at various scales. Graphics and text are easy to read, especially with the black-on-white high contrast throughout the museum. The inclusion of touchscreen elements gives the museum an added dimension of flexibility that is rarely seen in systems like these.

Barcelona’s Museum of Contemporary Art, which opened in 1995, needed a design consultation for the improvement of the accessibility of the exhibition content.12 The wayfinding project was intended to improve the museum’s accessibility and incorporates principles of “design for all,” a European version of universal design. Once users enter the museum, the wayfinding design is introduced through orientation plans, emergency signage, pictogram stylization, and high relief tactile information. images courtesy Avanti Avanti Studio

16 | Evaluating Wayfinding Systems

I would argue that this system lacks in a lot of other sensory areas, especially for users who have less visual ability. The argument could be made that the museum is intended to be a visual experience, yet, accommodations should be made for any user with varying abilities. By including more audio or tactile elements, the space could be enjoyed by an audience who may not consider going to a museum of this type.

Nanakuma Line

Kyushu, Japan 2005 Fukuoka City Transportation Bureau GA-TAP, Inc.

Fukuoka is one of western Japan’s fastest growing cities and lies at the southern terminus of the Shinkansen high speed rail system. The Fukuoka City Transportation Bureau’s set a priority of creating a welcoming and easy-to-use environment for all types of users that traverse the rail system on a daily basis.13 GA-Tap, Inc., the designers of the wayfinding system, specifically reached out to user groups such as the visually impaired, the elderly, children, and the physically less mobile to understand their needs when designing the multi-station wayfinding system.

The features resulted in the inclusion of tactile maps at station entrances, lobbies and platforms, visual and audible train announcements, and detectable guide strip paths between the entrances, fare gates and platforms.

I think this wayfinding system is highly innovative in its extensive universal accessibility approach.

The system includes mobile technology and is highly recognizable which makes it flexible and simple for any user. In addition, the participatory planning process that this design team undertook only makes this project more inclusive.

images courtesy Institute for Human-Centered Design

I have read that some negative feedback has come from users who complain that placement of advertising and signage leads to some visual confusion. This may be a case for reducing wayfinding elements to increase simplicity.

Evaluating Wayfinding Systems |

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Criteria for evaluating the accessibility of a wayfinding system’s information:

Now that I have seen how several different systems work at different scales, I can start to make conclusions on what a designer of a universal wayfinding system should prioritize when making design decisions. These conclusions will also help others evaluate if an existing wayfinding system is accessible or not.

The majority of wayfinding systems that I have analyzed are designed with a heavy emphasis on the visual information that can be provided.

Sight is the most applicable sense to use when attempting to navigate through a space, and is the easiest sense to design for. However, if any user is even minimally lacking in visual capability, many of these systems become unintelligible. I feel that a wayfinding system’s perceptibility by multiple senses should be the top priority to make it universally accessible.

After making the system perceptible, the next requirement for universal accessibility should be that all information is available to anyone regardless of their level of ability. In addition to providing that information, the requirement

18 | Evaluating Wayfinding Systems

needs to be that anyone can access it without needing special assistance.

In addition, all information should be safe for users to access.

What good is wayfinding information if a user has to endure hazardous conditions to access it?

The next priority should be how to provide that information. I believe that the information needs to be simple and easy to understand. Coming directly from the CUD’s principle, “Simple and Intuitive Use,” a wayfinding system has to be easy to understand in whatever form it takes.

The information should be provided in its most simple and clear form.

Once its simplicity is accounted for, a wayfinding system’s information should be available in various forms. The availability of different technologies make this priority easier to design for. Mobile technology, printed information, audio systems, and visible displays can all be employed to enhance a system’s true accessibility.

A wayfinding system should have its information available in as many forms as possible so as to be appropriate for any use.

1

Perceptable by all necessary senses

2

Available at any user’s level of ability

3

Usable without enduring a safety hazard

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Accessible without making significant effort

5

Obtainable in its simplest form

6

Variable in its use of media

With a priority of standards in hand, the next step in the process is to look at a site of my own and evaluate its wayfinding system. Wayfinding systems exist at all scales of the built environment, and it is important to not try to define a one-sizefits-all solution. There also needs to be a set of standards that determine what kinds of sites can be evaluated.

For a site that I can evaluate, it has to have some wayfinding elements already in place to be evaluated. I believe that the site has to be available for public use without any specific user group restrictions. This would allow for any type of user to access the site. This also means that the space must inherently be ADA accessible.

For purposes of evaluation, I feel that a site should require some type of navigation to move through the space. This means that the space is not just a large room, or one open area. There needs to be multiple paths or navigation options to truly induce spatial problem solving that wayfinding requires.

Again, this does not account for scale or type of system that a site uses. However, I think this gives a basic framework for someone to evaluate a system’s accessibility.

A site’s wayfinding system can be called universally accessible if it accounts for all sensory cues, and considers the needs of the pedestrian and the physically less mobile.

SIGHT

SMELL

SITE

SOUND

TOUCH

PEDESTRIAN

MOBILITY Evaluating Wayfinding Systems |

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Case Study: Winter Street How can improvements be made to a specific wayfinding system?

Up to this point, I have developed a preliminary set of criteria to evaluate existing wayfinding systems, and a set of standards that a test site should have. Even with those two hurdles cleared, selecting a site proves to be difficult still.

One of the realms of the public environment that requires a keen sense of wayfinding is the public transit domain. Any public transportation system needs to have a robust, yet easy to use wayfinding system as thousands of people use them every

20 | Case Study: Winter Street

day to get from place to place. As a city with a strong reputation for public transit use, this is no exception in the city of Boston. As a frequent user of public transportation in the city, I have a good sense of how wayfinding systems may lack some accomodations for users with varying abilities.

I feel it is important to take a look at one of the city’s more prominent transit hubs to begin an investigation into potential universal wayfinding improvements.

Considering all portions of the site, interventions into its wayfinding system will help it work as a singular unit

I chose the Winter Street area between the Park Street and Downtown Crossing stations because it is one of the city’s most active transit and pedestrian hubs. In the 1/4 mile area that I have chosen to explore, there is access to three separate subway lines and multiple bus routes, in addition to the high-traffic Tremont Street vehicular corridor that crosses the site. The area is a center of attraction as well, with various retail options, Boston Common, the State House, and numerous high rise offices all within a stone’s throw of the site.

Underneath all of this activity lies the Winter Street Concourse, which is an underground pedestrian tunnel that connects Park Street to Downtown Crossing. Users exiting either station can transfer to the other lines using this corridor without having to pay additional fares, making it a highly attractive and functional corridor. Despite

this convenience, however, many challenges exist that complicate the wayfinding experience of the entire site. Not only is it difficult for users who may have disabilities, able-bodied users regularly complain about the difficulty of navigating between the stations.

When looking at this site, I feel it is very necessary to consider the portions above and below ground, because both areas are connected to each other and work as a singular system. The underground subway system is accessed via the information provided above ground, and the underground directional system uses points above ground to guide users through the space. Because of this, I feel that a wayfinding system that unifies both portions of the site will make the area that much more accessible and easy to understand for any user.

Case Study: Winter Street |

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OVERGROUND DOWNTOWN CROSSING DOWNTOWN CROSSING DOWNTOWN CROSSING DOWNTOWN CROSSING

P PAARRKK ST ST

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WAS H IN G T O W N A S H IN G TO NST ST

TREMONT TREMONTST ST PARK STREET PARK STREET PARK STREET PARK STREET

WINTER ST WINTER ST

Site Documentation

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Case Study: Winter Street |

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24 | Case Study: Winter Street

TO FOREST HILLS

Site Documentation

Site Documentation

Case Study: Winter Street |

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TREMONT ST

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NOT TO SCALE

26 | Case Study: Winter Street

Site Documentation

Sensory Modes

Samantha Dryden - Scrape TV

Since the highest priority in evaluating a wayfinding system is its sensory perceptibility, I feel that my first step in evaluating the Winter Street area system is to look at the experience of the site through different sensory modes. I would venture to look at the site as if I was blind, or deaf, or less physically mobile to gain a sense of how these types of users access the area. By documenting and analyzing these issues and opportunity areas, this work will give a more well-rounded approach to making potential universally accessible interventions.

PEDESTRIAN Foundation for the Deaf

SIGHT SOUND MOBILITY

Connecticut Department of Transportation

SMELL Case Study: Winter Street |

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ROUTE

STOP GATHERING AREA ROUTE

ROUTE

SUBWAY VEHICULAR

ENTRY/EXIT SIGNAL/ SUBWAY STOP ELEVATOR

MBTA (BUS) BUS STOP ROUTE

ROUTE

0

1” = 50’SUBWAY 1” = 40’ ENTRY/EXIT SUBWAY ELEVATOR

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VEHICULAR SIGNAL/ STOP ROUTE

28 | Case Study: Winter Street

TEMPLE PL

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= 40’ N

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In160general, pedestrian traffic is very streamlined 200 200 N There are clear street crossings across the site. and pathways for pedestrians to follow.

However, the major gathering areas lack extensive wayfinding information leading to some confusion among users. These serve as prime areas to create more effective wayfinding opportunities.

OVERGROUND

TEMPLE PL

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1” = 120 50’

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SUMM SUMM ER ST E T S R E T IN W WINTER ST FRANKLINR STST

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PAR K ST

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RIAN

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How do pedestrians generally access the site?

Sensory160 Modes

1” = 40’ 120

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UNDERGROUND

Predictably the underground pedestrian experience is very confined and controlled due to the infrastructure of the site. Main gathering areas tend to be at key decision points along the path and at platforms. With improved wayfinding these key points will alleviate some confusion that is experienced throughout the area.

Sensory Modes

Case Study: Winter Street |

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What is the visual experience of the site?

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Visual wayfinding information is severely lacking within the Winter Street corridor - for SUMM ER ST example, these two signs are the only signs that point in the direction of the subway stations.

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Even though the signage above the headhouses are visible from considerable distances, the information provided may be confusing as both indicate access to “all trains,” even though the track lines vary according to which entry a user takes.

IN ST

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The Park Street/Boston Common area is noticeably void of wayfinding elements. The booth in the central plaza contains mainly historical and large scale maps of the area.

FRANKLI

TEMPLE PL

The concourse entry points within the Downtown 1” = 40’ N Crossing area are not highly perceptible. Although there are signs for the T, it does take some effort to locate them when moving throughout the plaza.

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30 | Case Study: Winter Street

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Sensory Modes

UNDERGROUND

The combination of signage, colors, and infrastructure at the Park Street end of the concourse is visually overwhelming, making it difficult to discern the important wayfinding information.

The repetitive signage within the Park Street station can be overbearing. Although, the overhead signage is easy to see, the high amount of signs pointing in different directions can be confusing. This also causes many users to stand in high traffic pathways who try to read the signs, leading to collisions and congestion.

Sensory Modes

The use of color throughout the main concourse passageway is very intuitive and creative. Yet the contrast and the brightness of the colors may lead to some visual disorientation.

Case Study: Winter Street |

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What is the sound quality of the site?

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SOUND LEVEL (decibels)

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110

OVERGROUND

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danger zone for the visually impaired crossing of vehicular and pedestrian traffic leads to high noise levels

Above ground, the sound quality is not especially conducive to navigating the area, as there are no real specific wayfinding elements with audio. Throughout the entire area, the outdoor sounds are roughly homogenous.

The area of noise that is the strongest is at the crossing of Tremont Street and Winter Street where the vehicular traffic intersects the site.

The sound of cars easily overtakes the general noises of pedestrian conversations and other site activity.

Sensory Modes

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loudest detectable train announcement within the concourse

Green Line train screech upon approach is highly audible and often overwhelming

Sensory Modes

Underground, the sound levels are typically higher than the area above ground, mostly due to the enclosed area, and the combination of noises from the trains, movement of people, and other infrastructure elements. This muddling of intense sounds makes it difficult to navigate using sound alone. However, the sounds of important elements such as oncoming trains and PA announcements are easily detectable above the din of underground activity.

Case Study: Winter Street |

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N ST

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How can the site be navigated without being able to walk?

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WHEELCHAIR ACCESSIBLE AREAS

34 | Case Study: Winter Street

Several elevators and escalators are available throughout the site, and the entire area is ADA accessible. However, the routes between some elevators and platforms are very disjointed causing lost time and confusion for physically limited users.

Sensory Modes

80

0 40

160 120

200

Can smells be used to guide along a path?

OVERGROUND

UNDERGROUND

KLIN ST

IN ST

ST

WINTER ST

SUMM

SUMM

ER ST

ER ST

TEMPLE PL

1” = 50’

0

1” = 40’ 50

0

100 40

80

160 120

200

200

N

CHAUNCY ST

WINTER ST

ARCH ST

K ST

CHAUNCY ST

PAR

HAWLEY ST

WASHINGTON

ST

FRANKL

TREMONT ST

PAR K

ARCH ST

HAWLEY ST

WASHINGTON

ST

TREMONT ST

FRAN

TEMPLE PL

1” = 40’

80

0 40

160 120

200

N

The smell of food from various portable carts is prevalent at main pedestrian gathering areas, yet their placement is inconsistent throughout the week and the food types vary. This inconsistency does not provide accurate enough information to users needing to use smells to define their way.

Sensory Modes

Case Study: Winter Street |

35

Pathway Analysis

In general, there are numerous issues with the wayfinding system throughout the site, both over and underground. Based on the sensory analysis that was done, I can easily say that the site is not universally accessible. Predictably, the sense that makes it easiest to navigate the site with is sight.

Any user who lacks their use of sight will find it impossibly difficult to access both parts of the site.

36 | Case Study: Winter Street

Despite those numerous issues, at this point, it is difficult to narrow down ways to make interventions that will allow this site to become more accessible. Going forward, I feel it is helpful to define a path of travel that will help identify some of those specific problem areas, as well as some of the positive wayfinding experiences along the route. Using the sensory cues as reference points, this pathway analysis will help me select key points on the site where I can suggest wayfinding interventions.

I chose the pathway that is seen above because it covers all three levels of the site and the main decison-making areas that I have identified earlier. At specific points along the path, I looked at how effective the different senses are when navigating the route by giving them a (+) or (-).

This path gives a good overview of how users experience the site in a sequence and can help to understand where the prime wayfinding issues and opportunities lie.

3

2

1

1

- -

2

+ - -

+ -

3

+ - -

- -

•

Lacking and limited signage

•

Clear signage and defined colors

•

Congested pathways for pedestrians

•

Hallways lead to blind spots

•

Potential safety hazard mitigated by warning

•

Significant lack of tactile elements

•

Pathways congested with little relief

strip

•

Path is inaccessible for wheelchairs

•

Inaccessible for someone with disabilities

•

Accessible path is undefined

•

Orientation within overall path is hard to

•

Sound of announcement and movement of

•

Clear train announcement sound

Pathway Analysis

discern

•

+ - -

No signage or wayfinding elements within tunnel

pedestrians are the only pathway cues

Case Study: Winter Street |

37

6

5

4

scan code for Forest Hills platform existing conditions video:

http://youtu.be/dxNjtBWVzfo

4

5

+

+ -

+

+ -

-

- -

-

+ +

•

Visible signage for users above the main path

•

Good use of color throughout passage

•

Crossing of pedestrian traffic makes areas

•

Maps and key signage available along the

difficult to access • •

6

+ - •

+ - -

Congested infrastructure and signage causes disorientation

path limiting confusion

•

Large maps available for decision making

Key decision point for access to all three train

•

Train announcement speakers are clear

•

Use of color delineates platform access

lines congests the pathways

•

Smooth and clear pathway for all users

•

Following pedestrians is cue to best path

Large wall of maps is helpful for all users

38 | Case Study: Winter Street

Pathway Analysis

9 8

scan code for Park Street Green Line existing conditions video:

7

http://youtu.be/HJ5iQW9Y3n8

7

+ -

+ - -

•

Crossing on tracks creates safety hazard

•

Accessible path is not clearly defined

•

Good use of warning strips and color

•

Signage clearly visible above main path

•

Rapid succession of signage may be confusing for some

Pathway Analysis

8

+ - • •

9

+ - -

+ -

Congestion of gathering areas and boarding

•

Clear open area for all pedestrians and users

passengers not conducive for wayfinding

•

Lack of wayfinding elements within plaza

Congestion of signage and infrastructure

•

Signage and colors above entries are easily

limits access for less knowledgable users •

- + +

Sound of approaching train is clearest cue for decision making

seen from long distances •

Food carts produce opportunities for a landmark, yet inconsistently Case Study: Winter Street |

39

scan code for Winter Street corridor existing conditions video:

11

10

http://youtu.be/H0Y20yo5cyk

12

10

+ - •

• • •

11

+ + +

Crosswalk announcement helps users with limited vision and mitigates vehicular crossing safety hazard No signs available for users traveling between stations Lack of tactile elements and maps Clearly marked crosswalk for pedestrians lays out a clear path through the corridor

40 | Case Study: Winter Street

+ -

12

- + +

+ - •

•

Pathway is lacking wayfinding elements

•

Storefronts and lack of signs may lead to visual disorientation

•

High traffic corridor may be intimidating for users lacking mobility

•

Limited sensory cues available

• • •

- + + +

Entries to the subway are not as clear as at Park Street Food carts create landmarks as well as olfactory opportunities Crossing pedestrian paths leads to collisions and safety hazards Lack of clear signage does not create a clear path for users.

Pathway Analysis

The pathway analysis helped to identify numerous points where wayfinding through the site is successful, as well as problematic. In general, the amount of signage throughout the site is adequate, especially underground. This makes it easier for users to identify points of access as well as their general location. It tends to be especially difficult to navigate through the high traffic areas, such as train platforms or entries. Crowds of people coming and going make it especially difficult for users who are confused or may be lacking in mobility.

After the analysis, it is good to bring back the criteria I have developed for evaluating wayfinding systems to summarize the results of the analysis:

Is the wayfinding information at the Winter Street site universally accessible?

1

Perceptable by all necessary senses

majority of the wayfinding is available only to visual users - little auditory and tactile information is available

2

Available at any user’s level of ability

complex infrastructure both above and below ground is difficult to navigate information may be hard to discern

3

Usable without enduring a safety hazard

most wayfinding elements are in safely accessible areas, away from high traffic areas

4

Accessible without making significant effort

available information is visible and accessible in underground portion not much available above ground

5

Obtainable in its simplest form

signage is simple and maps are mostly readable - succession of elements in high traffic areas may lead to confusion

Variable in its use of media

not much is available outside of static maps and simple announcements advanced technology is not available

6 Pathway Analysis

Case Study: Winter Street |

41

OVERGROUND

UNDERGROUND

Downtown Crossing Forest Hills platform

Park Street MBTA entry plaza Based on my criteria, it is easy to see that the current wayfinding information throughout the site is not universally accessible. Something can be done at every point I have identified along the path to improve the overall wayfinding experience.

However, that does not solve the problem of making this area more universally accessible. I feel that interventions should be made at key

42 | Case Study: Winter Street

decision-making points on the site that will guide users through the path. By designing wayfinding aids at these points, users can be better informed as they travel throughout the site and be more confident in their spatial problem solving. Some of the interventions could also be done at other points along the route, but by concentrating on major junctions, the framework can be created

for further exploration.

I explored key moments both above and below ground for the same reasons I analyzed both parts of the site. A unified exploration of interventions that can be done above and below ground will create a more universally accessible wayfinding experience.

Pathway Analysis

OVERGROUND

Park Street MBTA entry plaza

+ The red brick paving is recognized visually as the pathway for the Freedom Trail throughout downtown Boston. A strong linear path serves as a great wayfinding and orientation element, especially through a paths as complex this.

+

-

The cars passing on Tremont Street are a strong wayfinding cue for sound. The sound of the vehicles can guide users of the wayfinding system toward the main road, and provide them with a relative sound locator.

On the other hand, for users lacking in physical mobility, the cars passing are a hazardous area.

Even though there is a crosswalk available, the speed of the traffic may prove to be problematic for them.

Pathway Analysis

The booth in the center of the plaza is lacking in pertinent wayfinding information for the site. It could be a beacon and a center of information. However, the historical information is static and lacks relevance for those trying to navigate through the immediate area.

+The entries to the subway station are highly visible from long distances and the use of color to signify the train line is easy to recognize and intuitive.

However, the signage itself may be confusing to a novice user, as both headhouses state access to “all trains� for both the green and red lines. How would a user know which entry is most convenient?

The written signage should be more simple than it currently exists.

Case Study: Winter Street |

43

UNDERGROUND

Downtown Crossing Forest Hills platform

+

-

The area nearest the train platforms is highly conducive for sound wayfinding as the approaching trains are very loud, as well as the announcements. These can be heard throughout the entire concourse. However, the congestion of the area can be extremely hazardous as travelers attempt to exit trains, enter trains, cross to different lines or exit the station.

44 | Case Study: Winter Street

+The signage in the platform area can be somewhat confusing because of the rapid succession of elements. Even though the signs themselves are easy to read and clear, the fact that there are so many different signs for different places can be overwhelming.

The payphones in the center of the area are not a good use of that space. The phones are close to being obsolete and they are hardly in use. Because the phones are not in the center of the waiting area, the space could be used for people to stop and locate themselves out of the main pathway of the pedestrian traffic.

+ The food kiosk is a good wayfinding element as it provides a physical landmark and an olfactory guide. Its location away from the main pedestrian traffic also makes it less hazardous for users needing to locate themselves within the space.

Pathway Analysis

WASHI

SUMM ER ST

TO WINTER ST. CONCOURSE & GREEN LINE FARE GATES

CHAUNCY ST

DOWN TO OAK GROVE & RED LINE

ROUTE

EXIT TO WASHINGTON ST

MBTA (BUS) BUS STOP ROUTE

SUBWAY ENTRY/EXIT SUBWAY ELEVATOR

KEY

Wayfinding Hub

1” = 50’

0

1” = 40’ 50

0

100

80

40

160 120

200

200

N

OVERGROUND

Permanent Food Kiosk

TEMPLE PL I feel the Park Street plaza and the Forest Hills platform are great anchor points to make interventions for the Winter Street site. For one, they anchor the eastern and western edges of the site, they make connections with both the above and below ground portions of the site, and they are key decision-making points for the pathway.

Tactile Paving System overground underground

Audio Information System

Based on the principles that I have analyzed and the specific challenges of the site, I believe that a multi-sensory approach would be the most 1” = appropriate for the interventions I propose.

Incorporating various forms of technology will improve the wayfinding system’s perceptability and bring the system up to today’s standards

CHAUNCY ST

SIGNAL/ STOP

ARCH ST DOWN TO OAK GROVE & RED LINE

TEMPLE PL

VEHICULAR

SUMM ER ST TO OAK GROVE

WINTER ST

TO FOREST HILLS

ST

WINTER ST

HAWLEY S

UNDERGROUND

TREMONT ST

PARK

OVERGROUND ARCH ST

Interventions

HAWLEY ST

WASHINGTON ST

IN ST FRANKL

Touchscreen Map

that many systems are already using. Also, tactile elements are severely lacking throughout the 80 160 that can be used as site.0 Having specific elements 40’a guide for the visually impaired is paramount to 40 120 200 improving this site’s universal accessibility N

Case Study: Winter Street |

45

Wayfinding Hubs

OVERGROUND

4-sided touchscreen kiosks tactile maps for the visually impaired intuitive visual and auditory information landmarks and beacons for the area

46 | Case Study: Winter Street

Before

The wayfinding hubs will act as central starting points to gather wayfinding information for anyone looking to navigate the area. The hub will replace the current historic information kiosk that stands in the middle of the open Park Street plaza, and the obsolete payphones that stand in the Downtown Crossing Forest Hills Platform area.

They will be placed in highly visible locations and far enough from the main routes of pedestrian traffic so as not to be hazardous to less physically mobile users.

After

I propose that the kiosks should be four-sided and built with touchscreen technology, which are used by many transit systems to provide access to wayfinding information. They are also widely used by many users in cell phones and tablet devices. They are highly accessible by a large portion of the population and can be very easy to use.

These touchscreens will provide several different types of wayfinding information at various scales, and allow users to access information available on Interventions

UNDERGROUND

the web. Users can use the intuitive technology to orient themselves, look up MBTA information, city of Boston information, and any of the historic information that the current static kiosk holds.

There is limitless potential to the amount of information that could be available at this central location.

Before

After

The idea behind the wayfinding hubs is that any user will be able to come to these points and find any type of map or directional information they may need.

The new hubs will also contain an ADA-compliant portal which will allow wheelchair users to pull up to the kiosk and access the same information that is available on the larger touchscreens.

Interventions

Case Study: Winter Street |

47

Tactile Paving System

OVERGROUND

tactile path for use with a cane additional visual guide for pedestrians overground: raised dot system underground: non-slip plastic material

48 | Case Study: Winter Street

Before

A tactile paving system throughout the site is very important for users who have limited visual ability. The ability for a user with a cane to be able to determine a path throughout the site gives that person a greater sense of confidence when navigating the site.

Specifically for the Winter Street area, the tactile system will lead users on a path that connects both the Park Street and Downtown Crossing stations. Since there is little that connects users between the stations, the path that is created by

After

the tactile dots will create an additional visual cue for pedestrians.

These dots, designed and manufactured by Boston design firm Coco Raynes Associates, are specifically designed to make a distinct sound when tapped by a cane. As the firm used in the Charles De Gaulle Airport project, the simple solution is highly effective for such a high-traffic corridor.

Interventions

UNDERGROUND

Before

After

For the underground system, a similar path would be created which contrasts with the existing light colored flooring. This path would be darker, delineating a path between the Forest Hills platform and the Park Street station, stretching through the Winter Street Concourse.

Since the path is very linear, a non-slip material for this paving system would act similar to the existing warning strips that exist at the platform edges, again creating an additional visual cue for pedestrians traveling through the underground space.

Interventions

Case Study: Winter Street |

49

Touchscreen Maps

dynamic place of information for all users used alongside existing wayfinding information

static

Before

Touchscreen maps are being implemented in many different wayfinding applications with great success. The screens are intuitive, accessible, and an easy way to display multiple layers of complex information in a small area. The idea behind the application in the underground system is to augment the existing display of static mapping information and make it accessible for all users.

Currently, the large wall closest to the platform contains several different subway line maps, system maps, and area maps. When used in conjunction with these existing maps, the touchscreens can provide a more creative

50 | Case Study: Winter Street

After

and interactive way of displaying pertinent information. Wayfinding information can be updated in near real-time and can be updated with current conditions that static maps cannot provide. With a clear and simple user interface, the touchscreens can be usable by any person needing more information than what the wall maps provide. Providing the touchscreen in the same location as the current maps also keeps users familiar with the location of available wayfinding elements, as they currently use that wall to find existing information.

Interventions

Prototype Touchscreen System

The best touchscreen systems take the most complex information and make it simple to use.

The prototype system that I have created will distill the most basic needs for users needing to locate themselves in the area into a usable system that gets them where they need to go. With simple taps on a screen, any user can bring up the necessary wayfinding information that would be provided throughout the site.

Interventions

The example I show here brings users from the macro scale overall MBTA subway map, down to specific maps locating their specific station.

Ideally, users can access current train wait times, distances to other stations, local attractions, and get directions to their next location. This system would satisfy many of the accessible wayfinding criteria on its own.

scan code for sample touchscreen system prototype

http://kaywa.me/rM3wH

Case Study: Winter Street |

51

Permanent Food Kiosk

OVERGROUND

Before

permanent food location allows users to use smell as a wayfinding method provides landmark revenue opportunity

and

potential

Smell is probably the sense that is least accounted for when designing wayfinding systems.

However, it has been well documented that smell and memory of a place are keenly linked. I believe that smell can be a powerful tool to use when navigating a space, especially if the smells are linked to pleasurable experiences.

Currently, the temporary mobile food kiosks do provide some positive smells, however, their placement is inconsistent and cannot be

52 | Case Study: Winter Street

After

relied upon as part of a dependable wayfinding experience.

A permanent food kiosk in the central plaza would ideally create a pleasurable olfactory experience for users and lead them to remember the location positively. A permanent kiosk can also serve as a visual and experiential landmark in the area for all users. A full time foodservice location is also an ideal revenue opportunity in such a high-traffic, pedestrian-heavy area.

Interventions

Audio Information System

auditory directional information for the visually impaired integrated into wayfinding hub positioned at key decision-making points throughout the site

Interventions

OVERGROUND

An audio system linked throughout the site can provide extensive information to users that are not able to use the visual elements. By placing speaker units at key decision-making points across the site, users can be given clear audio directions and pertinent wayfinding information.

The ideal locations to create this system would be at the wayfinding hubs to further enhance the idea that the hubs are all-in-one informational stations. In effect, the information found here

UNDERGROUND

could guide a user to the next audio unit where they can then progress further into the site and on to their destination.

Currently, the underground portion of the site has few points where highly audible information is given to travelers. A more enhanced and robust system throughout the underground and overground portions can provide a much more comfortable wayfinding experience for visuallychallenged users.

Case Study: Winter Street |

53

Conclusions What does the case study say about the need for wayfinding standards?

Looking at a complex site like the Winter Street location highly reinforces the need for good wayfinding design standards. Surely, the MBTA had to have followed some standard signage and informational guidelines when constructing the subway stations, however, it is clear that a large portion of the population is currently underserved by the current wayfinding experience.

From what I have seen throughout this project, I am highly surprised that there is not an extensive code or guideline system devoted to wayfinding and site navigation. The criteria that I have developed to evaluate wayfinding systems provide a skeleton for such a code system to grow from. The standards are by no means a onesize-fits-all system for determining wayfinding

54 | Conclusions

accessibility for all sites, and there are numerous other solutions that can specifically apply to the Winter Street site.

Much like the principles of Universal Design, if designers are more open-minded toward the needs of all users when creating wayfinding systems, i believe the world will be a much more accessible place for anyone.

Specifically for the Winter Street site, the interventions I have designed mostly satisfy my criteria for universal accessibility. However, challenges still remain, as they will with any site of this complexity. If these designs were to go forward, a challenge would be how to best integrate new technologies into the existing

There needs to be a hierarchy of ideas that cleary define what is or is not an accessible wayfinding system

infrastructure so as not to further confuse users.

In the end, however, I feel I have met my goal.

I believe a designer, planner, policy maker or architect can take this checklist of criteria and apply them point-by-point to their designed wayfinding system and honestly assess its true accessibility.

The key is establishing the hierarchy of needs for users when navigating a site. I can clearly state that if a wayfinding system is not perceptable by all necessary senses, then the information is not available at any user’s level of ability, and so forth.

Examining the Winter Street area has proven that.

With the interventions, is the wayfinding information at the Winter Street site universally accessible?

1

Perceptable by all necessary senses

all necessary wayfinding senses are accounted for - perceptable information is available for all users

2

Available at any user’s level of ability

multiple scales of accessible information are provided at various heights and levels for any user

3

Usable without enduring a safety hazard

all new wayfinding elements are in safely accessible areas, away from high traffic areas

4

Accessible without making significant effort

new central hubs provide good starting points of accessible information pathways are accessible to all users

Obtainable in its simplest form

signage and infrastructure still are challenging throughout the site - all new information is easily readable

Variable in its use of media

multiple forms of technology provide various media to access available wayfinding information

5 6

Accessibility and wayfinding are easy to overlook when looking at the design process of a built space. These elements are just one additional factor to consider, which can add cost and time to any design project. However, when designing or evaluating the built environment, there is a responsibility to create space that is equitable for all users, regardless of the time it takes or the cost to the project. It is a mandate that all designers take on.

This is why these evaluation standards are needed: to give designers and evaluators a go-to list of items to consider to make wayfinding systems easier to manage. I believe that the creation of these standards will elevate the conversations that designers have when considering ideas of universal access to built space. In time, the hope is that designers will not need to create more work for themselves, but that universal access to built space is an innate consideration within the overall design process.

Conclusions |

55

Appendix Page 4: 1 - Lynch, Kevin. “The Image of A City”. 1960.

Page 15: 11 - Society for Environmental Graphic Design - 2002 Design Awards. (https:// www.segd.org/design-awards/2002-design-awards/charles-de-gaulle-airport. html). 2013.

2 - Timpf, Sabine, et al. “Cognitive Wayfinding Agents in Public Transportation Networks.” Cognitive Science Conference, Stresa, Italy. 2005.

Page 16: 12 - Meier, Richard. Richard Meier, Barcelona Museum of Contemporary Art. 1997.

3 - Carpman, Janet R. & Grant, Myron. “Design that cares: Planning health facilities for patients and visitors.” 1993.

Page 17: 13 - Institute for Human Centered Design. Case Studies - Transportation - Subway Stations: Nanakuma Line (http://www.dev.ihcdstore.org/?q=node/121). 2009.

Works Cited

Page 5: 4 - Gibson, David. “The Wayfinding Handbook”. 2009.

Page 6: 5 - Mlicki Design. “9 Tips for Effective Wayfinding.” (http://www.slideshare. net/Mlicki/nine-tips-for-effective-wayfinding-3432416). 2008.

Page 8: 6 - The Center for Universal Design, North Carolina State University. (http:// www.ncsu.edu/www/ncsu/design/sod5/cud/about_us/usronmace.htm).

2008.

7 - Salmi, Patricia. Implications. “Wayfinding Design: Hidden Barriers to Universal Access.” 2008.

Page 13: 8 - AIG for Central London Partnership. “Legible London: A wayfinding study.” (http://www.tfl.gov.uk/microsites/legible-london/12.aspx). 2010.

9 - Transport for London. “Legible London System Architecture.” (http://www. tfl.gov.uk/microsites/legible-london/downloads/Legible_London_System_ Architecture.pdf ). 2010.

Page 14: 10 - MTA Press Releases. “MTA Introduces New On The Go! Touch-Screen Travel Station.” (http://new.mta.info/press-release/nyc-transit/mta-introduces-newgo-touch-screen-travel-station). 2011 Sep 19.

56 | Appendix

Other Resources Berger, Craig. Wayfinding: Designing and Implementing Graphic Navigational Systems. Minneapolis, MN: Rockport Publishers, (2009) de Certeau, Michel. ”Spatial Stories.” The Practice of Everyday Life. Berkeley, CA: University of California Press, (1984).

Gibson, David. The Wayfinding Handbook: Information Design for Public Places. New York: Princeton Architectural Press, (2009).

Goldsmith, Selwyn. Universal Design: A manual of practical guidance for architects, 2000.

Hunter, Susan. “Spatial Orientation, Environmental Perception and Wayfinding”. Design Resources. (DR-14) Center for Inclusive Design and Environmental Access. University at Buffalo, School of Architecture and Planning. (http://udeworld.com/documents/designresources/pdfs/ SpatialOrientation.pdf ), (2010).

Kopec, David Alan. Environmental Psychology for Design. New York: Fairchild Publications. (2006).

Lynch, Kevin. The Image of the City. Cambridge, MA: MIT Press, (1960).

Ottosson, Torgny. Map-Reading and Wayfinding. Goteborg, Sweden : Acta Universitatis Gothobrugensis, (1987).

Passini, Romedi. Wayfinding in Architecture. New York: Van Nostrand Reinhold Company, (1984).

Steinfeld, Edward. Universal Design: Creating Inclusive Environments. John Wiley & Sons, (2012).

“Wayfinding – Navigating Human Space.” University of Michigan. (http:// www.umich.edu/~wayfind).

Additional Information Site Documentation Existing conditions videos taken by Chris McIntosh October 22, 2013: Park Street plaza: http://youtu.be/bQ2tochF2Xg Winter Street Corridor: http://youtu.be/H0Y20yo5cyk Park Street MBTA Green Line (inbound): http://youtu.be/HJ5iQW9Y3n8 Winter Street Concourse: http://youtu.be/c7xeMKZLqjg Downtown Crossing Forest Hills platform: http://youtu.be/dxNjtBWVzfo

Interventions Prototype touchscreen information system Prezi presentation http://bit.ly/JtFZOb

Appendix |

57

Presentation Boards: Week 4

accessible design standards are widespread and effective

navigation

is key to

accessibility

how we navigate spatially: SIGHT

what is a successful wayfinding system?

legible

tactile accommodating integrated intuitive

choice

appropriate scale

GOOD BAD

MOBILITY

SOUND

adaptive technology

TOUCH

TASTE

SMELL

cognitive mapping

construction and accumulation of spatial knowledge disorienting

If we cannot navigate spaces successfully, are they truly accessible?

58 | Appendix

complex

inaccurate

hazardous

insufficient

unavailable

excessive

... but what are the standards?

Presentation Boards: Week 8 - Midterm

1

���� ��� ����� ���� ���� ������� �������� ������������ ���� ���������� ������������������������������������������� ������������������������������������������������������� ��� ��������� ���� ����������� �� � ���������� ������ to ����������������������� - Patricia Salmi, Ph.D. codes and guidelines have been widely adopted to define what makes a space accessible

How do

apply to

wayfinding systems?

site: winter street concourse area downtown crossing

The same information must be available to all users at their requirement of use

3

Information should be provided at a minimal amount of effort for users

4

Users should not have to endure a safety hazard to access information

5

Information must be provided in its most simple and intuitive form

OVERGROUND the park street entry/exit area is noticeably void of wayfinding elements - the booth in the central plaza only contains historical information and very general maps of Boston

brick path lacks signage directing toward either station Food carts provide olfactory cues to the location of the entries to the subway

material change at station exit signifies a perceptible threshold

OVERGROUND

ARK

ST

Equitable Use

Flexibility in Use Wayfinding information should be able to be accessed on a wide variety of media (i.e. signage, technological devices, directories, etc.)

Simple and Intuitive Use The information has to be available in as simple a format as possible - whether it is visual, auditory, tactile, or linguistically

Perceptible Information

Tolerance for Error

Low Physical Effort

Size and Space for Appropriate Use

A wayfinding system should have its information communicable to all users, regardless of their level of ability. This especially applies to tactile information

Wayfinding systems should prevent users from accessing danger zones and should not be hazardous to access themselves

It should not take an extreme effort on the user’s part to access wayfinding information

Level of mobility should not factor in the wayfinding system’s usability. Signage should also be standardly sized pertaining to its importance and scale

the winter street corridor above ground is also extremely lacking in wayfinding information there are only two very small signs pointing in the directions of the subway stations

even though the signage above the headhouses are visible from considerable distances, they both indicate access to “all trains” even though the track lines are different

ARK

ST

the signage within the park street underground area is somewhat overbearing - many signs pointing in different directions to varying points in and out of the station can be confusing

1” = 50’

6

1” = 50’

UNDERGROUND

Information must be available on different media appropriate to its use

0

0

100 50

100 50

N

200

200

the varying colors, materials and signage at the park street entry to the concourse can be visually overwhelming, making it very hard to discern the wayfinding signage - the complex infrastructure makes this area somewhat difficult to see the appropriate way

lack of specificity of signage presents confusion for users trying to navigate

sound of light rail screech may be overwhelming, yet the distinctive sound is instantly identified with the Green Line

N

UNDERGROUND

intuitive use of color on the walls through the concourse points toward color of subway line

yellowwarning warning raised yellow tracktrack edge strips along along help all usersallavoid edge assist users danger zoneszones avoid danger

the main entry points to the concourse within the downtown crossing entry area are not highly perceptible within the context of the storefronts of the area although there are signs for the T, it takes some effort to locate them when moving through the plaza

WINTER ST

WINTER ST

The same information in a wayfinding system has to be accessible at various heights, scales and dimentsions to be truly effective for all users

sight: what is the visual experience?

both entry headhouses have the same entry signage potential confusion for users

Wayfinding information must be perceptible by all necessary senses. a. visual b. auditory c. tactile

2

boston

uneven flooring is a danger to users with mobility impairments

WASH

if a person cannot successfully navigate a space, is truly accessible?

WASH

criteria for addressing the accessibility of a wayfinding system:

UNIVERSAL WAYFINDING

the use of color throughout the main underground concourse area is very creative and intuitive - yet the clash of the brightness of the colors may lead to some visual disorientation when moving through the concourse

many people tend to stand and try to read the signs that are in high pedestrian traffic areas, which can lead to safety hazards

what is the priority? what determines if a wayfinding system is accessible or not?

UNDERGROUND

OVERGROUND

physical impairment: can I navigate the site without being able to walk?

ST

passageways between platforms and concourse lack alternate sensory wayfinding information

station entry signage faces away from central gathering area causing confusion

major entry/exit and gathering area with very little wayfinding information

almonds

RED LINE

ARK

WINTER ST

ROUTE

SUBWAY ENTRY/EXIT SUBWAY ELEVATOR

BUS STOP

SIGNAL/ STOP

GATHERING AREA

ROUTE

ROUTE

1” = 50’

0

MBTA (SUBWAY)

PEDESTRIAN

100 50

200

LOADING PLATFORM

GATHERING AREA

N

TRACK ROUTE

ROUTE

OVERGROUND

1” = 50’

0

200

RED LINE

GREEN LINE 70 70

80

90

100

110

120

80

90

SOUND LEVEL (decibels)

100

110

ORANGE LINE

loudest detectable train approach announcement at this point within the concourse

area of excessive noise (Green Line Train screech, passenger exit/entry)

fried dough hot dogs pretzels

100 50

N

is the winter street concourse area’s wayfinding system universally accessible?

danger zone for visually impaired - crossing of vehicular and pedestrian traffic leads to high noise

WINTER ST

citrus the smell of food from push carts is prevalent at main pedestrian gathering areas - yet the placement is inconsistent throughout the week - the food types also vary. Smell is currently not a reliable wayfinding sense at this site.

UNDERGROUND

auditory: can the sounds of the site guide my way?

SOUND LEVEL (decibels)

ST

several elevators and escalators are available throughout the site - the route from some elevators to platforms are very disjointed causing lost time and confusion

ORANGE LINE

GREEN LINE

important decision-making points at crossroads of station-concourse: wayfinding information needs to be concentrated PARK STREET

MBTA (BUS)

VEHICULAR

PEDESTRIAN

olfactory: are there discernible smells to help me navigate?

DOWNTOWN CROSSING

WASH

ARK

WASH

general mobility: the pedestrian experience

1

Wayfinding information must be perceptible by all necessary senses. a. visual b. auditory c. tactile

the majority of the wayfinding information is visually based - there is very little auditory and tactile information readily available at the site

2

The same information must be available to all users at their requirement of use

someone with any disability would have a very hard time navigating the complex infrastucture both above and below ground - information is not available for all senses

3

Information should be provided at a minimal amount of effort for users

the available wayfinding information is very accessible and prevalent in the underground portion

4

Users should not have to endure a safety hazard to access information

most wayfinding elements are in safely accessible areas, away from vehicular traffic and oncoming trains

5

Information must be provided in its most simple and intuitive form

6

Information must be available on different media appropriate to its use

text on visual signage is simple and maps are readable - yet the lack of tactile and auditory wayfinding information reduces the accessibility of the space

120

different media to access wayfinding information is not available within the site - users must provide their own accessible media to use wayfinding information

Next steps: determine which areas of the site require the most wayfinding intervention

propose detailed improvements at locations to provide more universally accessible wayfinding

use these improvements to inform additions or changes to the wayfinding criteria

finalize wayfinding guidelines so that they are applicable to any wayfinding system

Appendix |

59

OVERGROUND UNDERGROUND

ST

TO WINTER ST CONCOURSE & PARK STREET

Permanent Food Kiosk

Tactile Paving System

UNIVERSAL WAYFINDING

1 Perceptable by all necessary senses 2 Provided at any user’s requirement 3 Usable without enduring a safety hazard 4 Accessible via minimal effort 5 Obtainable in its simplest form 6 Variable in its use of media

Wayfinding:

a consistent use and organization of definite

sensory cues from the external environment equitable

principles of GOOD WAYFINDING

UNIVERSAL flexible low effort DESIGN non hazardous principles perceptible simple

UNIVERSAL WAYFINDING systems must account for all sensory cues and

VISUAL

AUDITORY

TACTILE

OLFACTORY consider the needs of the:

PEDESTRIAN PHYSICALLY LIMITED

CASE STUDY SITE: WINTER STREET WASHINGTON ST

PAR K

ST TREMONT ST

WINTER ST

CRITERIA FOR A TEST SITE: • Open for public use • ADA accessible • Requires wayfinding to navigate • More than one path or space • Some wayfinding elements in place

ADA compliant low-level screen for wheelchair use serves as a landmark - meeting point or starting point for travels

AUDIO INFORMATION SYSTEM provides auditory wayfinding information at strategic decision-making points for visually impaired integrated with wayfinding hubs

TACTILE PAVING SYSTEM

raised dots for overground environment non-slip material for underground environment

TACTILE TOUCHSCREEN MAPS provides dynamic mapping information for all users used alongside existing static wayfinding information

PERMANENT FOOD KIOSK DOWNTOWN CROSSING Forest Hills platform UNDERGROUND OVERGROUND

Forest Hills platform existing conditions video: http://www.youtube.com/watch?v=dxNjtBWVzfo

+

intuitive brick paving cars passing on Tremont for Freedom Trail

+

-

-

lack of pertinent wayfinding info on cental board

+

-

confusing signage above head houses

hazardous congestion area

good use of color

-

+

too much signage in succession good use of color to direct users

food cart provides landmark and olfactory guide

payphones occupy valuable space

INTERVENTIONS: TOWARD A UNIVERSAL WAYFINDING SYSTEM OVERGROUND UNDERGROUND

ST

TO WINTER ST CONCOURSE & PARK STREET

Permanent Food Kiosk

Tactile Paving System EXIT TO WASHINGTON STREET

Audio Information System

WAYFINDING HUB four-sided touchscreen kiosk with tactile maps for the visually impaired

60 | Appendix

KEY Wayfinding Hub

provides intuitive visual and auditory information - MBTA updates, location data, city information ADA compliant low-level screen for wheelchair use serves as a landmark - meeting point or starting point for travels

AUDIO INFORMATION SYSTEM provides auditory wayfinding information at strategic decision-making points for visually impaired integrated with wayfinding hubs

TO OAK GROVE

Wayfinding Hub

TREMONT ST

KEY

TO FOREST HILLS

PARK

permanent food location allows users to use smell to locate themselves at all times serves as landmark and additional revenue opportunity for owner

Park Street plaza existing conditions video: http://www.youtube.com/watch?v=bQ2tochF2Xg

+

Audio Information System

provides intuitive visual and auditory information - MBTA updates, location data, city information

provides additional directional path for pedestrians

WASHINGTON ST

PARK ST PLAZA at Boston Common

Tactile Paving System

four-sided touchscreen kiosk with tactile maps for the visually impaired

specifically designed for visually impaired to navigate the site with the use of a cane

PARK STREET TO DOWNTOWN CROSSING

TREMONT ST

Tactile Mapping System (touchscreen)

WAYFINDING HUB

Criteria for evaluating existing wayfinding information:

If a person cannot navigate a space, is it truly accessible?

bright consistent tactile heard common distinctive

EXIT TO WASHINGTON STREET

Audio Information System

Presentation Board: Week 16 - Final

KEY Wayfinding Hub TO OAK GROVE

Wayfinding Hub

TREMONT ST

KEY

TO FOREST HILLS

PARK

Tactile Mapping System (touchscreen) Tactile Paving System Audio Information System

prototype touchscreen wayfinding system: http://kaywa.me/l3YBt

Acknowledgements The support I have gotten during my time at the BAC is truly invaluable and there have been many people who have lifted me up along the way, almost too many to mention. The relationships I have made while being here have undoubtedly kept me afloat through the many rough patches.

Claudette, Diana and Josh’s guidance and insight as my degree project instructors over the past year has really helped put my work in the best light possible. I would also like to thank Amy for her enthusiastic and passionate advisement during my degree project process. Her ability to see the bigger picture of my motivations for this work cannot be overstated.

Also this process would not be possible without the support of my employers at DCAMM, especially my supervisors Krista and Tony. I am honored by their continued interest in my work outside of work and their understanding of the many long days and nights i have put in.

Most importantly, I would not be where I am without the support of my family. Cliff, Vershonn and C.T., you have been the constant and unwavering support that I have needed throughout this entire journey. I most certainly could not have realized this accomplishment without your love, advice, and understanding.

- Chris

Appendix |

61