WALKING WAYPOINTS FOR URBAN ENVIRONMENTS
< i > Michael Oechsle IDE3116
Contents 1 5 7 17 25 27 29 33 45 53 91 93 121 127 141 143
Introduction Project Domain Deconstruction Designing a Context Statement Definition Designing a Relationship Product Qualities 8 Ideas 3 Concepts Detailed Research Research Summary and Design Brief Design Development Model Making Final Design References Appendix- Drawings
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Introduction
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This industrial design studio was the culmination of 6 years of study in Industrial Design and Mechanical Engineering. Due to my personal interest in design thinking and innovation, the Dutch method of Vision in Product (ViP) design (Hekkert & van Dijk 2011) was employed as thoroughly as possible throughout the project. ViP design focuses on establishing the â&#x20AC;&#x2DC;reason for existenceâ&#x20AC;&#x2122; of a design, by designing for a positive future and not merely solving the problems of today. This is no radical alternative to what many designers already do everyday, however, ViP sets a very clear framework for tackling the design process in a context-driven manner.
The Vision in Product Design Framework The various stages of the ViP process (Hekkert & van Dijk 2011)
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(W.H.O 2007)
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PROJECT DOMAIN The worldâ&#x20AC;&#x2122;s population is ageing rapidly. This presents many interesting challenges and opportunities for the designers and innovators of today and the future. Elderly mobility is a major issue that will eventually affect us all. Using the ViP approach for this domain is particularly interesting as the future context is one in which both myself and people I know and care for will play a direct part.
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Deconstruction Deconstructing is the first phase of the ViP process. It serves as both a ‘warm-up’ for the design phase, but also helps to break down any preconceptions regarding the project domain. It is always a helpful tool to observe the past (and even the present) before moving on to the future. In this project the deconstruction phase was also used as a form of research to help identify possible changes that may occur in the soon-to-be-designed future context. 3 relevant examples were chosen for ‘deconstruction’. The resulting observations provided fantastic insight into the project domain and helped to kickstart the next phase of the design process.
Product Qualities What are the physical properties of the product? What kind of ‘personality’ does it express?
Interaction Qualities What are the qualities of the human-product interaction as a whole (not just the user)?
Context Factors What underlying contextual factors contributed to the product being the way it is? Why does this product exist at all? These factors may take the form of ‘principles’, ‘states’, ‘developments’ and ‘trends’ (discussed further in ‘Designing a Context’).
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Deconstruction Levels Deconstructing involves observing a humanproduct relationship and breaking it down into 3 levels: product, interaction and context.
“a shift away from thinking about ‘what’ to thinking about ‘why’ instead” (Hekkert & van Dijk 2011)
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Case 1. Walking Aid
Product Qualities (Intended and unintended) ‘Spidery’/ Inhuman Open Fragile Squat Exposed/ Bare/ Raw Light Adaptable ‘Semi-supportive’ Untrustworthy? Impersonal- how is it distinguished as “my walker”?
Interaction Qualities Faith Tension Concentration/ Focus Shaky/ Wobbliness
Context Factors •
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Elderly and disabled members of the community a still wish to be as active as possible. They need a device that helps them travel relatively naturally over short distances. Having the independence to do something as simple as go shopping at a market with minimal outside assistance is highly important to elderly people. People like the convenience of additional features in products. Elderly people must feel unburdened by products- minimal strength should be required during use and during packing/ folding for the next stage of transport- hence lightweight
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•
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materials chosen (aluminium). Price means that the product can’t be overly complex to manufacture or use highly expensive materials. The elderly have a limited amount of money to spend on consumer products and hence will appreciate the (relatively) low cost of such a device. The disabled need a device that can be used occasionally and for short periods. Many elderly people are still partially mobile on their own. The notion of aesthetics is of low priority for elderly users.
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Case 2. Car
Product Qualities (Intended and unintended) Bland Impersonal Enclosing Protective Confining Obstructing
Interaction Qualities Challenging Demanding Isolated Unsureness- tentative Introverted
Context Factors •
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Fossil fuels are a cheap and reliable method of powering personal transport. They allow people to own large, powerful vehicles. An average human mind is easily capable of concentrating on a simple task like driving a car. Most people have capable eyesight, physical dexterity and coordination to operate high powered, heavy machines. This product is not designed specifically for elderly people to operate. People need large amounts of extra space in their personal car in case they need to transport extra people or products.
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People want comfortable modes of transport. People want control of their mobility. People want their transport to be highly flexible and immediate. People will sacrifice high quality materials in a product for price and value. People want to feel safe and secure. They want to feel protected from other cars and the elements of the outside world. People need to travel reasonably large distances to access essential services such as shops. People like to be entertained (or distracted) by music while they are traveling.
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Product Qualities (Intended and unintended) Versatile Helpful Obedient Timid Boring Pack mule Vulnerable Top heavy/ Slightly unstable Slow
Context Factors • The stigma attached to dependence on such a device is outweighed by its necessity. • Most disabled users still have the manual dexterity and physical coordination required to operate a powered vehicle safely. • Small electric vehicles can be operated on footpaths by sharing space with pedestrians. • Operating an electric scooter is less demanding and safer than driving a car. • Traveling at slow speeds is safer for the user and pedestrians. At speeds under 10km/h minimum protection is required from the design itself. • Modelling mobility aids on traditional forms of transport means users can easily adapt to their use. Controls should be familiar and
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Interaction Qualities Un-stimulating Sadness Commanding Rigid Slightly tense
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simple to use. Style and aesthetics is of low priority for elderly users. They are willing to sacrifice material quality and aesthetics for price. Users will own a mobility aid for a relatively small portion of their life (compared to owning a car). Electric drive motors and components are cheap and reliable for low powered vehicles. Rechargeable batteries provide a long lasting energy source- and can be discarded and replaced once they deteriorate. Disabled people need a convenient method to travel distances that they cannot manage by walking alone.
Case 3. Mobility Scooter
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Designing a context The first design stage of this project involved ‘designing’ the future world or context in which the project would exist. Similar to the deconstruction process, but in reverse, this starts by collecting and generating ‘factors’ with which one can begin to paint a clear picture of this context. Note that for the purpose of this project, the project domain was focused on a 5 year projection. This is to ensure that any design outcome was plausible and resolvable. Since ViP design is essentially ‘context driven’, according to Hekkert and van Dijk 2011, these factors can take up to several weeks to generate and organise in any given project. This would of course include group discussions, ethnographic research and expert input. Given the time constraints of this 13 week project, the time allocated for generating context factors was considerably less than recommended: around only 1 week. Nonetheless, the exercise was tackled as thoroughly as possible, with much research and observation undertaken in this short time. Of course, a neat feature of designing a context is that many of the principles involved are universal, and can be found by merely observing the world around us.
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Principles
States
Unvarying over time. General patterns in human nature.
Surrounding world conditions that appear relatively stable.
Developments
Trends
Phenomena that are currently changing, or will change in the near future.
Developments related specifically to human behaviour.
Types of Context Factors Context factors can be groups into types. These types are often interrelated.
The context design phase is an interesting time to also include possible users in the design process, as instead of merely discussing possible design options (focus group style), it is here that they can really help decide on the type of â&#x20AC;&#x2DC;future-contextâ&#x20AC;&#x2122; that they would like to see exist. After all, if designed well, it is this context that we will all hopefully be inhabiting in the years to come.
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Context Factors
Demographic The worlds population is ageing. People are living much longer (development) By 2050 it is estimated that only 57 percent of the US population will be working age adults, while the number of very old people(>85) will more than triple (Steffan 2011) (development)
Sociological
Cultural
Staying socially active is highly important for general well-being as people age (principle)
People enjoy telling stories and imparting wisdom and knowledge (principle)
People don’t like having to ask for physical assistance (principle)
Middle-class society expects a high degree of comfort in their lives (state)
People with time to spare enjoy volunteering to help the community, and the elderly especially can have a significant positive impact (principle)
Mobile living is popular amongst elderly people (grey nomads) (trend)
Constant social connection via technology is now almost a cultural norm (development) ‘Real’ social interaction can never be replaced by the internet (principle)
Evolutionary Arthritis (musculoskelatal disease) is the most common cause of disability in developed nations such as Australia and the US (state) Caring and providing for grandchildren is a cherished phase of life for grandparents (principle) Elderly people enjoy nurturing growth and development (principle)
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People are becoming more and more accustomed to global travel- baby boomers kickstarted the global tourism industry in the late 20th century (development) People are becoming less active as they age (trend) People are more concerned with the impact that their consumption has on the environment (trend) ‘Ageing in place’ is fast becoming the preferred way of living for seniors (trend) People expect immediate transport solutions (state)
Economic
Psychological
The world’s population is moving towards denser urban areas and megacities. People will be closer to essential services, but also possibly further from friends and families living in other distant cities (development)
People don’t like labels such as ‘senior’ or ‘retirees’ (principle)
Congestion is a ma jor problem in urban areas (development) Climate change and environmental pollution are serious threats to the planet’s future condition (development) The ageing population are more skilled than ever before in history (development) People are working longer (or continue work in some form) to support a longer retirement period (trend) People are more willing to participate in ‘collaborative-consumption’. Sharing is more accepted than ever before in history (trend)
Biological Elderly people are not physically strong (principle) Tasks involving coordination and fine motor skills become more difficult with age (principle) Maintaining an active life helps to prevent the onset of disability (principle) The elderly are more vulnerable to extreme weather conditions (principle) Obesity is growing ma jor health concern (development)
You can’t teach an old dog new tricks (principle) Maintaining independence is a matter of pride for any individual (principle) The elderly like to feel safe and secure (principle) Baby boomers have a unique sense of generational distinctiveness and cultural identity (principle) Next generation consumers (baby boomers) expect high quality products that will create positive meaning in their lives (development)
Technological 3D printing technology is increasingly accessible (development) The next generation of elderly consumers will be highly technology-proficient (development) People have more in depth knowledge about their lifestyle and health via smart devices (development) Cycling is becoming an increasingly popular mode of transport- especially in urban centres (trend) Access to essential services and entertainment via the web means people have less reason to leave the home (development)
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Freedom
Feeling Limited
People expect immediate transport solutions
The elderly like to feel safe and secure
Mobile living is popular amongst elderly people (grey nomads)
Tasks involving coordination and fine motor skills become more difficult with age
People are becoming more and more accustomed to global travel- baby boomers kickstarted the global tourism industry in the late 20th century
Elderly people are not physically strong
3D printing technology is increasingly accessible
Arthritis (musculoskelatal disease) is the most common cause of disability in developed nations such as Australia and the US
Giving Back
You canâ&#x20AC;&#x2122;t teach an old dog new tricks
People with time to spare enjoy volunteering to help the community, and the elderly especially can have a significant positive impact
High Standards
The ageing population are more skilled than ever before in history People enjoy telling stories and imparting wisdom and knowledge Elderly people enjoy nurturing growth and development Caring and providing for grandchildren is a cherished phase of life for grandparents
The elderly are more vulnerable to extreme weather conditions
Middle-class society expects a high degree of comfort in their lives Next generation consumers (baby boomers) expect high quality products that will create positive meaning in their lives
Healthy Living Maintaining an active life helps to prevent the onset of disability People are becoming less active as they age
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Obesity is growing ma jor health concern Staying socially active is highly important for general well-being as people age
Maintaining Pride People don’t like having to ask for physical assistance People don’t like labels such as ‘senior’ or ‘retirees’ Maintaining independence is a matter of pride for any individual Baby boomers have a unique sense of generational distinctiveness and cultural identity
Urban Living The world’s population is moving towards denser urban areas and megacities. People will be closer to essential services, but also possibly further from friends and families living in other distant cities Congestion is a ma jor problem in urban areas
Responsibility People are more willing to participate in ‘collaborative-consumption’. Sharing is more accepted than ever before in history
Climate change and environmental pollution are serious threats to the planet’s future condition Cycling is becoming an increasingly popular mode of transport- especially in urban centres
People are more concerned with the impact that their consumption has on the environment
Older Communities The worlds population is ageing. People are living much longer By 2050 it is estimated that only 57 percent of the US population will be working age adults, while the number of very old people(>85) will more than triple (Steffan 2011) ‘Ageing in place’ is fast becoming the preferred way of living for seniors People are working longer (or continue work in some form) to support a longer retirement period
Constantly Connected Access to essential services and entertainment via the web means people have less reason to leave the home ‘Real’ social interaction can never be replaced by the internet Constant social connection via technology is now almost a cultural norm The next generation of elderly consumers will be highly technology-proficient People have more in depth knowledge about their lifestyle and health via smart devices
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‘Clustering’ Context Factors Summarising the context clustersbut trying to avoid losing the ‘depth’ of the individual context factors themselves.
High Standards People won’t settle for poorly designed, inconvenient or ugly products and services.
Healthy Living
Responsibility
It is highly important that people attempt to maintain an active lifestyle (mental and physical) as they age.
The next generation of consumers are willing to sacrifice a degree of comfort and convenience for the greater good of society.
Maintaining Pride
Feeling Limited
Older Communities
Giving Back
The elderly are limited physically in many cases- but are also subject to perceived limitations by both themselves and society.
The makeup of our (developing nation) communities is getting older. People will play an active part in society for a longer part of their lives.
People enjoy still making positive contributions to society as they grow older. People enjoy feeling valued.
Urban Living
Constantly
Freedom
More people are living in cities. This presents many challenges regarding congestion and sustainability.
Connected
We expect convenient access to transport on a local and global scale. The world is our oyster.
Society is increasingly hyper-connected via the internet. This means we are more aware of opportunities in the world around us, but in many ways also gives people less reason to leave the house.
People don’t like feeling old.
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Statement Definition
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The statement definition is the culmination of organising the previous context factors and clusters into a coherent project direction. It is at this stage that the designer is able to take a slightly more personal stance in relation to the future context that has been created.
I want people to feel empowered as they age. I want to encourage them to be actively connected and respected members of urban communities with their own recognised sense of identity. Michael Oechsle IDE3116 < 26 >
The interaction with the product should be characterised by/as...
Active involvement Harmonious Expression Rewarding
Designing A relationship Designing the product-user interaction is the most critical but also one of the most difficult stages of the ViP process. This involves working backwards to envisage a relationship which will help realise the statement definition, all the while keeping the previously formed context in mind. Analogies used to help form interaction qualities for this project included ‘jamming in a band’, expressed as a combination of ‘harmony’ (complimenting/being part of something larger/ more social) with ‘self-expression’ (freedom and confidence), and also ‘active involvement’. ‘Playing team sport’: also expressed as ‘active involvement’, ‘a rewarding challenge’ and ‘confidence’.
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Interaction Qualities Interaction qualities describe how the statement definition is achieved via the product-user interaction.
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The Designerâ&#x20AC;&#x2122;s Brain Finding product qualities to fit both the desired interaction and the project statement/ context was a considerable challenge.
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Product Qualities The product should be...
The final abstract stage of the process was to find the product qualities that would afford or communicate the desired product-user interaction. The final outcome here was that the product should be ‘social’, ‘challenging’ but ‘accessible’, ‘a subtle storyteller’, ‘reflective’ and ‘simple’. Social Challenging Accessible Simple ‘A subtle storyteller’ Reflective
A key analogy was the story of an old wooden hammer that gets beaten up over a lifetime of use, and the process by which the user forms a relationship via the unique marks and defects that are created on the handle. This product quality of ‘reflecting’ the user’s own personal story, desires and individuality was henceforth set as an explicit design objective.
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Active involvement Harmonious Expression Rewarding
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Social Challenging Accessible Simple â&#x20AC;&#x2DC;A subtle storytellerâ&#x20AC;&#x2122; Reflective
The desired interaction and product qualities reside inside the future context.
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8 ideas Upon beginning the concept design, it was very interesting to find that two of the world’s largest innovators, Frog Design and IDEO (via openideo. com) were also concurrently running very similar themed projects: Frog’s “Ageing in Place” project, and OpenIDEO’s “Healthy Ageing Challenge”. Both had amazingly similar research foundations, with key terms in both projects being ‘identity’, ‘sociability’, ‘routine’, ‘meaningful involvement’, and ‘activity’. The fact that these inspirational projects were found after my own initial research served as strong validation to continue along the project tra jectory. An obvious challenge of this project was trying to deliver concepts that were based around a physical product: the ViP approach lends itself to not only designing physical objects, but also services, community programs and even policy. Nonetheless, my aim was to design a product (or product + service) that still stayed within the set criteria. 8 ideas were reached- some of which met the ViP goals better than others- but all of which would impact the domain of elderly mobility in a positive light.
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1. MyMarket We enjoy the social side of shopping, and it gives us a good excuse to leave the house, but when we want to take public transport, or are perhaps not able to drive, transporting goods home becomes difficult. MyMarket is a service + product that involves a modular trolley and home delivery service- both streamlining the shopping experience, and giving people the freedom to go shopping without worrying about transport.
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2. Social Gardening Gardening is a rewarding experience for all ages, and community gardens create a healthy environment for meaningful social interaction and activity. Modular planters combined with seating and surrounds to promote social interaction allow users to have a personal investment while still remaining part of the larger community system. Community gardens will also be more applicable as cities become more congested and space is at a premium.
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3. Walking Way-stations Walking is one of the most obvious but often overlooked transport methods. Both social and rewarding, by promoting healthy habits through all stages of life we can help everyone to age better. We spend millions of dollars on infrastructure on roads to support our cars, but far less to promote safe, convenient walking options. Waystations provide lighting, rest and wayfinding assistance along common walking routes, helping the user break down trips into manageable stages. Integration with public transport systems is also possible.
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4. FitCoin FitCoin is a new social currency earned via exercising with a FitCoin enabled device. The credit can then be spent at health conscious retailers- promoting an all-round healthy lifestyle for all ages. Scaled with age, the elderly would earn relatively more rewards, and by exercising in groups- social involvement would also earn at higher rates. Because of the obvious healthcare savings, the government would subsidise retailers for accepting FitCoin discounts.
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5. Cane Enable Canes are a useful mobility aid for many, but also have a certain negative stigma attached to them. By designing a contemporary and stylish cane, it will allow users to feel respected and encourage them get out and walk more often. By combining hidden â&#x20AC;&#x2DC;smartâ&#x20AC;&#x2122; technology such as GPS, accelerometers and heart rate monitoring in the cane, we can also provide a sense of security and safety with the walking experience- empowering users that were perhaps hesitant to walk previously.
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6. A New Game Games and competition are a perfect way to encourage active social interaction in communities. By creating a game that appeals to a wide range of users and that can be played in public spaces, it would facilitate healthy involvement across all ages The concept vaguely involves a component that each user would own themselves, and when used together to play in a group creates a more meaningful and enjoyable game.
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7. My Little Helper Robotic technology is on a fast developing slope- already technology is available to allow autonomous cars to steer themselves through the streets and navigate complex situations. My little helper is essentially a personal pack mule: a robotic trolley that follows the user, allowing them to walk freely and unburdened from shopping or other items.
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8. A Safer Feeling Bike Besides from obvious infrastructure improvements, how do we break down the barriers to cycling as we age? How can we make a bike feel (and be) more safe, but without compromising on style and design? Current bikes (both electric and human powered) don’t quite tick all the boxes when it comes to a well designed, accessible bike. Users should feel respected and comfortable riding, not that they are being judged for riding an ‘old person’s’ bike.
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(openideo.com)
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3 CONCEPTS
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After presenting the previous 8 ideas to the studio group, it was decided that the walk-station, social gardening, and bicycle directions would be explored further. The result of an extra week of research, sketching and development of these concepts is presented here...
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CONCEPT 1: WALKPOINTS urban infrastructure for your feet
Walkpoints integrate a flexible rest stop, lighting and wayfinding into one easily manufactured unit. Integration with public transport systems also possible.
“...There’s a strong link between how neighbourhoods are organized for mobility and rates of physical activity. When people walk and cycle-whether to work or the store- they’re likely to be healthier” (fastco.com)
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CONCEPT 2: BRANCH growing to give: ‘pass-along’ plants
People enjoy swapping-plants and ‘passing-along’ cuttings and divisions. How to design a system that encourages and supports social gardening and sharing?
“I love to share my plants with others... such an enjoyable and gratifying experience” (A gardener)
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CONCEPT 3: BIKE OPEN breaking down the barrier to cycling
How to design a more accessible bike, without compromising on style and light-weight design?
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Easy mount/ dismount Lockable frame Lightweight Better to carry loads on rear Easy to hang/ store/ carry Hands-free support when still Works with car rack
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DETAILED RESEARCH The chosen direction for the project was the â&#x20AC;&#x2DC;walking way-pointsâ&#x20AC;&#x2122; concept. This focuses on investigating urban design, and how features such as seating, lighting, shelter and wayfinding can be integrated into the built environment to achieve the design goals as outlined by the ViP process. Detailed research into this area is outlined across the following sections. Key areas of research include urban and street furniture design, materials for outdoors, urban wayfinding, inclusive (universal) design, design for accessibility, and possible integration of urban spaces with technology and/ or public transport systems. The final section brings together a state-of-theart review of current products and systems to provide further insight and inspiration.
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Percentage distribution of world population aged 60 or over, by region > (WHO 2007)
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Context As found during the formation of context factors, there are two ma jor forces shaping the future of our environment in the 21st century: growing cities and an ageing population. According to the World Health Organisation (2007) the number of people aged over 60 as a proportion of the global population will double from 11% in 2006 to 22% by 2050. By then there will be more older people than children in the world for the first time in history. At the same time as this rapid ageing, the world is also fast becoming a growing city. As of 2007 over half of the world lives in cities, and development of mega-cities (10 million or more inhabitants) is also increasingly at a fast rate. By 2030, three in every five people will live in cities (WHO 2007). These coupled forces provide many wonderful opportunities to create vibrant, social and
culturally rich urban environments- but also present many obvious challenges. Older people in particular need supportive environments that enable them to lead rich and fulfilling lifestylesand making cities age-friendly is critical to keep them thriving (WHO 2007). A ma jor context factor in this design project is the idea of “ageing in place”, or more simply, “staying put” as we get older. This is generally considered a good thing as it allows people to remain independent for as long as possible. It also reduces the need for public spending, reduces pressures on care homes, and is good for the health of older people, especially those with dementia (Burton & Mitchell 2006). However, when taken into account with the increasing factors as listed above, it is obvious that large effort needs to be put in by planners, policy makers and designers (among many others) to account for a future context in which there more older people, living in more cities around the world wanting more than ever to stay active in their local neighbourhoods.
Key Points and Questions: • • •
The global population is ageing rapidly Urbanisation is the second major factor shaping the 21st century ‘Ageing in place’ is a positive trend that should be encouraged and supported by the design of products and systems.
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(W.H.O 2007)
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The cost of inactivity
For over 20 years now it has been known that at least 30-40 minutes of moderate exercise a day is recommended to substantially reduce the risk of serious health concerns such as heart disease, hypertension and diabetes (Boyce 2010). Yet, as stated by Ward et al. (2012) “most older adults in the developed world are not sufficiently active; in the UK less than 25% of adults aged 65–74 and less than 13% of those aged 75+ meet general recommended levels of physical activity for adults”. In 2004 the UK department of health estimated that physical inactivity in England cost 8.2 billion pounds annually- including the rising costs of treating chronic diseases (NICE 2008). Giles-Corti et al. (2013) state that, “more than a decade ago, it was estimated that a five percentage point increase in the proportion of Australians who were moderately physically activity could save as many as 600 lives per year and the health system $18 million annually”. It is scary to think how high this could be today. People need to be encouraged to stay physically active throughout all stages of their life, and as such, this is fast becoming a public health priority worldwide (Koohsari, Badland & GilesCorti 2013).
Key Points and Questions: • • • •
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Physical activity is crucial to our health Many people don’t get enough exerciseespecially as they get older Encouraging active lifestyles is a major public health priority around the world. How can we encourage people to be more active?
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WHY WALKing? Walking has been described as the “near perfect exercise” (Ogilvie et al. 2007), as well as the most “inclusive and democratic form of transport” (Boyce 2010). According to Ogilvie et al. (2007), even walking at a moderate pace of 5km/h can achieve the daily target of 30 minutes of ‘moderate exercise’. As such, active travel is a proven and practical pathway to increasing people’s everyday exercise levels. In a recent UK study of over 20,000 commuters it was found that people who walked to work were 40% less likely to have diabetes, along with significant reductions in incidence of other health conditions such as cardiovascular risks and obesity (Laverty et al. 2013). Another study found that “active commuting was positively associated with aerobic fitness in men and women, and inversely associated with obesity, triglyceride levels, resting blood pressure and fasting insulin in men” (Pucher & Buehler 2010). It is surely no coincidence that countries such as the US, Australia, and Canada have relatively high rates of obesity when compared to Scandinavian countries, which tend to have higher rates of walking and cycling (Pucher & Buehler 2010). Walking is also linked directly to the use of public transport: even in the carcentric US 90% of all public transport trips start or end with walking (Pucher &Buehler 2010). Of course for most, walking is (and should be) much more than just a convenient and healthy method of ‘getting from a to b’. Boyce (2010) observes that “walking, as other physical exercise, promotes good mental health outcomes, and is particularly important for
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population sub-groups that might find other forms of exercise more challenging, including the elderly”. Boyce (2010) also states that walking alone can “ameliorate one of the causes of social exclusion. Walking can thus improve health and well-being outcomes for whole communities”. As stated by Pucher and Beuhler (2010), “the much higher rates of walking and cycling among the Dutch, Danish and German elderly not only provide them with valuable physical exercise but also enhance their mobility and independence, thus improving their quality of life”. The positive outcomes of physical activity “include a sense of purpose and value, a better quality of life, improved sleep, and reduced stress, as well as stronger relationships and social connectedness” (Ward et al. 2012). The I’DGO (Inclusive Design for Getting Outdoors) study in the UK, which involved over
4350 participants between 2003-2013, found that “people who don’t find it easy or enjoyable to get outdoors can spiral into poor physical health, less social contact with others and a reduced quality of life overall” (IDGO 2012). From all this evidence it is obvious that, especially for groups with limited mobility such as the elderly, walking has broad implications for general wellbeing, as well as the obvious physical health benefits. Yet despite the clear evidence linking walking and cycling to public health and well-being, it is still generally recognised that active travel (particularly occupational and transport related) has been declining substantially in many OECD countries over the past few decades (Pucher & Buehler 2010, Kooshari, Badland & GilesCorti 2013). According to the Department for Transport, in the UK, the average distance walked per year has fallen from 255 miles in 1975/76 to 201 miles in 2006 (NICE 2008). 19 percent of UK car trips are under 1 mile, which could be walked by many in less than 20 minutes (Timms &Tight 2010) and research suggests that overall, people could replace 78% of their car journeys under 5 miles with a different mode (UK Cabinet Office 2009). In the US and Canada approximately just 1% to 2% of urban trips are being made by bicycle in these countries respectively- while in comparison in some northern European countries and cities, walking and cycling account for over 50% of all trips (Tight et al. 2011).
common personal barriers to walking include “ journey length, time available, health and age, carrying shopping, perceptions of safety, as well as preferring to ride. While environmental barriers include: poor lighting, poor air quality, uneven and cluttered pavements, fear of crime, dirt, traffic, local amenity and safe crossing points”. It is obvious that small changes to the built environment could potentially create positive change in almost all of these areas, and these are important themes to be looked at over the course of this project.
“people who walked to work were 40% less likely to have diabetes”
Key Points and Questions: • • • • •
The role of the built environment and its influence on the declining trends in active travel has become increasingly important, and is the renewed focus of much recent research (Ward 2012). This is particularly important when we look at those with limited mobility such as the elderly. According to Boyce (2010,p. 466)
• •
Walking is a perfect way to meet daily exercise needs. Commuting by foot (known as transport or occupational walking) has potentially huge health benefits Walking is not only good for our health but also our general well-being Walking promotes social involvement. This is especially important as we age Levels of active transport (including walking) is declining in many developed countries Barriers to walking include perceptions of safety and fear of crime How could design help to turn around these declining trends in active travel?
Michael Oechsle IDE3116 < 62 >
(FLotATS & CĂŠspedes 2008) < 63 > Michael Oechsle IDE3116
Michael Oechsle IDE3116 < 64 >
WHY WALK WHEN I CAN DRIVE?
One of the most the most obvious influences on urban design over the past century has been the use of the car. Historically, urban built environments were developed with walking in mind, that was until car ownership and use predominated (Ward 2012). It is only recently that this assumed dominance of the car and unsustainable methods of urban transport have come under increasing scrutiny. Cars are slowly being recognised as “unsustainable, antidemocratic and inefficient” especially when compared to the ‘pedestrian vehicle’- a vehicle that has been “checked after thousands of years of use” and “consumes 15-20 times less energy than a car” (Flotats & Cespedes 2008, p.2). That is of course the beauty of this project- by promoting the benefits of walking as transport, not only can we address issues of public health and well-being, but also the serious problem of climate change and environmental pollution. The urban sprawl, safety and environmental issues created by car use are already being tackled by urban planners. For example, many German cities are now being designed to keep trip distances short and ensure accessibility by foot and bike (Pucher & Buehler 2010). These macro level changes are very important in increasing the levels of active travel- particularly when looking at transport and occupationally based walking (Forsyth & Krizek 2010)- and they are obviously out of the scope of this design
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project. However, as defined by Ward (2012), the built environment also includes aspects of detailed design (eg, sidewalks and seating) and this is where designers can hopefully have an impact. This is really where this project will sit in the context of attempting to change attitudes to physical activity.
Key Points and Questions: • • •
•
Society’s reliance on car travel is no longer sustainable Designing our transport infrastructure around car use results in cities that are not necessarily walking friendly. By encouraging walking, we not only create public health benefits, but also help to address the serious issue of climate change. This project will address micro-level changes to the built environment (as opposed to larger, macro-scale changes)
< A call to action The sustainable transport organisation Sustrans, is pushing for a large reduction in UK car travel by 2020 (Sustrans 2010)
Michael Oechsle IDE3116 < 66 >
WHAT ARE OTHER BARRIERS TO WALKING?
It is important to note that, while physical changes to infrastructure can obviously help to promote and support healthy lifestyles, more needs to be done in terms of changing the underlying societal structures that influence transport behaviour. Pooley et al. (2010, p.457) states that “efforts to increase walking and cycling in urban areas will have limited success if they focus only on changes to infrastructure and on locally based initiatives”. This is mainly due to the fact that many developed nations have a culture of ‘automobility’- a system that “restricts the development of alternative modes of transport and makes them psychologically less attractive for the travelling public” (Pooley et al. 2010, p.448). As Pooley argues, “while changes to the built environment can have significant
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impacts, ideally these need also to be linked to much more fundamental changes to culture and lifestyle”. While much of this is the responsibility of policy makers and other urban designers on a larger scale, it is still another interesting area that can be explored in this project. How can we begin to change peoples attitudes through smaller scale interventions in design, with the aim of eventually influencing large scale change in transport behaviour?
Key Points and Questions:
Importantly, by designing to attempt to change behaviours of those that are inactive, this can also have the greatest public benefit. The UK Cabinet Office (2009) state that “the largest marginal health impacts are achieved by encouraging sedentary and at risk groups to undertake moderate amounts of physical activity”. Likewise, Goodman, Sahlqvist & Ogilvie (2013, p.1) show that “new infrastructure would be expected to generate greater public health gains if it attracted new walking or cycling trips rather than existing walkers and cyclists”.
•
•
•
•
The underlying societal attitudes towards transport need to be tackled if infrastructure changes are going to have an impact on levels of overall active travel People are trapped by the culture of ‘automobility’ and find it hard to make positive sustainable changes to their transport behaviour By successfully changing the behaviour of those that are currently inactive, this can have the greatest overall health impacts. How can design help influence behaviour?
However, promoting change in transport behaviour is no simple task: a recent study of pro-environmental behaviour found that people were less willing to change their travel behaviour than to make changes in other aspects of their daily lives such as recycling, reducing food waste or conserving energy (DEFRA, 2008). Thus the question is, how can we attract new walkers to ‘the cause’? Through design, how can we nudge more people towards lifestyles involving more active travel and recreation? Childs (2012), defines this as the ways in which designers can help to “re-frame” urban culture. The ViP design approach (often called ‘re-framing’) particularly lends itself to this area of experiential and social change, and so will hopefully lead to some novel and innovative solutions to help influence behaviour beyond simple physical interventions.
Michael Oechsle IDE3116 < 68 >
THE BUILT ENVIRONMENT “buildings, landscapes, public works and other built forms themselves embody aspects of narrative. They are, at least, settings that frame and evoke stories.... Our use of a place may imbue it with meaning” (Childs 2012, p.50) As stated by Main & Hannah 2010, the importance of outdoor furniture should not be underestimated. Elements of the built environment as simple as seating, park benches, rubbish bins, lamp posts and tables all have the ability to shape the environment as we see and experience it. Street furniture creates settings for resting, eating, socialising and meeting, and the physical and mental benefits of leaving the house to do these things have already been highlighted. The area of aesthetics alone is important in encouraging active transport. As stated by Pucher and Buehler (2010), “people-friendly urban design is also needed to create a safe, convenient, and attractive environment that encourages cycling and walking”. Forsyth and Krizek (2010) also state that new infrastructure may be pleasant and add to quality of life, and is worth providing for those reasons alone. This is in agreement with Tight and Moshe (2010), who state that although the area of aesthetics of the urban environment has received little research attention so far, it is important to create “urban environments which are both attractive and pleasurable for walking and cycling”. This alone is surely a strong argument for intervention by design: by making our cities more beautiful, we
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Naturalising Built Species Built-form ‘clones’ are a wide range of mass produced urban elements that include telephone booths, seating, light posts etc. Child’s (2010) suggests that there are a number of possible ways to help ‘naturalise’ these clones into local contexts and communities without sacrificing the benefits of mass production. Variation: Variations or hierarchy within a range of products to allow more degrees of fit Additions: Local fit can be improved by providing more choice of customisable parts. Interactivity: Adjustability, interactive surfaces and even just information display can all help fit to a context. Multi-use: Urban elements that have a wide range of use can help fit to multiple contexts. Placement patterns: Specify proper placement of urban elements so that local fit is optimised. Icons: Create objects that create their own local context and rules. Collage of clones: Using multiple stock components in a unique local configuration Mass customisation: Create site-specific elements with the efficiency of mass production On-site customisation: treat clones as canvasesallow for public creativity Re-purposing: Use clones for something other than their original purpose- up-cycle and reuse.
< Parklets Parklets are urban installations in city parking lots. They create their own unique urban context- an oasis in a concrete jungle
‘inclusive’ design, we can create products and systems that are not only beneficial to the mobility impaired, but the whole of society. It is obvious that in the context of this project, that the need for inclusive infrastructure to support walking is therefore critically important. As the population ages and cities grow, there will be more need for well designed, inclusive products on an urban scale. Perhaps by designing for a wide range of users we can manage to meet the needs of the mobility impaired, while also somehow providing incentive for active travel amongst all ages- as this would ensure the “largest possible increase in physical activity levels across the population as a whole (NICE 2008)”. can help to encourage more active lifestyles. This will obviously be an important focus in this design project. It is obvious that for those with mobility impairments, infrastructure improvements can have a significant impact on levels of walkingboth recreational and transport related. The IDGO study found that if “older people live in an environment that makes it easy and enjoyable for them to go outdoors, they are more likely to be physically active and satisfied with life and twice as likely to achieve the recommended levels of healthy walking” (IDGO 2012).
Key Points and Questions: • • • • •
As recognised by Forsyth and Kucher (2010), by providing a level of infrastructure that supports those with mobility impairments- this is “more than adequate for the rest of the population”. By adhering to this principle of ‘universal’ or
An attractive urban environment (aesthetics) is an important factor in encouraging people to walk. How can design help create attractive environments for walking? Built-form ‘clones’ should be optimised to fit local contexts Changes to the built environment are particularly useful in supporting mobility impaired groups such as the elderly By creating ‘inclusive’ urban environments we can cater for the widest range of possible users- reaping the greatest overall benefits to public health (see next section)
Michael Oechsle IDE3116 < 70 >
(openspace.eca.ac.uk)
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Michael Oechsle IDE3116 < 72 >
WHAT IS INCLUSIVE DESIGN? Inclusive, or ‘universal’ design, is an approach to the development of products and services that allows for use by the widest range of possible people. While it has obvious benefits for those in need of extra support, it is not just intended just to help older people or those with disabilities. Universal design is able to benefit everyone everyday, and unlike ‘traditional’ ergonomics design, doesn’t just look at accommodating the middle of the population curve (The City of New York 2001). When looking at this project through the lens of inclusive design, it is easy to see that the final design needs to accommodate the widest range of users possible. As previously mentioned; if we design for those with mobility impairments in mind- we achieve more than high enough standards for the rest of users. However, as mentioned by Addi 2012, it is always important to recognise that older people still maintain a strong sense of identity, and that ‘designing for age’ should never be the sole focus. Compared to the design of indoor environments, the relationship between mental health and cognitive impairment and the design of the outdoor environment has received little attention over the years (Burton & Mitchell 2006). This has changed in recent times, particularly with the completion of the long term Inclusive Design for Getting Outdoors (IDGO) study. The IDGO study found that older people enjoy getting out by foot very frequently, with the main reasons being to socialise, exercise, get fresh air and experience nature (IDGO 2010). Importantly, the study found strong evidence that small scale infrastructure changes are linked directly to the distance older people were willing to walk for both recreational and transport reasons. Interviewees reported a
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lack of rest points between their home and local amenities was a problem, and 95% said they would like to have seating en-route to local open spaces (IDGO 2012). One important area of inclusive design worth delving into here is the provision of design for those specifically with cognitive impairment. With 7.7 million new cases each year, dementia is one of the ma jor causes of disability and dependency among older people worldwide. It has huge impacts on the physical and social wellbeing of those affected, caregivers, families and society (WHO 2012). Sadly, elderly individuals with dementia are some of the most devalued members of our society (Burton & Mitchell 2006), and the tendency when dealing with sufferers is to often focus on what they can’t do. Doing so leads to defeatism and apathy, this ironically being the sole symptom of dementia that is intrinsically linked to cognitive decline (Inclusive Design for All Ages 2010). Experience however, has shown that supportive built environments are one of the most effective treatments for apathy. This is likely linked to the relationship between cognitive function and physical activity in ageing, as well as maintaining the ability to connect intuitively with nature (Inclusive Design for All Ages 2010). Surprisingly, as found by Burton & Mitchell (2006), many of those with dementia still go out virtually every day, and the importance of being able to maintain a routine is highly important for wellbeing. Interestingly this concept of ‘routine’ was also a key research finding in the current Frog Design “Ageing in Place” project. Allowing those with dementia to age at home and stay independent has significant benefits for everyone.
The Principles of Universal Design > (Levine 2003, p.10)
Principle 1: Equitable Use The design is useful and marketable to people with diverse abilities. No one user group should be privileged over another. Principle 2: Flexibility in Use The design accommodates a wide range of individual preferences and abilities. It should be able to be used in unconventional and unexpected ways. Principle 3: Simple and Intuitive Use Use of the design is easy to understand, regardless of the user’s experience, knowledge, language skills, or current concentration level. Intuitive use that will also allow for spontaneous interaction. Principle 4: Perceptible Information The design communicates necessary information effectively to the user, regardless of ambient conditions or the user’s sensory abilities. It should contrast the surrounding context and be easily distinguishable. Principle 5: Tolerance for Error The design minimizes hazards and the adverse consequences of accidental or unintended actions. Principle 6: Low Physical Effort The design can be used efficiently and comfortably and with a minimum of fatigue. Principle 7: Size and space for Approach and Use Appropriate size and space is provided for approach, reach, manipulation, and use regardless of user’s body size, posture, or mobility.
Michael Oechsle IDE3116 < 74 >
Inclusive Design for Streets: Themes Source: Burton & Mitchell 2006
Familiarity: • Urban features should be recognisable and easily understood. The design should clearly afford the desired interaction. Those with dementia find it difficult to ‘read’ objects when they are unfamiliar or ambiguous in nature. • ‘Traditional’ and more ‘classic ‘forms help with recognition, although this shouldn’t be a barrier to new design- as long as the design is understandable and intuitive. Legibility: • People (both with and without dementia) use mental maps and route planning techniques to help navigate streets. • Abbreviations, symbols and stylised graphics on signs are hard for those with dementia to interpret. • When blindly followed, signs are often a cause of getting lost more than the opposite! • Street furniture and other latent cues help when positioned at decision points on walking routes. Distinctiveness • Uniform signs and designs are often overlooked when navigating because they lack distinctive features. This can lead to older people losing their way. • In this study, people- particularly those with dementia- often chose walking routes that have varied and interesting features, even if they were longer paths. • Distinctive landmarks, structures and environmental features are a good way to help identify walking routes. They are
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a simple, but often used way-finding cue. Accessibility • It is important that the design takes into account the specific ergonomic requirements of older people into account. • A person in their mid-70s would take roughly around 10-20 minutes to walk 500m and cannot walk for much longer than 10 minutes without a break. Comfort • The comfort of knowing where they are, and easily finding where they want to go helps older people maintain independence and self-esteem. • The more ‘human’ and welcoming a design is, the more comfortable the user feels. • Familiarity is comforting • A good point is made here that many local councils seem to focus solely on vandalism proof seating design and forget there is a human involved at all! A common complaint is that seats are too low. • Seats of different heights are useful to cater for a range of users. • Sociopetal seating (inwards facing and encouraging of interaction) is often a good option for the elderly. Safety • Besides physical hazards, those with dementia report psychological difficulties such as fear of falling or being attacked when walking. • Adequate lighting for those with visual impairment is important.
Opinions > Older people tend to have a variety of opinions of what they want in urban furniture. Best leave it to the designers. (Source: IDGO 2012)
Michael Oechsle IDE3116 < 76 >
Inclusive Design Key Points Seating •
•
•
•
Although purpose built seating is ideal, people still often adopt “an “anything is welcome” attitude, appropriating low walls, bus shelter seating and even concrete litter bins to perch on” (IDGO 2012). Main and Hannah (2010) also note the irony of this common occurrence: “some of the best urban seating occurs on non-furniture: people tend to sit where there are places to sit”. When designing bench seating, length is important. For example a 6 foot bench will seldom be used by more than 2 people for fear of invading personal space (Main &Hannah 2010) For purpose built seating, “the height of the seat should be about 450 to 475mm from the floor (if a single height solution is needed) and around a minimum of 500mm wide. It is deemed important that seats be constructed from a material which does not retain heat or cold and that they colour contrast with the background environment” (IDGO 2012) “Seating on key pedestrian routes should be considered every 100m to provide rest points and to encourage street activity. Seating should ideally be located where there is good natural surveillance” (DfT 2007)
IDGO Recommendations Include: •
Seating should be positioned where people would want to sit, most commonly a well-lit place, with good sightlines,
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•
• •
•
away from sources of noise and air pollution. There should be space for a wheelchair user to pull up alongside a seated companion and end parking, on a firm surface, for a wheelchair or mobility scooter. The seating should be warm to sit on, comfortable and easily maintained. Where possible, [seating] should have arm and back rests and be at a comfortable height for people who have difficulty bending their knees (This is in agreement with Main and Hannah (2010) who identified that for old people, having a back rest allows them to better ‘take the load off’ and completely rest) Seating should also be provided at ‘destinations’, such as the local shops, preferably in multiples, so as to encourage social contact. (IDGO 2012)
Signage and way-finding •
•
•
“Design which makes it easier for people to work out where they are, and where they are going would seem to be important for older people” (IDGO 2007) The IDGO study found “overwhelming support for the ‘usefulness’ of signs with pointers, with 82.5% of participants confirming that they are helpful especially as a pedestrian and in areas of unfamiliarity” IDGO (2007) There was less enthusiasm for the usefulness of both ‘You are here’ type maps and Information Boards with only 50% of participants being supportive of them (IDGO 2007)
Seating statistics > There are often not enough seats alone on the streets to support walking (Source: IDGO 2012)
IDGO Recommendations include: •
•
•
• •
Keep consistence in the colour, shape, typeface and materials of signage to make it easily detectable, recognisable and readable by older people.” Use appropriate size in texts for the street name signage with appropriate colour contrast in the signage itself and between the signage and the surroundings. Provide symbols and accompanying texts on maps and information boards avoiding information clutter to benefit not only older people but people with learning difficulties. Provide walking distance or time it takes to get to the destination wherever possible in sign with pointers. Although there is no common standard
•
for where in the street signs should be positioned, preferably provide signage on both sides of the streets, at a suitable height and making sure that its view is not obstructed by vehicles or hidden by greenery. In addition, make sure that the signage do not obstruct the pedestrian flow or clutter the places. The challenge here is positioning the pointers at a suitable height such that they are not a potential hazard (eg walking into the pointer) versus placing the pointer sufficiently low such that it can be easily read Keep consistency in standards and maintenance of signage to discourage graffiti and vandalism. Older people are put off from using spaces by vandalism and graffiti. (IDGO 2007)
Michael Oechsle IDE3116 < 78 >
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Michael Oechsle IDE3116 < 80 >
Inspiration Street Furniture (Oliver Show) Opportunistic street furniture design!
Hello Post Box Award winning ‘playable city’ project in which people were able to ‘communicate’ with street furniture via unique embedded codes. < ExPause Interactive installation and urban meeting point. Encourages social interaction and matchmaking via digital appointment.
Urban Seat (Damien Gires) > Non-permanent seating that adapts existing structures.
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< V-Poles (Douglas Coupland) Future-city WiFi, charging station, lighting, and telecommunications towers. Colours are a great way to adapt to local settings.
Augmented reality street art Digitally enriching urban experiences.
Street Pong Interactive game on street lights- fill time that is normally boring with fun, spontaneous interaction with strangers!
Paris WiFi hotspots (Mathieu Lehanneur) > Wifi â&#x20AC;&#x2DC;oasisâ&#x20AC;&#x2122; for public use.
Michael Oechsle IDE3116 < 82 >
< London wayfinding system (Dabo Design) Concept allows user to upload trip details to oyster card account and then receive directions en-route.
Points (BREAKFAST studio) > Totally awesome, modular and customisable 360 degree moving signs that point to useful places
Thesis Project (Michael Patterson > Reflective by daylights move at night to increase perceived safety.
Wanderrest (Nichola Trudgen) Rest points for elderly people on lampposts... Unfortunately very similar to my concept- but has also been done before (see right).
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< They did let me do(wn) (SI8DO) Rest station for traffic light charity workers- perforated sheet- nice design.
Parklets > Originating in San Francisco (REBAR studio), parklets are small urban oasisâ&#x20AC;&#x2122;s setup in urban parking lots!
Powered by People (Rion Philbin and Stevie Meder) Kinetic energy powered bench with lighting
Sun Stations (Julene Aguirre) Solar charging stations for public use.
< Energizing Neighbourhoods (Bharat Bhargava) Pedal powered social seating!
Michael Oechsle IDE3116 < 84 >
SEATING
Black Tree (Miloš Milivojevic) > Solar powered smartphone charging seat and sun shelter
Glowing Places (Phillips) > Interactive light seatingsensors track the amount of users and the seats react with light patterns.
Leaning Molds (Maruja Fuentes) 2 recycled ABS molds that form a patterned, social resting system for urban spaces
Boombox seat Bluetooth connection to smartphone for public interaction
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Michael Oechsle IDE3116 < 86 >
LIGHTING Shroom Lamps (Ralston & Bau) > Designed in collaboration with the elderly, these eco lights dim to 10% of their power when nobody is near BD Love Lamp (Ross Lovegrove) > Sculptural rotomoulded polyethylene seat and integrated light
Street Lights and smartphone charging (A&AT/ Pensa Design) > Public use, solar charged charging stations and lighting. Charges an internal Li-ion battery
sTREEt (KiBiSi) Very cool urban lighting concept with integrated seating swings, rubbish collection etc.
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Michael Oechsle IDE3116 < 88 >
MATERIALS FOR URBAN ENVIRONMENTS Materials for outdoor use need to be particularly durable and hard-wearing. Recent trends in outdoor furniture are seeing the use of more recycled content and the introduction of recycled composite material (such as WPC’s) as well as more traditional materials such as timber and steel (City of Ballarat 2012). From Main & Hannah (2010), desirable characteristics of street furniture materials include: • Resistance to fading or degrading from UV • Resistance to moisture (humidity and rain) • Temperature resistance • Resistance to impacts, nicks, scratches • Resistance to insects • Surfaces that are pleasant to touch- without splintering or sharp edges
Material
Advantages
Disadvantages
Steel
High strength Relatively inexpensive Recyclable Easily fabricated
Rusts unless coated Conducts heat/ cold readily
Stainless Steel
Corrosion resistant Minimal maintenance
Expensive Mostly available in sheet or tube Lower grades will corrode Conducts heat/ cold readily
Cast Iron
Heavy Modest cost Custom shapes Highly recyclable
Rusts easily Conducts heat/ cold readily
Aluminium
Light weight Recyclable Extrudable and castable into standard and custom shapes
Higher cost Energy intensive production Conducts heat/ cold readily
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Material
Advantages
Disadvantages
Wood (hard and soft)
Sustainable resource Structurally strong Low maintenance (if finished properly) Not as conductive of heat/ cold
Must be correct species for outdoor use Will weather over time Can crack with humidity Soft woods susceptible to impacts/ knocks
Wood Polymer Composites (WPCS)
Can be molded like plastics Thermally stable High strength High moisture resistance
Expensive Not as structurally strong Some types difficult to recycle
Polyethylene
Can be rotomoulded into large shapes Durable Economical Recyclable Integral colour
Not readily machinable High thermal expansion Structurally weak
Recycled HDPE
Integral colour Extrudable, castable
Structurally weak High thermal expansion Limited colours
Fibreglass (composites)
Economical Custom shapes Weather resistant Strong and durable
Difficult and hazardous fabrication Not recyclable Oxidises Can have sharp edges
Precast concrete and stone
Heavy (not easily moved) Modest cost Can be coloured Custom forms and shapes
Surface can chip Expensive to transport (heavy)
Natural Stone (granite, marble etc)
Weather resistant Can be polished Heavy Unique pieces
Expensive Limited shapes and fabrication Special fastening required
Corian (DuPont)
Durable Stain and fade resistant Weatherproof Custom shapes Light transmitting (translucent)
Relatively expensive Can scratch and knick Conducts heat/ cold to a degree
Comparison of common street furniture materials Sources: Main & Hannah 2010, Peters 2011
Michael Oechsle IDE3116 < 90 >
Summary Key Points •
•
• •
•
•
•
•
•
Our future urban communities will contain a much larger proportion of older people Inactivity is a major public health concern. Walking levels are generally declining in developed countries. Walking is generally either transport or recreation based. Walking as a mode of transport is a perfect way to meet daily exercise needs. It also lessens our dependency on car travel and helps the environment. All forms of walking are highly beneficial for general well-being, especially for the elderly- for whom it is often part of their daily routine. Urban elements can have a strong effect on walking levels, especially if they help to create a supportive and welcoming environment. This can be as simple as regular rest points along walking routes. Many people find it hard to make sustainable changes to their transport behaviour. By encouraging new walkers this can have the greatest potential public health gain Special attention should be paid to the needs of those with physical mobility and cognitive impairment such as dementia. Inclusive designs can be of the greatest benefit to these groups, and by designing for this we cover almost all the other bases as well.
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“I want people to feel empowered as they age. I want to encourage them to be actively connected and respected members of urban communities with their own recognised sense of identity”
Brief > The final project brief was written taking into account the key research findings (left), as well as the aims of the earlier ViP design process
Objective To design an urban element system that supports and encourages the practice of routine walking, both for transport and recreational purposes. This should include as a minimum, the provision of rest points for elderly users. In light of the new research, as well as the earlier ViP product qualities, the product should be: • • • • • • • • •
Social Inclusive of the widest range of users possible Supportive of the needs of mobility and cognitively impaired individuals Simple/ Intuitive Reflective Easily implemented into existing urban environments Contextually adaptable but also distinctive Unobtrusive to pedestrian and traffic flow Sustainable
Cost is also a ma jor constraint in this project, as any likely implementation is likely to be at a local council, community or even personal level. This means benefit/ cost ratio should be as high as possible. The product may include street lighting, wayfinding and public transport integration, depending on the level of functionality deemed appropriate in the final design stages when considering cost and benefit.
Michael Oechsle IDE3116 < 92 >
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Development
Michael Oechsle IDE3116 < 94 >
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Working from the original sketch of the waypoint design, various form options were explored. However, it was soon apparent that anything large and bulky would be obtrusive if installed on a sidewalk. Hence a new direction was explored using existing infrastructure (walls in this case) that would be slimmer, use less material and less obtrusive.
Michael Oechsle IDE3116 < 96 >
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Michael Oechsle IDE3116 < 98 >
Mockups 1:10 scale mockups of the design were made to refine the form and proportions. This gave a good indication of the final aesthetic and functionality.
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Michael Oechsle IDE3116 < 100 >
The proposed design took the form of ‘tranSIT’: resting way-points for urban environments. The design uses a thermoformed acrylic (Corian or similar) seat mounted to existing unused wall space in urban environments. This unclutters the sidewalk, while still providing a short term resting point for users. The design incorporates an LED street lighting system and also simple way-finding assistance to help promote walking amongst the community. Solar power is sourced from a roof mounted module that also creates the illusion that the module is ‘hanging’ from the wall. This reinforces the ‘interventionist’ or ‘pop up’ (drop down?) nature of the product.
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< The â&#x20AC;&#x2DC;Walk Releighâ&#x20AC;&#x2122; campaign in the US used simple walking directions the help promote walking in the community.
Michael Oechsle IDE3116 < 102 >
More Mockups A rough full scale card mockup was made. This gave good insight into the final proportions and led to more smaller scale mockups before jumping eventually to CAD.
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Michael Oechsle IDE3116 < 104 >
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Michael Oechsle IDE3116 < 106 >
Moodboard CAD styling was inspired by elegant monolithic forms, as well as contemporary furniture design.
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Michael Oechsle IDE3116 < 108 >
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CAD v1 Thermoformed solid surface with two simple curvature continuous (G2) curves. No seat bucket.
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CAD Sculpting Further changes to form. Experimenting with seat bucket depth and curvature. Height and proportion changes also (to keep within minimum bend radius of Corian).
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Light Sketches Quick CAD renders and PS sketches were made to visualise the lighting component in situ.
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Wayfinding design > Variations on the wayfinding scheme were explored to maximise legibility.
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Richmond Station 10 Min Olympic Park
16 Min
Botanical Gardens 23 Min
Richmond Station 10 Min Olympic Park
16 Min
Botanical Gardens 23 Min
Burnley Station
11 Min
Barkley Gardens
7 Min
Burnley Station
11 Min
Barkley Gardens
7 Min
Richmond Station 10 Min Olympic Park
16 Min
Botanical Gardens 23 Min
Richmond Station 10 Min Olympic Park
16 Min
Botanical Gardens 23 Min
Burnley Station
11 Min
Barkley Gardens
7 Min
Richmond Station 10 Min
Burnley Station
11 Min
Barkley Gardens
7 Min
Botanical Gardens 23 Min
Richmond Station 10 Min Olympic Park 16 Min Botanical Gardens 23 Min
Burnley Station
11 Min
Burnley Station Barkley Gardens
Barkley Gardens
7 Min
Olympic Park
16 Min
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11 Min 7 Min
The way-finding component of the sign was designed to provide extremely simple directions and approximate walking times* to local destinations. This is not meant to be a highly precise way-finding solution, more so an encouraging reminder of the ease of walking. The times and landmarks shown can be customised for each sign and location upon manufacture. As the sign is not extremely wide, the minimum information is provided to maximise space usage and legibility. Font choice is also a clean and simple sign writing typeface- to maximise legibility. Words were favoured over symbols, even though they would take up less space, because the research showed that symbols were often misinterpreted by older readers. By keeping the way-finding aspect simple and understandable this keeps the design as inclusive as possible. *walking times are provided by walkyourcity.org as well as google maps
Legibility Type was tested at scale to see if it was legible at an appropriate reading distance
Station 5 M Typeface Above represents the approximate full size text that would be viewed on the sign
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Detailing Functional details of the system were refined as the project progressed- including the LED housing and mounting system.
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Model Making A 1:5 scale model was made in a similar fashion to how the real product would be manufactured. By casting 3D prints, heat proof (plaster) molds were made for thermoforming the main seat body. The body itself was made from laser cut acrylic plastic, with laser etching and filler paint used to create the signage.
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Final Design
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Hekkert and van Dijk (2011) themselves state that implementing the ViP process, and doing it successfully, takes much practice, trial and error. The final tranSIT design by no means meets all of the designed ViP criteria perfectly, but as a first attempt and introduction to the process, was nonetheless a good learning experience. ViP is a method that makes sense to me personally as a designer, because it focuses on the ‘whys’ instead of the ‘what’, and gives a good perspective on the overall design process. I can see myself using this process- or at least large parts of it- for a long time to come. Considering the limited time spent on the initial ViP research part of this project, the final design is still a product that is socially conscious, innovative and relatively achievable within the chosen time frame (5 years). Regardless of how well the design meets the ViP criteria, I don’t think the design could, or would have evolved as it did without following this process in the first place.
WALKING WAYPOINTS FOR URBAN ENVIRONMENTS
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760mm
The solid surface is fixed to the steel bracket by means of a sliding slot system (the seat slides down onto the fixed bracket). 2 bolts underneath the seat then permanently anchor the seat in place. See Appendix for more detailed drawings of the components and fixings. Note that, due to the curved bottom surface of the seat, flexible spacers may be needed between the steel bracket and solid surface (not shown in drawings).
2490mm
tranSIT is comprised of a thermoformed solid surface acrylic material (Corian, Staron or similar) attached to a steel backing plate for mounting to urban wall spaces. Corian for outdoor use is encouraged by the manufacturer*, and the Glacier White colour in particular is designed to lose very little colour or fade over a 10 year period. When using standard 19mm Corian sheet (minimum internal bend radius of 127mm) two tranSIT patterns fit next to each other neatly, saving material wastage (right) when CNC routed together.
The ergonomic seating was designed according to the inclusive design recommendations as specified during research, but was also constrained to be as compact as possible. This was so that the seat could still be installed on small patches of wall space on streets and shop fronts without heavily encroaching onto footpaths. This resulted in a seat roughly 400mm deep by 400mm wide. tranSIT should be installed between 450-475mm from the ground. *see http://bit.ly/1g1eSrz for exterior Corian applications CNC Pattern Corian sheets come in 760mm standard widths.
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LED array
cast aluminium LED housing weather seal gasket
steel mounting bracket
masonary anchors wall spacers
solid surface acrylic
stainless steel armrest
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The LED lighting component of tranSIT uses the natural translucency of solid surface acrylic to create warm, indirect street lighting. At the same time as the sheet material is cut to size and edges radiused, the CNC process also machines the lighting recess, leaving a thin front surface of only 2-3mm to act as the light diffuser. With the custom LED matrix mounted 50mm from this front surface, no direct spot lighting is visible. This integral approach allows for the LED array to be sealed inside the solid body of the unit, with a cast aluminium housing for protection and LED heat management. Weatherproof seals are used on the cable and housing fixtures to ensure the lighting remains functional in all conditions. The LED drivers and power supply are all separately housed, along with a cost-effective sealed leadacid battery, in the compact rooftop solar unit.
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The tranSIT wayfinding component takes inspiration from Matt Tomasulo’s ‘guerilla wayfinding’ campaign, walkyourcity.org, as well as other walking signage already displayed around cities such as Melbourne. The simple system is designed to encourage the act of walking and give people realistic time targets for walking around urban centres. Walking times are shown for popular nearby destinations and public transport links, and further maps and local information can be found via a quick QR code scan. This also opens up the possibility of integration with an app based system.
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REFERENCES Addi G 2012, Design for People, Not an Age, viewed 30 August 2013, http://www.openideo.com/fieldnotes/ openideo-team-notes/tips-for-ideasdesign-for-people-not-an-age/ Boyce, C 2012, ‘Walkability, Social Inclusion and Social Isolation and Street Redesign’, Built Environment, Vol.36, No. 4, pp. 461-473 Burton, E & Mitchell, L 2006, Inclusive Urban Design: Streets for Life, Elsevier, Oxford.
Flotats, J and Céspedes ,I 2008, Feet vs. Wheels: Walk 21 Conference, 8-10 October, Barcelona, viewed 27 August 2013, http://www.walk21.com/papers/ Joan%20Estevadeordal_Feet%20 vs.%20Wheels%20(ENG).pdf Forsyth, A & Krizek, K, 2010, ‘Promoting Walking and Bicycling: Assessing the Evidence to Assist Planners’, Built Environment, Vol. 36, No. 4, pp. 429-446(18)
City of Ballarat 2012, Urban Design Manual, viewed 2 September 2013, http://www.ballarat.vic.gov.au/media/1360202/urban_design_manual_ street_furniture.pdf
Giles-Corti, B, Bull, F, Knuiman, M, McCormack, G, Van Niel, K, Timperio, A, Christian, H, Foster, S, Divitini, M, Middleton, N, Boruff, B 2013, ‘The influence of urban design on neighbourhood walking following residential relocation: Longitudinal results from the RESIDE study’, Social Science & Medicine, Vol. 77, pp. 20-30, viewed 28 August 2013, http://www.sciencedirect.com/science/ article/pii/S0277953612007381
Department for Environment, Food and Rural Affairs (DEFRA) 2008, ‘A Framework for Pro-Environmental Behaviours’, viewed 29 August 2013, https://www. gov.uk/government/uploads/system/ uploads/attachment_data/file/69277/ pb13574-behaviours-report-080110.pdf
Goodman, A, Sahlqvist, S, Ogilvie, D, ‘Who uses new walking and cycling infrastructure and how? Longitudinal results from the UK iConnect study’, Preventive Medicine, viewed 18August 2013, http://www.sciencedirect.com/science/article/pii/S0091743513002314
Department for Transport (DfT) 2007, A Manual for Streets, viewed 29 August 2013, https://www.gov.uk/government/ uploads/system/uploads/attachment_ data/file/3891/pdfmanforstreets.pdf
Hekkert, P & van Dijk, M 2011, Vision in Design: A guidebook for Innovators, BIS Publishers, Amsterdam
Childs, M 2012, Urban Composition, Princeton Architectural Press, New York
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IDGO 2007, The Design Of Streets With
Older People in Mind: Signage, viewed 29 August 2013, http://www.idgo.ac.uk/ design_guidance/factsheets/signage. htm Inclusive Design For All Ages 2010, A Built Environment for All Ages, viewed 29 August 2013, http://www.openspace.eca. ac.uk/pdf/appendixf/OPENspacewebsite_APPENDIX_F_resource_6.pdf Inclusive Design For getting Outdoors (IDGO) 2010, Pedestrian Friendly Neighbourhoods, viewed 29 August 2013, http://www.openspace.eca.ac.uk/pdf/ appendixf/OPENspacewebsite_APPENDIX_F_resource_5.pdf Inclusive Design for Getting Outdoors (IDGO) 2012, The Design of Streets with Older People in Mind toolkit, viewed 28 August 2013, http://www.idgo.ac.uk/ design_guidance/pdf/DSOPM-Seating-120820.pdf Koohsari, M, Badland, H & Giles-Corti, B 2013, ‘(Re)Designing the built environment to support physical activity: Bringing public health back into urban design and planning’, Cities, viewed 27 August 2013, http://www. sciencedirect.com/science/article/pii/ S0264275113000978 Laverty, A, Mindell, J, Webb, E & Millett, C 2013, ‘Active Travel to Work and Cardiovascular Risk Factors in the
United Kingdom’, American Journal of Preventive Medicine, vol.45, issue 3, pp. 282-288. Levine, Danise 2003, The NYC Guidebook to Accessibility and Universal Design, The State University of New York, viewed 29 August 2013, http://www. nyc.gov/html/ddc/downloads/pdf/udny/ udny2.pdf Main, B and Hannah, G 2010, Site Furnishings: A complete guide to the planning, selection and use of landscape furniture and amenities, John Wiley and Sons, New Jersey Ogilvie, D, Foster, C, Rothnie, H, Cavill, N, Hamilton, V, Fitzsimons, ,& Mutrie, N. 2007 ‘Interventions to promote walking: systematic review’, BMJ, viewed 27 August 2013, http://www.bmj.com/ highwire/filestream/369169/field_highwire_article_pdf/0/1204.full.pdf OpenIDEO 2013, Q & A with Mayo Clinic, viewed 24 August 2013, http://www. openideo.com/fieldnotes/openideoteam-notes/healthy-ageing-challengeqa-with-mayo-clinic/ Peters, S 2011, Materials Revolution: Sustainable and Multi-Purpose Materials for Design and Architecture, Birkhauser, Basel Pooley, C, Horton, D, Scheldeman, G
& Harrison, R 2010, ‘Shaping the City for Walking and Cycling: A Case Study of Lancaster’, Built Environment, Vol. 36, No. 4, pp. 447-460(14)
Timms, P & Tight, M 2010, ‘Aesthetic Aspects of Walking and Cycling’, Built Environment, Vol. 36, No.4, pp. 487503(17)
Pucher, J & Buehler, R 2010, Walking and Cycling for Healthy Cities, Built Environment, Vol. 36, No. 4, pp. 391414(24)
UK Cabinet Office 2009, An Analysis of Urban Transport, viewed 28 August 2013, https://www.ctc.org.uk/sites/default/files/urbantransportanalysis.pdf
Steffan, A 2011, Worldchanging: A User’s Guide For the 21st Century, Abrams, New York
UK National Institute for Health and Care Excellence (NICE) 2008, Physical activity and the environment, viewed 26 August 2013, guidance.nice.org.uk/ph8
Sustrans 2010, More Haste, Less Speed, viewed 31 August 2013, http://www. sustrans.org.uk/sites/default/files/ documents/sustrans_morehastelessspeed_100301.pdf The City Of New York 2001, Universal Design New York, Mayors Office for People with Disabilities, viewed 27 August 2013, http://idea.ap.buffalo.edu//Publications/pdfs/udny1.pdf
Ward, C, Curl, A, Aspinall, P Alves, S & Zuin, A 2012 ‘Do changes to the local street environment alter behaviour and quality of life of older adults? The ‘DIY Streets’ intervention’, British Journal of Sports Medicine, published online, viewed 28 August 2013, http://bjsm.bmj.com/content/early/2012/12/13/bjsports-2012-091718.full. pdf+html
Tight, M & Moshe, G 2010, ‘The Role of Walking and Cycling in Advancing Healthy and Sustainable Urban Areas’, Built Environment, Vol. 36, No. 4, pp. 385-390(6)
World Health Organisation 2007, Global age-friendly cities: a guide, viewed 27 August 2013, http://www.who.int/ageing/ publications/Global_age_friendly_cities_Guide_English.pdf
Tight, M et al. 2011 ‘Visions for a walking and cycling focussed urban transport system’, Journal of Transport Geography, Vo. 19, issue 6, pp. 15801589
WHO 2012, Dementia: Fact sheet N.362, viewed 29 August 2013, http://www.who. int/mediacentre/factsheets/fs362/en/
Michael Oechsle IDE3116 < 142 >
APPENDIX
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16 10 15
2
7 9 1
11
4
12
ITEM NO. 1 2 3 4 5 6
DESCRIPTION Main Body LED Housing Cable Gasket Cable Lock Steel Bracket Armrest
Material Corian- Glacier White Cast Aluminium Rubber Aluminium AISI 304 Stainless Steel AISI 304 Stainless Steel
QTY. 1 1 1 1 1 1
7
AS-NZS 1427 PC-M.25 x12-N
MS
4
8
AS-NZS 1427 PC- M5 x 10-N
MS
4
9 10 11
AS 1237.1 N- 7 Gasket AS 1110.2- M10 x 20- N
MS Rubber High Tensile
4 1 4
12
AS 1110.2- M12 x 100 -N
High Tensile
4
13
AS 111.2- M10 x 20- WN
High Tensile
2
14 15 16 17
Wall Spacer Power Cable Cable Sheath Solar Module
Nylon or similiar N/A Conduit N/A
4 1 1 1
8
5
14
6
DO NOT SCALE DRAWING
MONASH UNIVERSITY TOLERANCES ON DIMESIONS UNLESS NOTED UP TO 6 0.1 6 TO 30 0.2 30 TO 120 0.3 120 OR OVER 0.5 ALL ANGLES 1
13
UNLESS OTHERWISE SPECIFIED: DIMENSIONS ARE IN MILLIMETERS
DATE:23/10/2013
DEBUR AND BREAK SHARP EDGES REV NO:
DRAFTING STANDARD AS1100 DRN BY MICHAEL OECHSLE
TITLE:
TranSIT Assembly SW FILE:
SCALE:1:10
Transit_assembly1
A3
SHEET 1 OF 1
Michael Oechsle IDE3116 < 144 >
207.696 133.783
TRUE R37
26
19
502.6 78
394.052
399.541
TOLERANCES ON DIMESIONS UNLESS NOTED UP TO 6 0.1 6 TO 30 0.2 30 TO 120 0.3 120 OR OVER 0.5 ALL ANGLES 1
DATE:23/10/2013
Note: Dimensions shown for curvature continuous surfaces. SW generated dimensions can be rounded to nearest whole number for fabrication, or used as specified with NC methods.
DO NOT SCALE DRAWING
MONASH UNIVERSITY
UNLESS OTHERWISE SPECIFIED: DIMENSIONS ARE IN MILLIMETERS
< 145 > Michael Oechsle IDE3116
21.621
167
39.493
55.560
75.958
399.209
40.674
161.509
R13
994.967
34.
771
165째
232.797
5
DEBUR AND BREAK SHARP EDGES REV NO:
DRAFTING STANDARD AS1100 DRN BY MICHAEL OECHSLE
TITLE:
Main Body SW FILE:
SCALE:1:10
corian SHEET 2 OF 1
A3
133.780 19
621.732
R40
1277.945
28.565
7째
.8
92
377.623
47
UP 92.00째 R 130
DO NOT SCALE DRAWING
MONASH UNIVERSITY
0
R6
396.350
22.548
2277.299
UP 15.00째 R 900
TOLERANCES ON DIMESIONS UNLESS NOTED UP TO 6 0.1 6 TO 30 0.2 30 TO 120 0.3 120 OR OVER 0.5 ALL ANGLES 1 UNLESS OTHERWISE SPECIFIED: DIMENSIONS ARE IN MILLIMETERS
DATE:23/10/2013
DEBUR AND BREAK SHARP EDGES REV NO:
DRAFTING STANDARD AS1100 DRN BY MICHAEL OECHSLE
TITLE:
Corian Flat Pattern SW FILE:
SCALE:1:10
sheet_2
A3
SHEET 3 OF 1
Michael Oechsle IDE3116 < 146 >
350
100
350
R2
0
360 Note: As it is not visible from street level, this rooftop mounted unit comprises of cost effective OEM housing (likely sheet metal), SLA battery, PV panel and LED drivers.
360
R50
DO NOT SCALE DRAWING
MONASH UNIVERSITY TOLERANCES ON DIMESIONS UNLESS NOTED UP TO 6 0.1 6 TO 30 0.2 30 TO 120 0.3 120 OR OVER 0.5 ALL ANGLES 1 UNLESS OTHERWISE SPECIFIED: DIMENSIONS ARE IN MILLIMETERS
DATE:23/10/2013
< 147 > Michael Oechsle IDE3116
DEBUR AND BREAK SHARP EDGES REV NO:
DRAFTING STANDARD AS1100 DRN BY MICHAEL OECHSLE
TITLE:
Solar Module SW FILE:
SCALE:1:10
solarbox SHEET 7 OF 1
A3
267.871
144.265
21
251.475
R5
0.5
75
째
00
451.475
.50
0
263.164
Standard NPS 1/2 inch (DN 15) AISI 304 Stainless Steel tube with capped ends (welded)
R5 5
DO NOT SCALE DRAWING
MONASH UNIVERSITY TOLERANCES ON DIMESIONS UNLESS NOTED UP TO 6 0.1 6 TO 30 0.2 30 TO 120 0.3 120 OR OVER 0.5 ALL ANGLES 1 UNLESS OTHERWISE SPECIFIED: DIMENSIONS ARE IN MILLIMETERS
DATE:23/10/2013
DEBUR AND BREAK SHARP EDGES REV NO:
DRAFTING STANDARD AS1100 DRN BY MICHAEL OECHSLE
TITLE:
Armrest SW FILE:
SCALE:1:10
armrest_2
A3
SHEET 4 OF 1
Michael Oechsle IDE3116 < 148 >
198
1104.698 145.434
92.698
1259.412
40
40
122
259.269 38
122 Plasma or laser cut stainless steel. DO NOT SCALE DRAWING
MONASH UNIVERSITY TOLERANCES ON DIMESIONS UNLESS NOTED UP TO 6 0.1 6 TO 30 0.2 30 TO 120 0.3 120 OR OVER 0.5 ALL ANGLES 1 UNLESS OTHERWISE SPECIFIED: DIMENSIONS ARE IN MILLIMETERS
DATE:23/10/2013
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DEBUR AND BREAK SHARP EDGES REV NO:
DRAFTING STANDARD AS1100 DRN BY MICHAEL OECHSLE
TITLE:
Steel Bracket SW FILE:
SCALE:1:10
steelbracket SHEET 6 OF 1
A3
172 2
R4
R1
0
50
6.
R1
45
3
5
472.680
Die-cast aluminium. Bottom face to be post-machined.
DO NOT SCALE DRAWING
MONASH UNIVERSITY TOLERANCES ON DIMESIONS UNLESS NOTED UP TO 6 0.1 6 TO 30 0.2 30 TO 120 0.3 120 OR OVER 0.5 ALL ANGLES 1 UNLESS OTHERWISE SPECIFIED: DIMENSIONS ARE IN MILLIMETERS
DATE:23/10/2013
DEBUR AND BREAK SHARP EDGES REV NO:
DRAFTING STANDARD AS1100 DRN BY MICHAEL OECHSLE
TITLE:
LED Housing SW FILE:
SCALE:1:5
LED_housing
A3
SHEET 5 OF 1
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