by Jan W.A. van Soeren
Supervisory Office of Architecture and Design of Railinfrabeheer (Netherlands Railways)
Paper given at the EBU Mobility and Transport Conference held in Paris on 14-15 October 2002
Summary
Introduction
The spoken information system for the visually handicapped
The point of departure is that the visually-handicapped passenger should receive the same information as the sighted passenger. The combination of guide path plus spoken information even makes it possible to release the visually-handicapped passenger from an excess of information. Based on the experience of the Utrecht BOS project, together with the Federation for the Blind and Visually-Impaired, a detailed list of requirements has been drawn up, and an overall market research programme has been carried out by an external agency. In this report from February 2000 the conclusions of the research programme is that the systems based on the infrared technique, like InfraVoice and Talking Signs, satisfy better to the requirements than the systems based on the radiofrequency technique, like APEX and REACT.
Speaking Orientation Navigation and Information Systems (SONIS)
Overview of the most important requirements for a spoken information system, divided in User aspects, System aspects, Information aspects, Operation aspects, Technical aspects, Management aspects, Maintenance aspects and Commercial aspects.
Conclusion
The planning is that at the end of 2005 the 47 maximum service railway stations in the Netherlands are optimal accessible for our visually handicapped guests.
The representatives of the blind and partially sighted will play an important role in promoting the use of the combination guidepath plus spoken information system.
Introduction
On foggy days in mid-eighteenth century Paris, days so foggy that you could hardly see your hand in front of your face, the well-off citizens of the city turned to the institutes for the blind. There, for the duration of the fog, they would borrow a blind person well known with the layout of the city. With a hand on their shoulder, they would move about together. In the same way that blind people are able to be assisted by guide dogs, in places where they cannot find their way, so the rich of Paris found their way with the assistance of a guide blind person.
Thick fog changes fundamentally even those things in our surroundings we know best; familiar street corners are suddenly much further away than we thought, steps down and annoying lamp posts frighteningly much closer.
It is not my intention to make a direct comparison between the well-off citizens of Paris and a train passenger at a railway station, but they can meet the same difficulties !
In April 2002 the Supervisory Office of Architecture and Design has been established as an independent, umbrella organisation of professionals, responsible for the further development and application of an overall Rail Image. The Supervisory Office formulates policy, issues recommendations and provides overall direction.
This afternoon I will tell you about SONIS, the Speaking Orientation Navigation and Information System. SONIS is a system which, by means of spoken information, serves to increase the independent mobility of the visually handicapped, in such a way that the visually handicapped are able to find the locations they are looking for in an environment previously unknown to them.
Back to Summary
The spoken information system for the visually handicapped
Railinfrabeheer pays particular attention to visually-impaired passengers. The reason for this is that of all categories of passengers, they have the strongest ties with the railways. A blind or visually-impaired person, wishing to travel without accompaniment, is reliant on public transport. After all, driving a car is out of the question.
For the visually-handicapped passenger, information provision is a major problem. Information provision from the railways is very visually-focused, with auditive information often of lesser quality.
Before we undertook to improve information provision for the visually handicapped, we first ensured the presence of good guide paths. Guide paths are routes of ribbed tile, which contrast in colour and structure with their surroundings, and which can be felt with the feet or stick.
However, on large and complex railway stations, guide paths provide insufficient information to permit unaccompanied train travel. The solution to this problem is: the spoken information system for the visually handicapped.
The point of departure is that the visually-handicapped passenger should receive the same information as the sighted passenger. The combination of guide path plus spoken information even makes it possible to release the visually-handicapped passenger from an excess of information, in other words, the system and/or the user makes a pre-selection, to ensure that the visually-handicapped passenger receives only essential information.
In 1995, we held our very first experiment with spoken information: the trial at Duivendrecht Station. Together with the Federation for the Blind and Visually-Impaired we established a trial with two systems: the Route Information System (RIS) and the Blind Orientation System (BOS). Based on the limited duration of the trial, only one day, it was difficult to draw any definitive conclusions, but the reactions of the users were very positive.
The next step for us was the Project Rotterdam Blaak OPEN, in the summer of 1997. The OPEN project was a European Commission project aimed at assisting the visually handicapped to orient themselves more easily, and to find their way around underground and railway stations.
The OPEN system was tested simultaneously in Paris, London and Rotterdam. The trial with the OPEN system in Rotterdam was a success. In Paris, the public transport company employed the system without guide paths. This proved unsuccessful, with the test passengers becoming lost.
In the summer of 1998, Railinfrabeheer installed the Blind Orientation System (BOS) in the station hall of Utrecht Central Station for a trial period of one year. This was known as the Utrecht BOS project. The dynamic information in the Central Hall Indicator was also made available in spoken form for visually-handicapped passengers. BOS could be immediately installed, and is cheap.
Twenty-four visually-handicapped trial passengers tested twelve static transmitters and three dynamic transmitters, over a period of one year. The static transmitters sent out a pre-recorded message in the form of modulated infrared signals, for example :
Platforms 8 to 19 : Right
Entrance : Right
Counters and train information : Right
Platforms 4 to 1 : Left
Exit : Left
Stairs to platforms 5 and 7 : Behind
The messages were recorded on tape and stored digitally. The signal was received within the infrared beam. The users all had a receiver.
The system continuously transmits the messages, whilst the visually-handicapped user only receives the information, on request. The message is heard via ear plugs, linked to the receiver via a standard socket. The dynamic transmitters are linked to the existing information sign, the Central Hall Indicator. This dynamic information can also be obtained via a telephone number.
For example :
Inter-city The Hague C.S., 11.47 hours at platform 7A
The Utrecht BOS project was a success because :
- 83 % of the trial participants continued to use the system throughout the one-year trial period, and
- the system proved reliable.
On the basis of user assessment, four conclusions were drawn :
- Spoken information systems are very much in demand.
- A spoken information system increases station accessibility ; the result is a positive stimulus in respect of the mobility of the visually handicapped.
- The system can be improved in a number of technical and ergonomic aspects. Uninterrupted reception and a hands-free system would be ideal.
- Spoken information systems should be widely introduced ; not only at railway stations but also other public transport stations and many more stations.
Based on the experience of the Utrecht BOS project, together with the Federation for the Blind and Visually-Impaired, a detailed list of requirements was drawn up, and an overall market research programme was carried out by an external agency.
In this report from February 2000 the conclusions of the research programme is that the systems based on the infrared technique, like InfraVoice and Talking Signs, satisfy better to the requirements than the systems based on the radiofrequency technique, like APEX and REACT.
For the future techniques like BlueTooth, and GPS (Global Positioning System) are promising.
Before I tell you about our plans in the Netherlands to install a spoken information system at at least the 47 biggest railway stations, I want to give a overview of the
most important requirements for a spoken information system, divided in eight different aspects from User aspects to Commercial aspects.
The most important
User aspects are :
- Independence
Using SONIS, it is possible for a visually handicapped person to independently find the destination they are seeking, in a situation unknown to them, and not previously learned in any other way.
- Orientation
SONIS should promote spatial orientation in the user’s environment, by contributing to an improved overview of the environment, the learned effect.
- All users in all situations
SONIS must be suitable for all visually handicapped users and in all situations.
- Single receiver
All functions must be usable via a single receiver.
- Minimum of actions and information
The user must be able to find the required final destination, via a minimum of actions and information.
- Active signalling
SONIS must provide the passing user with information, so that walking, without guide movements, the user automatically receives the required information, at the right moment.
- Entire public transport chain
SONIS must offer an all-round solution for the entire public transport chain, for the user group in question.
- Calls audible
SONIS may not cut off the visually handicapped from calls, intended for everyone.
- Non stigmatising
The use of SONIS should not be stigmatising for the visually handicapped (it should preferably resemble other consumer equipment such as a walkman)
- Usefulness for non-visually handicapped
SONIS should preferably also be useful for other groups (non-visually handicapped) and/or for other applications.
The most important
System aspects are :
- Combination with guide paths
SONIS should be usable in combination with physical, tactile guide paths.
- Static information
The static information from SONIS should consist of the following components :
1. boundary information when entering and leaving the area of operation of SONIS ;
2. information at the point of arrival of all forms of public transport (for example "train platform 5") ;
3. directional information at decision points to the available destinations ;
4. directional information to frequently visited locations, such as ticket counters and exits.
- Dynamic information
The dynamic information from SONIS should consist of the following components :
1. up-to-date information about departure times/places of all forms of public transport (train, tram, bus, taxi) in such a way that the next possible departure from the place where the information is being provided can be reached in time.
- Optional operation
As an optional service, it should also be possible to operate other facilities :
1. orientation and navigation outside the public transport chain.
2. stop signal for bus/tram/metro
- No missed decision points
SONIS must prevent decision points being missed, and if a decision point is missed, the user must be helped back on track, without having to go back to the starting point.
- No loss of orientation
The route information at a decision point must be correct, irrespective of the direction of arrival of the user (no confusing information, leading to loss of orientation).
- Only personal information
The user receives only that SONIS information intended for him/her.
The most important
Information aspects are :
- Suitable
The information issued by SONIS must be current, complete, accurate and reliable.
- Clear
SONIS information must be entirely clear.
- Structure
The structure of the information provided must be uniform and consistent.
- Understandable
SONIS information must be easily understandable in the normal user environment.
The most important
Operation aspects are :
- Walking use
SONIS receiver equipment must be suitable for use when walking, in combination with a stick, guide dog, 1 item of hand luggage and wearing clothing without pockets.
- Hands-free use
SONIS receiver equipment must be suitable for wearing on the body or clothing, to leave the hands free.
- Compact and portable
SONIS receiver equipment must be compact, handy and light-weight
- Operation
The buttons must be efficient and clear :
1. Operation by touch, even when wearing gloves
2. Easy accessibility of the buttons, for both left and right-handed use
3. Good tactile differentiation and feedback
4. Good visual differentiation
- Energy-efficient use
SONIS receiver equipment must be energy efficient, with an effective service life of at least 7 days with full batteries.
- Battery replacement
It must be possible to easily replace batteries by touch, without the use of tools.
The most important
Technical aspects are :
- Reliable technology
SONIS must use reliable technology and be guaranteed suitable for the next 5 to 10 years
- Environment
Within the railways environment, SONIS must be resistant to vibrations, shocks, vandalism.
- Coupling with travel information systems
It must be possible to couple SONIS with the current travel information systems or make suitable by simple adaptation.
The most important
Management aspects are :
- Adaptable changes
It must be simple and cheap to adapt SONIS in terms of spatial alterations in the area of operation (changes in routes and possible destinations)
- Cleaning
SONIS must not be damageable by commonly employed cleaning methods.
- Vandalism, graffiti
It must not be easily possible to negatively influence SONIS as a result of vandalism, graffiti, etc.
The most important
Maintenance aspects are :
- Installation and cabling
SONIS can be easily installed and cabled (power supply and optional data) using standard available materials.
- Maintenance
SONIS must be a low-maintenance system.
- Replacement
Transmitters and components must be easily replaceable.
The most important
Commercial aspect is :
- Affordable for user
SONIS receivers must be affordable for the end user (recommended figure 50 Euro)
Back to Summary
Conclusion
To conclude I will tell you about our future plans in the Netherlands to install a spoken information system in the 47 biggest railway stations.
At the end of this year, or at least in the beginning of next year we will install a spoken information system based on the BlueTooth technique in and around the railway station of Amsterdam Sloterdijk, the Dygis-project. This will be definitely the last test before the outroll begins.
The planning is that at the end of 2005 the 47 maximum service railway stations in the Netherlands are optimal accessible for our visually handicapped guests.
And then it's up to you !
An important conclusion we have made in the Netherlands is that the representatives of the blind and partially sighted play an important role in promoting the use of the combination of guidepaths plus spoken information systems.
In addition we have arranged regular visits to stations with visually handicapped travellers. These have been very instructive and useful days. Many applications which can now be found at stations can be traced back to comments made by our visually handicapped guests during such days.
I would like to mention just one of those comments, because it has in fact saved us quite a lot of money. We were walking along the platform of a terminus station with a number of visually handicapped travellers. The platforms at a terminus station are accessible only from one end. The platforms at this particular station are covered over for about two-thirds of their length. We were discussing where the guidepaths should be located. As we walked along, one of our visually handicapped guests came up with the following suggestion :
Only put the guidepaths under the covered section of the platform : only for two-thirds of the platform's length. Visually impaired travellers who board the train always stay close to the entrance and are therefore unlikely to use the full length of the platform. Visually handicapped travellers leaving the train can follow the flow of other travellers until they pick up the guidepath which will lead them to the exit, and not to the dangerous ending of the platform !
That simple suggestion by a visually handicapped traveller has now been incorporated into our policies.
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