Capítulo XIV Otras Disposiciones Capítulo XV Disposiciones Finales.
Artículo 99.- El empleador está exento de responsabilidad:
8.15 Capítulo XV Disposiciones finales.
This report primarily focuses on the im- provement of built environments, percep- tion and guidance. A positive travel ex- perience is, however, the sum of many factors. In the Future Public Transport for All Project, we decided not to include serv- ices and new technology for aiding guid- ance and providing access to information. Access to travel information in real time is technically possible and many applications are currently being tested and actively de- veloped. Within station environments, im- plementing technology that supports the different senses, and new technological applications that facilitate orientation and access to travel information, enables per- sons with sensory disturbances to function independently. Tampere University of Technology has de- veloped a mobile application, Matkakump- pani, which is currently being test run. This application suggests alternative routes and provides door-to-door instructions for users of public transport. It also gives in- structions during the journey. The Matka- kumppani application is controlled using mobile phone keys or through speech, and features speech recognition and spoken in- structions 69. The Technical Research Centre of Finland, VTT, has developed a mobile application to provide guidance to city travellers. This ap- plication is called KAMO, and part of the
research was financed by Helsinki City Transport (HKL). While at a stop, the user receives real-time information by mobile phone, about bus and tram connections arriving at the stop. Users can also moni- tor the progress of their selected vehicle, stop-by-stop, on a mobile phone screen. In the future, this service will be available with a profile customised only to receive in- formation on certain connections, routes or added services selected by the user 70. Dependent on a real-time information sys- tem, a system for changing platforms has been under development for Helsinki Air- port, under the Ministry of Transport and Communications' AINO project. The idea was to enable the driver to communicate with the information system so that data on the driver's route/connection could be linked to the monitored vehicle. However, no viable technical solution could be identi- fied.
The Helsinki Region Transport (HSL) is currently testing an online solution which enables users to monitor the movements of buses and trams in the Helsinki region, via online maps and accurate to the nearest second. The objective is to extend the ap- plication to cover the movements of 1,500 public transport vehicles. Using a wireless LAN, passengers can connect to the Inter- net and receive real-time information on the arrival of public transport, progress of
69 http://matkakumppani.cs.uta.fi/
travel and vehicle change alternatives at
forthcoming stops 71.
In the Norwegian AKTA project, a serv- ice has been developed for ordering and downloading timetable information by mo- bile phone, mainly intended for persons with impaired vision. Using this service, a passenger can contact the bus driver, who receives information on the passen- ger waiting at the stop and any assistance he or she may need. The passenger can also enter his or her destination, enabling the driver to prepare to provide assistance at the correct stop. Part of the project in- volved testing new technology to identify a vehicle as it approaches a stop. However, the technical applications need further im- provement before the service can become fully operational 72. The future objective of public transport is to increase passenger numbers and re- duce travel by private car. Despite this, public transport's share of all journeys has decreased. In addition to lifestyle habits promoting travel by private car, reasons for this regrettable development include reduced levels of service, combined with higher ticket prices. In comparison to pri- vate cars, public transport price levels have increased year by year 73. Proactive meas- ures and changes in attitude are required to make public transport more attractive. The accessibility of stops and stations, both by bicycle and on foot, must be improved in co-operation with urban planners. Car-free neighbourhoods are being planned in Hel- sinki's Kalasatama and Jätkäsaari, enabled by good rail traffic connections and proxim- ity to a metro station. In the Marja-Vantaa Centre, car parks are clustered around the Ring Rail Line station, to promote rail traffic Clear, safe and well maintained pedestrian and cycle routes to the station contribute to increased use of rail traffic. When designed on pedestrians' terms, urban environments become safer, and of higher quality.
In addition to citybikes, the plans include increasing the number of shared cars at traffic stations. Providing shared electric cars may significantly reduce the need for private cars. Charging stations for electric cars and buses must be taken into account in station environment planning.
71 http://transport.wspgroup.fi/hklkartta/
72 Tveit, Ø. & Flø, M. 2007. AKTA Evaluering av Demonstrator. [AKTA - Evaluating the demo version.] 73 Ympäristöministeriö. 2007. Kohti kestäviä valintoja. Kansallisesti ja Globaalisti kestävä Suomi. s.21. [Finland’s environmental administration. 2007. Towards sustainable choices. A nationally and globally sustainable
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Summary
For successful travel, each link of the jour- ney must succeed. If any elements along the way prevent further progress, the jour- ney will be broken. If insufficient advance in- formation is available for journey planning, travel may even be completely prevented. A complete journey includes planning the journey, reaching the public transport sta- tion or terminal from the point of depar- ture, buying a ticket, going to the platform, boarding the vehicle and travelling to the destination. Changing from one vehicle to another is sometimes required.Vehicle accessibility has been improved by developing low-floor buses, trams and trains. SM5 trains will improve the usability of commuter trains in regional traffic and on the Ring Rail Line. Tram models with low floors are easier to board and exit. The compatibility of the platform and the vehicle is an important aspect. Stops should be ar- ranged safely, ensuring short walking dis- tances when changing vehicles.
According to our user study, the metro is the best option in terms of usability. Safety in the platform area can be improved by installing screen doors and providing guid- ance to persons with impaired vision. The need for feeder traffic and vehicle chang- es reduces the attraction of metro traffic. Changing from one vehicle to the next should be flexible and take as little time as possible. Intervals between metro connec- tions must be sufficiently short. However, total travel times may become unreason-
ably protracted as connection intervals for feeder traffic grow. Feeder traffic operations therefore require further improvement. Station areas and the related services con- tinuously develop and change. Unless they are understood as part of a whole, previ- ously sound solutions and practices be- come dysfunctional. This should be taken into consideration when carrying out modi- fications.
Excellent guidelines and solutions exist for planning urban environments which ac- commodate persons with reduced mobility. These guidelines should be applied when new public buildings are designed and old ones renovated or modernised. The results of the user study show that, when using public transport, persons with sensory dis- orders, and with impaired vision in particu- lar, continue to face a multitude of as yet unidentified obstacles. Accessibility criteria should cover all user groups. Guidelines must be supplemented with instructions concerning persons with sensory disor- ders, to ensure the usability and accessi- bility of public transport.