urban moving 2030

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helen hamlyn research

associates programme 2001

research associate:

Shaun Hutchinson

Department:

Vehicle Design

title of report:

urban moving 2030:

transport typologies

for the future city

report to:

Ford Motor Company

Helen Hamlyn Foundation

October 2001


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urban moving 2030:

transport typologies

for the future city

Shaun Hutchinson

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FOREWORD

This report describes a design study which proposes new types of urban

vehicles based on a critical assessment of anticipated changes in

technology, demographics, user behaviour and the built environment. In an

area of design research often driven by styling and full-size modelling, this

study takes a step back to analyse expert opinion and the results of

extensive internet-based user research to formulate provocative and

thoughtful illustrated design scenarios for 2030.

The project is set in the context of changing attitudes towards the

privately owned motor car. The automobile was for a long time seen as the

key to personal mobility but as city centres become more congested and

dangerous due to mounting road traffic and accidents, there are now

moves to price motor vehicles out of cities. As a result, automotive

manufacturers are beginning to think radically about new ways to provide

urban mobility for all. This study, supported by Ford Motor Company,investigates the potential for hybrid public/private automotive city travel up

to the year 2030. It proposes alternative methods of moving which combine

personal privacy, comfort and ownership, albeit temporary, with the

advantages of a reliable public service running along known routes.

The project identified sustainable targets for change via consultation

with experts, analysis of government transport policy papers, an internet

survey of future urban needs (with more than 250 responses from users),

and feedback solicited by a timeline device exhibited at Interchange, the

integrated transport exhibition. From this research base, the designer

identified four major urban mobility tasks: commuting, entertainment-seeking, area visiting and dwelling (trips related to socialising or shopping

for example).

These formed the basis for the creation of four vehicle typologies that

meet the user aspirations for each task. These vehicles were then placed in

user scenarios to explore their role within an organised city mobility

programme. Encouragingly, these scenarios take a socially inclusive design

approach, paying particular attention to older and disabled people who are

so often left out of the creative equation.

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The project will now go forward as the basis for PhD study at the Royal

College of Art and the Helen Hamlyn Research Centre intends to continue

to provide advice and support for Shaun Hutchinson as he expands on the

design thinking described here and adds further depth to the vehicle

typologies illustrated in concept form.

Jeremy Myerson

Director, Helen Hamlyn Research Associates Programme

Royal College of Art

October 2001


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CONTENTS

section 1Introduction

Page 4

section 2Context

page 6

section 3Research Methods

page 9

section 4Results and Outputs

page 17

section 5Next Steps

page 28

appendicespage 30

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SECTION 1aims and objectives

1.1 Briefpage 5

1.1.1 Aimspage 5

1.1.2 Objectives

page 5

1.1.3 Outcomespage 5

1.2 The industrial partnerpage 5

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1.1 Brief

1.1.1 Aims

To explore the potential of public/private hybrid automotive city travel up to the

year 2030.

1.1.2 Objectives

> To map changes and possibilities in technology, user behaviour, urban

contexts and domestic environments on a timetrack for the assessment of

their impact on the future of urban transport.

> To create vehicle scenarios up to the year 2030.> To test concepts with a range of users.

1.1.3 Outcomes

> A 50 year illustrated timetrack (1980-2030)

> A series of illustrated design typologies of urban vehicles

1.2 The industrial partner

Established in 1903 Ford Motor Company set out to make the automobile

accessible to every American. Almost a hundred years later, the company has

become the world's biggest producer of trucks and the second biggest producer of

cars and trucks combined. In the year 2001 Ford Motor Company is operational

world wide with 12 diverse brands that range from car renting facilities through

Hertz and repair services by Kwik-Fit to manufacturing Aston Martin sports cars

and electric vehicles by Think, the organisations ecological division. It is only withthe generosity and foresight of the industry partner that this project was made

possible.

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SECTION 2introduction

2.1 Project background

page 7

2.2 A new sustainable project outlook

page 7

2.2.1 Technology

page 8

2.2.2 User behaviour

page 8

2.2.3 Domestic environment

page 8

2.2.4 Urban context

page 8

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2.1 Project background

2030 Urban Moving, sponsored by Ford Motor Company, is a project that developsfurther the ideas of the MA Vehicle Design project 'One Vehicle' completed in July

2000 at the Royal College of Art, London, UK (to see further details of this project,

go to www.hoif.net/one.html). When looking back at the One Vehicle project the

approach to meet a final solution was brushstroke, based on whistle-stop

research. Ideas were based on small samples of the realities of urban society and

prospective technologies; these combined to form a public / personal hybrid vehicle

proposal for urban areas.

2.2 A new sustainable project outlook

The Helen Hamlyn Research Centre and Ford Motor Company partnership gave

this existing project the opportunity to re-approach the subject of public / personal

hybrid vehicles with the outcome of the project being a more sustainable and

realistic proposal for the year 2030. The new project outlook incorporated a deeper

investigation into sustainability and drew on a wider range of research and subjects

to give diverse solutions for urban mobility a higher chance of germination.Government targets, expert field opinion, user opinion and user testing all fed into

the initial design objectives. Four topics were selected as subjects for the research

focus.

> Technology

> User behaviour

> Domestic environments

> Urban context

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2.2.1 Technology

Technology provided the project with a material background. As this decade' s

most significant lifestyle influence, findings in this research area should provide

vital clues to social behaviour and our new surrounding environments.

2.2.2 User behavior

A decade ago if a man or a woman were seen walking down the road talking to

themselves, they would have probably have been condemned as insane, but in

the 21st century, that person is having a conversation on a hands free mobile

telephone unit. Products like this will continue to change our lifestyle and

behaviour. Studies of user behaviour highlight user needs, desires and lifestyle.

The ways in which users interact with their environments is the most important

issue in this area of research.

2.2.3 Domestic environments

The home is the most important place in our lives, and so its equally important

that the stuff that surrounds us should feel right. We need our everyday things

to have integrity. These are the things that inspire emotion and promote an

enormous sense of well being (The Sensual Home - Ilse Crawford)

The home is probably one of the most self-controlled environments that a

person can find themselves in. This topic provides the project with provocative

research for design thinking.

2.2.4 Urban context

It was important to have knowledge of future targets set by local government

and estimated evolutions of built environments as these are influencial factors

that manufacturers and business have little control over. The city is the arena in

which the project is placed and the changes and trends taking place within

architecture and demographics played an important role in setting project

outcomes.

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SECTION 3research methods

3.1 Desk research

page 10

3.1.1 Timetrack

page 103.1.2 nVision of the Future Foundation

page 10

3.1.3 Other information

page 11

3.2 User research

page 12

3.2.1 Urban_needs: a sub-project investigating city users

page 12

3.2.2 Urban_needs: methods of probing for user needs

page 13

3.2.3 Caf Campaign

page 14

3.3 Expert and group research

page 15

3.3.1 Mobility Roadshow 2001

page 15

3.3.2 Interchange Summit 2001

page 15

3.3.3 Include Conference 2001

page 16

3.3.4 Expert Interviews

page 16

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3.1 Desk research

3.1.1 TimetrackFour months were allocated for background research in anticipation of the

immense amount of raw data that would be collected by the questionnaire and

other methods. A timetrack was created to allow ease of reference and addition,

to map and sort out the data as it arrived. The four major project issues -

Technology, User Behaviour, Domestic environments and Urban Context - head

columns that ran against time, set from 1980 to the year 2030. Expert opinion

and desk findings were the main contributing sources of information to fill the

timetrack. An example source of data for the Timetrack can be seen in section

3.3.2 where involvement with a UK transport summit is documented. All data

and information is accompanied with a reference of origin to ensure integrity of

data.

3.1.2 nVision of the Future Foundation

nVision, run by the Future Foundation, is a leading on-line subscription service

of social trends and forecasts in the UK (see www.futurefoundation.net). The

Future Foundation specialises in analysing macro trends affecting UK society.

Its on-line resource of 6000 graphs, data representing up to 30,000 specificfacts/attitudes and 500 forecasts was freely available for the use of this

Research Associate project. As a group whose approach is consumer led,

research-based, future focused and inter-disciplinary, the use of this service

provided important lifestyle and demographic context. Leading issues supplied

by nVision and used for the project were:

> Consumer attitudes to brand

> Transport related issues & forecasts

> Society and domestic attitudes

> Society and technology

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3.1.3 Other Information

Other information was gained from Government papers, research groups such

as TRG - Southampton Universities Transport Research Group - and internet

based information of the future developments of global technology

organisations such as Phillips and Ericsson.

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3.2 User research

3.2.1 Urban_needs: A sub-project investigating city usersTo gain a close perspective of the lives of city users, Urban_needs, an internet

survey and project feedback system, was created. The aim of this was to probe

the mobile lives of city users to enable transparency of human behaviour and

comfort in urban movement. The internet was chosen as the medium for data

collation to ensure that the disclosure of intimate thoughts by users could occur

in an environment where subjects would have a choice of privacy and

confidence and where exposure to different stimuli could be easily controlled.

Targeted in the survey were a range of users: young adults, professionals of

differing levels, pre-third age, third-age and disabled people. Over 300 useful

responses were counted and evaluated using the Urban_needs approach.

The Urban_needs sub-project was split into three parts. The structure is

detailed below.

Part 1 - Have your say This preliminary section was the start of the

Urban_needs project. It openly probed for city life opinion by asking questions

about demographic background and about the pleasures and problems found

when moving through an urban environment. It also identified important needs

in the daily tasks of city users. Opinions were expressed in open sentence to

encourage truthful dialogue. Further details at www.hoif.net

Part 2 - Result clarification and creating a the scenario user group

Results from part 1 were processed to distinguish need from preference, and

like from dislike. This section of Urban_needs set new questions derived from

the trends and significant issues expressed in part 1. Questions were formed as

multiple choice so diagrams could be drawn and data analysed easily.

Questions about attitudes to mobility services also appeared in this section and

users could choose to become members of the user group for the third stage.

This event was held at the same website address as part 1 replacing the

previous questioning. (The results of this part of the Urban_needs project can

be seen in appendix 7)

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http://www.hoif.net/http://www.hoif.net/http://www.hoif.net/


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Part 3 The scenario workshops Following part 2, the participants signed up

for user group workshops and chosen experts were sent an e-mail containing

the location address of the scenario workshops. In the scenario workshops

named the 'Future Mobility Laboratory' the scenarios and typologies are

presented using diagrammatic three-dimensional models and step-by-step

storyboards. After an initial run through, the users and experts were asked to

give their opinion as to what was useful or useless. This event was held at

www.hoif.net/mobilitylab.html a different address to allow the Urban_needs

project to gain continual momentum running part 1 and 2 in parallel. In figure 5,

screen shots of the Future Mobility Laboratory can be seen.

3.2.2 Urban_needs: Methods of probing for user needs

The Urban_needs project was launched just after the beginning of the new

year, which meant that there was only a month and a half to enable a

quantitative response. Combating time and distance formed itself as a major

task and finding willing members of the public to participate became the primary

objective.

Contact with public was achieved by approaching relevant internet communities

and by publicly advertising the site in internet cafes. These channels ofdissemination were ideal for a project such as this where personnel resources

and time were limited.

3.2.3 Cafe Campaign

Seven internet cafes in the west of London were used as grounds for exposing

the Urban_needs site. These cafes can be seen on a map in figure1. West

London was isolated as the research environment to make dissemination and

distribution easier. A mix of media was used to expose the site in the cafes

chosen. These were the posters, business card fliers, desktop wallpaper and

active internet desktop links that gave immediate access to the site. This media

used can be seen in figures 2 to 4.

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Figure 2: Cards

Figure 3: Desktop Picture


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Figure 4: Campaign poster


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Figure 5: Future Mobility Laboratory screen shots.


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3.3 Expert and group research

3.3.1 Mobility Roadshow 2001Held at the Transport Research Laboratory at Crowthorne in the UK from 15

th-

17th June, the Mobility Roadshow served as an ideal way to gain insight into the

needs of disabled users. The Mobility Roadshow is Europes largest outdoor

mobility event. Conversing with UK government mobility experts such as Brian

Ellison, driving adviser for the Department of the environment and transport

regions, and disabled users, the project gained stability for important issues

such those in the 1996 Disabled Discrimination Act (DDA) to be enforced by 1

October 2004. The Roadshow was an ideal place for experience testing in the

role of a wheelchair user. Tests also took place with disabled wheelchair users

in independently customised and industry brand vehicles. Figure 6 shows a

couple testing a converted Fiat product.

3.3.2 Interchange Summit 2001

The Interchange event was a pivotal three day major summit and exhibition,

setting the stage for discussions with key industry speakers, chairs and policy

decision-makers of the United Kingdom. This meeting was critical for the

performance of the 2001 general election. At the summit, the Helen HamlynResearch Centre was invited to exhibit. The organisers of Interchange elected

the timetrack (mentioned in section 3.1.1) to headline as a main interactive

attraction of the summit. With my-self acting as the timetrack editor and with the

help of Research Associate Helen Jones and Research Associate Nick

Rawcliffe, the research tool developed with the aim of stimulating design debate

about future urban transport. On the six-metre long wall used to display the

timetrack, transport experts, exhibiting manufactures and transport

organisations were invited to add sustainable commentary to the wall. Over the

three days the timetrack became a collection of the future-led thoughts of the

UKs transport industry. Figure 7 shows the wall in the Centre of excellence

area at the summit and figure 8 shows samples of the comment forms.

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Figure 6: A Couple testing a Fiat product at the Mobility Roadshow 2001


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Figure 7: The Timetrack at the Interchange used as a thinking board.

Figure 8: Two samples of the forms used at the summit


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3.3.3 Include conference 2001

Attracting speakers such as Bruce Naussbaum of US Business Week, Patricia

Moore, US inclusive design pioneer, Alessandro Coda of the Fiat Autonomy

group and Innes Ferguson, head of Product Design at Transport for London, the

three day event (18-20 April 2001) at the Royal College of Art was a major

academic conference on designing for social inclusion. The conference

organised by Helen Hamlyn Research Centre and the Contemporary Trends

Institute. The main issues of the conference were; looking beyond stereotypes

to form design strategies, focusing on better ways to integrate the disabled and

elderly into the economic fabric of countries, and legislation effects on

corporations and design. Issues set by the conference were adopted for the

project as mobility is an objective all humans need to achieve.

3.3.4 Expert interviews

To gain further knowledge of important project issues interviews were under

taken to provide first hand perspectives. People interviewed for the project

were:

Sir Peter Hall

Leading city and town planner of the UK also member of the UK urban task

force

Nigel Coates

Designer of the Oyster house - Ideal homes 1998 concept house, and the

Bodyzone in the Millennium Dome

Philip Ross

Editor of Unwired magazine and Founder of a wireless consultancy

John Smith

Designer of the North Greenwich underground station at the Millennium Dome

Michel Parent

Human computer science interaction specialist of automised vehicles at INRIA,

France

Mike McDonald

Director of Transport Research Group, Southampton, UK

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SECTION 4

findings and outputs

4.1 Mobility for a wide audiencepage 18

4.2 User behaviour

page 18

4.2.1 Observing users

page 18

4.2.2 Generic concepts from users behaviours that are beyond

stereotypes

page 19

4.3 Concept breakdown

page 20

4.3.1 Mobility tabs

(Enabling operator/product to user relationships)

page 20

4.3.2 Urban mobile corridors (Commuting)

page 21

4.3.3 Independent movers (Entertainment Seeking)

page 23

4.3.4 Built environment carriers (Dwelling)

page 25

4.3.5 Open houses (Area Visiting)

page 26

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4.1 Mobility for a wide audience

The concept of mobility for all is one that the automotive industry has proudly

promoted with users since Henry Ford stated that his business intention was to

provide an automobile for every person in the United States. Within the private

sector, this has been a headlining success story across the globe.

The conceptual outcomes of this design research project look at the

objectives of furthering the same attitude by pushing the parameters of business

towards the public domain but still maintaining that the emphasis of potential

consumer to business and product to user relationships are private and personal.

Following this are concepts framed within a design context that provide products

and services that can be used by much larger numbers of people, thereby

increasing growth and profit.

4.2 User behaviours

4.2.1 Observing users

To define a process to deliver design, observing the daily behaviours of city users

was the starting point. The results of the initial stages of the Urban_needs project

(see section 3.2.1 Part 1 - Have your say) gave a feel for what city users want and

need. While analysing this data, logical patterns of lifestyle emerged grouping

behaviours into tasks. Four major mobility tasks were identified:

> Commuting

> Entertainment Seeking

> Dwelling

> Area Visiting

These categories gave the project a focus for wide and varied number of

solutions that are possible. By grouping user behaviours into these tasks we

reduce the chance of missing opportunities and increase our chance of designing

for all. That is to say that from now to 2030, we will all need opportunities to find

entertainment, we will all still work to live, we will all seek homely fulfilment and inan urban environment there are, and will nearly always be, people who do not live

in the city. Indeed you could even say that all of these task behaviours of city users

could all occur in one person in one day. A Urban mobility need diagram (see fig 9)

points out the necessities and values of city users. This diagram was drawn from

nVision data (see section 3.1.2), the Urban_needs project and independent

research such as informal talks with the London Tourist Board.

One avenue of city life that was identified in the early stages of the

research but not pursued was that of user groups maintaining the city. The needs

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Dwelling Area Visiting Commuting

- Accomodation

- Locational Value

- Personal fullfilment

- Entertainment

- Safety

- Low Congestion

- Low Effort

- Effective Cost

- Safety

- Neccesity aquisition

- Privacy (space, medetation)

- Relaxation

- Fellowship

- Entertainment

- Safety

- Sports participation

- Eating out

- Non-domestic enjoyment

- High Culture

- Locational Value

- Safety

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Figure 9: Urban mobility need diagram


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of such a group are so specialised and individual that their needs could easily form

another project. The maintainers were therefore set aside for the moment and the

needs of the public city users were given the project priority.

4.2.2 Generic concepts

The intention of the project was to explore possible diverse solutions for urban

mobility. (see section 2.2 A new sustainable project outlook) The concepts

created are generic to give further scope for development and provide principles

rather than absolute solutions. Four generic vehicle typologies are created around

the usage tasks identified in the city user observations the previous section 4.1.1.

>

Urban Mobile Corridors (Commuting)> Independent Movers (Entertainment Seeking)

> Built Environment Carriers (Dwelling)

> Open Houses (Area Visiting)

This allows the vehicle typologies to gain true relevance to user needs in a real

situation. This is important as the project bases itself around sustainability.

A fifth generic concept was created for the project that looks at enabling

operator/product to user relationships.

> Mobility Tab

This concept derived from technology research and has the aim of making the

solutions to domestic and urban needs instant and easy to find. All the concepts

are broken down by main principle in the next section.

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4.3 Concept breakdown

4.3.1 Mobility Tabs: Enabling operator/product to user relationships

The Mobility Tab less than half the size of a business card - acts as acommanding and responsive physical interface to vehicles initiated by an

operator through a 3G telecommunications device.

3G telecommunications systems providing mobile video and audio

communication by the year 2003 set an excellent background for business to

consumer relationships, placing human operators at the forefront of the

customer relations through telecommunications devices while users are mobile.

Research into this future mobile phone technology indicates that they will

become very multifunctional and start to influence our daily routine like the palm

computer of today.

To avoid continual usage of a telecommunication device that may become more

complex with lifestyle usage, the concept of a mobility tab provides users with

an off-line, simple and intuitive physical interface for the duration of the whole

journey and is easily initiated by a 3G device.

Multifunctional but simple.

The tab is used for a variety of functions but in each case simplicity is the main

design objective.

> The Mobility Tab provides visual confirmation of the mobility tasks to provide

reassurance that services are active. (i.e. if commuting is activated by the

operator, then the tab would display commuting)

> The Tab acts as a simple one-touch commander that would alert roaming

vehicles of a users presence. (This concept is illustrated further in scenario

form in appendix 4 where a user hails a vehicle to use it.)

This concept helps to give the need for mobility a ubiquitous state, giving the

user a visual confidence provider (like an underground ticket to South

Kensington may say on it South Kensington valid till) and helps to fulfil due

need for control of their mobility environment. (Usage of the Mobility Tab is

illustrated in appendix 1 and at the beginning of every typology scenario;

appendices 2, 3, 4 and 5 aid understanding of the concept.)

4.3.2 Urban Mobile Corridors Commuting

Figures quote that in a city such as London, 60% of city users do not rely on a

private car to get to work, making the Urban Mobile Corridor typology a vehicle

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that seeks opportunity in heavily built-up areas. For this reason, the emphasis of

the typology development is ease and safety the vehicle just acts as a service

that delivers users. Below are the Urban Mobile Corridors concept attributes.

> Architecture minimalisation promoting design for all.

> Lowering human fatality by designing usage.

> Lowering human fatality with autonomous systems.

> Attracting usage by allowing users to design their own vehicle environments.

> Multitasking attributes to increase the concept potential.

All attributes of the Urban Mobile Corridor are artistically illustrated in appendix

2 to summarise.

Architecture minimalisation promoting design for all

Hub motors using drive by wire technology that would physically power

electrically maximised interior space in this concept to create a walkthrough

interior. This architecture minimalisation would create a usage environment that

would be appreciated by everyone from wheelchair users and the elderly

through to the average inner-city space junkie!

Lowering human fatality by designing usage

The architectured minimalisation, as mentioned above, would mean that users

in this vehicle are always picked up with the rear door to the curb and delivered

front door to the curb thus keeping them away from dangerous road areas and

avoiding fatalities.

A short vehicle length allows end to curb usage so as not to interfere with

normal traffic flow. This is a departure from the traditional side to curb usage

often found in vehicles.

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Lowering human fatality with autonomous systems

Benefits of autonomous technology seem highly relevant for this typology as it

would often accommodate blurry-eyed morning users and tired afternoon users.

Naturally these users would have a low state of environment awareness so

vehicle automation could result in lowering fatalities. Conversations with Michel

Parent, a vehicle autonomy expert at INRIA in France, highlighted complete

autonomous systems as a possibility that can be achieved now by collaboration

with architects of the urban environment to create local area networks. The

technology that would enable this would be more akin to automated robot

systems that are found in manufacturing plants.

Attracting usage by allowing users to design their own vehicleenvironments

Research from the Urban_needs project point to the perceived benefits of low

cost in the real world scenario of commuting. When asked If you could custom

brand a vehicle with a chosen logo or advert of a sponsor to lower the cost,

69% of all users questioned said yes. Here, opportunities arise to attract usage.

Hardware technology such as bi-stable products (electronic paper displays)

that should start to emerge by the year 2005, offer possibilities for customisation

of interior aesthetics and media. (Figure 10 shows IBM concept development of

bi-stable products.)

Multi-tasking attributes to increase the concept potential

To make full use of the Urban Mobile Corridor as a resource, the concept

delegates a second task to the product. The mobile Urban Corridor could be

regularly used to haul with an operating driver, delivering and collecting other

vehicles and swiftening flow of vehicle movement in the urban environment.

Talks with autonomous vehicle expert of INRIA Michel Parent (see section

3.3.4) revealed that latitudinal and longitudinal control systems could enable thisideal but legislation is still the main barrier for full development. (Figure 11

shows work completed by Michel Parent at INRIA)

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Figure 10: An IBM vision of Bi-Stable product. Cost effective and very low power usage.

Figure 11: Work completed at INRIA of driverless car towing and driverless parking.


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4.3.3 Independent Movers - Entertainment Seeking

The emphasis of this generic typology development is social inclusion and ease

of use as belligerent interfaces can no longer be called entertainment. Of all the

scenarios, this transport option allows users the chance for urban road freedom.

Below are the Independent Movers concept attributes.

> Spatial Flexibility & Comfort

> Choice of minimalisation encouraging social inclusion

> Flexible entrance and regress

> Flexible inclusive operation

(All attributes of the Independent Movers are illustrated in appendix 3)

Spatial Flexibility & Comfort

81 out of 100 users who responded to the question If you could customise a

personal/public vehicle on basis of need, what would be most important? said

spatial arrangementswas their choice on basis of need. This balanced close to

equal against seat comfort (84 users out 100 users on basis of need). (See

appendix 7 for further reference) These two were the highest ratings of the five

responses to the question, and became a main part of the design objective.

Choice of minimalisation encouraging social inclusion

For this typology, a reflection of this data seemed sensible, as the typology is

probably the closest to that of a conventional motor vehicle. To achieve this, the

seating is hideaway and is concealed in the walls of the vehicle space is not

then consumed when needed for other functions. Having the seats fold down

from the wall also means that the floor can maintain a clean, flat surface. This is

good for pre- Third Age (40 to 60) users who start to experience difficulties

moving freely and is ideal for older people who have trouble moving freely in

and out of vehicles.

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Easy entrance and egress

To make entrance easy for all, large apertures are a common feature on the

vehicle. It has three entrances but only two open at one time, the pavement side

and the rear door. The third door that is closest to the road will automatically

lock for safety. As the vehicle fills with users , the rear entrance would be used

more frequently in use would be the rear as the seating is attached to the walls.

The side door is comparable to a traditional two door aperture that forms a

single door to make movement through the vehicle easier when a few people

are in it. The rear door is also a large aperture with a traditional tailgate style

opening that hinges from the highest point of the vehicle architecture.

The floor is completely flat from the front to the rear of the vehicle to make

boarding with shopping bags, prams and wheelchairs easier.

Flexible inclusive operation

This typology promotes good usage for a wide audience allowing wheelchair

users, large, small and older people to use operational devices comfortably. To

achieve this, the dimensions of a household domestic chair and table were

simulated in a vehicle interior. This architecture was investigated with in the

One Vehicle project (see fig 11) and is carried over to this project with

amendments. Figure 13 shows the amended use of a steering wheel instead of

handlebars. As this vehicle seeks a wider audience, this amendment was made

to make road handling easier. Visualised in figure 12 is the kind of full upper

operation device that could enable this principle.

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4.3.4 Built Environment Carriers (Dwelling)

The emphasis of this generic typology development is to seek better mobility

relationships with the built environment. As it is quite rare that the vehicle

industry and the civil environment co-ordinate solutions with such an emphasis,

this sub-section creates two vehicle principles which operate directly in relation

to the urban environment. (Scenarios that are illustrated in appendix 4 show a

vision of the main attributes.)

A possible civil environment context

Governing bodies of Europe are seeking to regenerate wasteland - known as

brownfield land - in built up areas in cities. Definitive targets set by the UK

government say that by the year 2006, 60% of all brownfield land should

become dwellings.Therefore this typology looks to create a vision that would

physically combine carrying vehicles with the architecture of the built

environment in new dwelling estates.

Principle1 - Built Environment Carriers creating ultimate integration with

dwellings

Aiming to make human transit from the urban environment to vehicle

environment as seamless as possible is a positive attribute of this generic

typology. Large apertures that create little change of body position and ensuring

levels of environment and transport floor surfaces make physical transit more

integrated and design inclusive. (These attributes already exist in rail transport

systems). To seek a more traditional approach in comparison to road and car

manufacturing, a system exists in Leeds UK called Guideway Superbus. Figure

14 shows a collection of visuals that highlight the principles mentioned.

Elements of this system are echoed in the built environment carrier typology,

giving evidence of manufacturing viability relating to traditional vehicle

architectures.)

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Figure 11: Mock-up domestic architecture from the one vehicle project (Left)

Figure 12: A steering wheel with inertia ring in centre. (Top right)

Figure 13: Illustrated version of both combined (Bottom right)


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Figure 14: Visuals of level oor entrance, Superbus interacting

with built environment by running through concretechannel and the wheel guide system that enablechannel guidance.


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Principle 2 - Domesticated design

The vehicle is akin to a domestic environment to maintain physical emphasis on

dwelling harmony. The interior typology holds four people comfortably enabling

use family transport. The vehicle architecture is also wide enough to hold a

wheelchair, pram or walking aids.

4.3.5 Open Houses (Area Visiting)

The emphasis of this generic typology development is on tackling congestion.

As a vehicle that would operate on fixed routes or ordered to need, this mobility

option could be of particular use to area visitors of the urban environment.

Below are the Open Houses concept attributes:

> Decongestion

> Optimum development conditions for interaction design

> Privacy in a shared space

(All attributes of the Open House are illustrated in appendix 5)

Decongestion

Issues of road decongestion gave reason to explore shared space and privacy

in terms of vehicle design. The outcome is a four person, shared, trailing vehicle

that is hauled by the Urban Mobile Corridor defined for multitasking (see section

4.3.2). Instead of five cars carrying a single person in each, one shared vehicle

carrying four people using a hauler saves space on the road.

Privacy in a shared space

Inside the vehicle, low level partitioning defines personal areas and pull-up

partitions from the low level partitioning fully defines privacy if wanted or

needed. This interior architecture is created with the hope of attracting higher

usage amongst people who will potentially not know one another (see appendix

5 to see illustrated partitioning).

The Urban_needs research identified security as most important when moving

through urban environments, so activities in the Open House typology are

camera-monitored by the hauling driver to provide security for all.

Natural Interaction design

Experiments were conducted that concentrated domestic values on interactions

with other vehicles (see fig 15). A kinetic envelope of movement is defined

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around the user taking a seating position. This is replicated in the door shape to

give similar parameters of movement. Other cues used to guide interaction are:

hinging the door from centre so position for entrance is predefined; and placing

the seat backs facing the ends of the vehicle so, visually, the user orientation is

confirmed and completed.

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Figure 11: Shown is a design experiment looking at domestic seating and its relationship

to the shape for the door architecture of the Open House typology. Point b1mark the start of sideways movement. The red lines show the kinetic envelopefor a more domesticated style of body movement. (Further experimentation

with body sizes should detail dimensional perimeter)


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SECTION 5

further directions

5.1 Concentrating design around users

page 295.1.2 Designing products that gain trust

page 29

5.1.2 Automation in cities

page 29

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5.1 Concentrating design around users

5.1.2 Designing products that gain trustConsumer information from the Future Foundation revealed that 12% of people

trust vehicle manufacturers a lot and that 34% trust vehicle manufactures a

little. In a market place where consumers are spoilt for choice, encouraging

brand relationships and loyalty is becoming more and more important to

manufacturers.

From a design perspective, concentrating on user/product social dynamics

became essential. This was investigated in isolation in section 4.3.1 (Mobility

Tabs). Further opportunities to gain trust lay within this approach for design.

5.1.2 Automation in cities

According to expert opinion, the year 2010 will be a turning point for manual and

autonomous systems in vehicle design. The argument pushing legislation at the

moment focuses around the ideal of zero fatality and easy lifestyle.

Unfortunately, what can be seen from automisation are conflicts between user

aspirations for independence and governing bodies.

Further research into vehicle/urban environment design needs to take to ensure

that the aspirations of all concerned for safer cities are to be maintained.

Research design opportunities arise that relate awareness and relaxation to

physical architectures. For example, a person in a vehicle is under control of the

vehicle and decides that they now want to have a look at something in the rear

of the vehicle. Concepts such as the Lancia Nea maintain that a user can

regain control by a light push of the steering wheel. However, the user may

have nudged the steering wheel by accident whilst looking for something in the

back. Could s design solution where interiors physically change shape to define

function (i.e. controls move out of the way) remove this problem? This is only

one example and undoubtedly more opportunities will arise as automation

makes its way into the modern motor vehicle over the next 10 to 15 years.

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APPENDICES

Appendix 1 (Concept 1 - Mobility Tab)

Appendix 2 (Concept 2 - Urban Mobile Corridors)

Appendix 3 (Concept 3 - Important Movers)

Appendix 4 (Concept 4 - Built Environment)

Appendix 5 (Concept 5 - Open Houses)

Appendix 6 (Timetrack 1998 - 2030)

Appendix 7 (Urban_needs Results)

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APPENDIX 1

Concept 1 - Mobility Tab

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or or

05a

Attach to your collar.

01

Mobility, from your conveniencestore.

02

Available over the counter,

04

Tear open for mobility.

03

in handy size packets.

05b

Attach on your pocket.

05c

Attach on your sleeve.

Ways to move x 4


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APPENDIX 2

Concept 2 - Urban Mobile Corridors

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Urban Mobile CorridorA typology for commuting


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http://www.ford.com/urban_moving.html

01

Patrick: "I would like to travelas a commuter please"

02

The choice sets the tabpreferences

06

The door opens to greetPatrick...

05

To lower the cost you can evenpick a journey sponsor.

03

You can use a vehicle fromdifferent places.

04

Known as Urban MobileCorridors the vehicles respond

to your tag.

Urban Mobile Corridor


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10

Speed is controlled by the moveoperator and user voice for

safety.

07

and even pulls up a seat forhim.

08

Patrick can vary seatingpositions to his preference.

09

Road control is simplified forsafety. Click left and right for

direction.

And diversion help speeds upyour journey.

11

When Patrick reaches hisdestination. The Urban Mobile

Corridor to take care of its self.

12

Urban Mobile Corridors(continuted)


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01 Entrance ramping make entrance easier and pleasant. This also enables socially excludedparties prams, wheelchairs, elderly.

02 Large front an rear doors onlymake movement through the vehicle easy.

03 Walk through Architecturecreated by a minimalisation of mechanical structure enablecurb to curb delivery of users and enables socially excludedparties prams, wheelchairs, elderly.

Design features of the Urban Mobile Corridor

Large front an rear tailgate doors

02

Walk through Architecture

03

Entrance ramping

01


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APPENDIX 3

Concept 3 - Important Movers

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Independent MoversA typology for entertainment seekers


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a(ii)

Speed is controlled by the moveoperator and user voice for

safety.

a(i)

Just before Patrick preparesto leave work. He prepares his

next journey.

b(i)

Patrick: "I would like to travelas a entertainment seeker

please"

b(ii)

The choice sets the Mobility Tabpreferences

The choice sets the Mobility Tabpreferences

a(iii)

A three way conversation isheld...

01

The work daypasses.

from Commuting from Mobility Tab

Entertainment Seeking


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05

Patrick arrives at meeting pointwhere the vehicle identifies him.

03

An Urban Mobile Corridor trailsan Independent Mover vehicle

to meeting point .

04

The Urban Mobile Corridorleaves the Independent Mover

vehicle at point

The operator downloads hispersonal details to the vehicle.

06

Marsha, his personal drivingassistant is activated.

07

b

a

02

and a meeting point is agreed.

a

a

Entertainment Seekers(continuted)


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b

a

11

Patrick takes the driving seatand prepares to go

08

The vehicle opens up and hegets in

09

Seating in concealed in thedoor walls...

10

and easily folds out.

Patrick makes his way to Taraat the agreed point B

12

Waiting at point B is Tara andan unexpected friend.

13



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22

Once home Patrick leaves Tarato use the vehicle.

20

There's not much to do soeveyone gets comfortable.

21

Patrick is alerted that traffic isopening up so he regains

23

Patrick drops off John andstarts the drive to his flat.



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Large singular doors

01Flat floors

02

High peaked roof

03

Diverse methods of entrance

04

High seating

05

Full hand operation

01 Large singular doors give easier entrance and exit for users doing various tasks and for people with differing abilities.E.G.: Someone with shopping bags Sports bags

Wheelchair users Elderly Users with prams Injured with broken limbs

02 Flat floors makes entrance/exit and movement of lower limbs in the vehicle easier.

03 High peaked roof enables disabled and tall users.

04 Diverse methods of entrance create access for wheelchair users, and make loading of vehicle an much more pleasant task.

05 High seating makes seating and standing entrance and exit easier, and psychologically creates a positive driving persona.

06 Full hand operation enables lower limb disabled.

06

Design features of the Important Mover


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APPENDIX 4

Concept 4 - Built Environment

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Built Environment CarriersA typology for dwelling


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beep

04

A vehicle comes towards himwhile heading for the estate

station.

02

The choice sets the tabpreferences

03

Patrick enters his dwellingestate where can catch a MOVE

vehicle.

This notifies the vehicle that itshould stop.

06

01

Patrick: "I would like to travelas a dweller please"

He squeezes his Mobility Tab

05

Dwelling


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10

Automatic guidance directs hisvehicle to his apartment.

08

The vehicle stops and he isgreeted by Martha.

09

"To my apartment pleaseMartha".

07

MOVE download Patrick'spersonal details to the vehicle.

Patrick is then dropped of at hisapartment and the vehicle

continues on a circular route.

11

Built Environment Carriers(continuted)


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APPENDIX 5

Concept 5 - Open Houses

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Open HouseA typology for area visiting


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a(v)

While walking Patrick isalerted...

a(i)

Patrick to operator:"I would like to travel as a

dweller please"

a(ii)

The choice sets the MobilityTab preferences

a(vi)

and is told where the thenearest available vehicle is.

b(ii)

He sees an Open House goingtowards his destination. So he

decides to stops it.

a(iv)

Mobility, from your conveniencestore.

a(iii)

Patrick contacts the operatorand logs his destination.

b(i)

Patrick dwell travels out of theestate.

Area Visitors


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01

He walks to meet the vehiclewhere a door opens to greet

him.

04

and pulls up the partitions forprivacy so that he can call

Tara.

07

They meet in primary squarewhere they plan to start theevening in the city centre.

02

He takes one of offered 3seats left in the partitioned

vehicle...

06

So he leaves the vehicle to takeshort walk to meet Tara.

Area Visitors(continuted)

05

While talking to Tara henotices that he has nearlyreached his destination.

03

Patrick is phoned up by theoperator who confirms anupdate of his mobility task.


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01 Flat floors makes easier entrance/exit.

02 Natural entry doors are formed to compare to a more domestic style body movement.

03 High ceiling provide easier entry

04 Privacy screens lift up and down from the low level partitions to give users a personal space.

05 Partitioning for 4 users aids spatial security for users in the shared vehicle.

Design features of the Open House

High ceiling

Easy entry door shape

Privacy screens

Partitioning for 4 users

Flat flooring

03

04

01

02

05


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APPENDIX 6

Timetrack 1998 - 2030

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1980

1985

2005

1995

1990

2030

2025

2020

2015

2010

2000

technology user behaviour domestic environments urban context

1980

1985

2005

1995

1990

2030

2025

2020

2015

2010

2000

technology user behaviour domestic environments urban context

2020: - DNA Computing starts(2)- Computers dominate lifes of people(2)- Articial Intelligence, a true begining?(2)- 5000 yrs of human experience on the

internet(2)

2010: - Full ubiquitous computing(2)

2020: - UK: Aged 65 & over_16 million(5),- UK: population_60 million(1)

2010: - UK: Single person housholdswill be 40% of all households(7)

2015: - New homes_4.4 to 5.5 million from

the year 2000, 80% to single persons(6)

2021: - UK: Cohabiting couples_3 million(6)

2010: - All air transport is expected to

have exanded by 50%(19)2010: - G: Reducedomestic Co2_20%(9)- UK: Obesity_25% of all adults.(8)

2012: - UK Gov: Reduce Co2

emissions_12% below 1990 levels(9)- California: New CARB rules requres

88,000 ZEV.(20)

2008: - GM: Consumer fuel cell tech.(11)- Crossing Assistant vehicles technologies

emerge.(21)

2008: - 60% of new housing on browneld

land and converted old buildings.(12)- California: New CARB rules requres

44,000 ZEVs.(20)

2006: - FCC rule out analog TV signals for

digital(2) - Lane Changing/Merging Assis-tant vehicles technologies emerge.(21)

2030: - UK: Vast majority of our urban

fabric still exists(12)

2016: - 69% incease from 1996 in urban

motorway usage on weekday 8-9 am(15)

2031: - 104% incease from 1996 of rural

trafc in england if transport policies fail

to stem growth(16)

2007: - Holographics emerge in markets(13)- Rural Drive Assistance vehicles technolo-gies emerge.(21)

2009: - Urban Drive Assistance technolo-gies in vehicles emerge.(21)- Access to the internet by: TV j ust over

50%, PC just under 50%

Change of wisdom conventions(14)

1990s:-New City planing conventions -Through roads, and Open travel patterns.1980s:-City planing conventions -Road hiaracy system.

1991: - California: CARB (California AirResources Board) introduced ZEV (Zero

Emisson Vehicle) Mandate.(20)

1998: - UK-Population_58.7million. (1)

2000: - UK-Aged 65 & over_12 million(4),- California: CARB ZEV mandate, 70 public

vehicles on the road though partnership.(11)

2000: - UK: Obesity_17% men, 20%women.(8)

1996: - UK-Cohabiting couples_1.56

million (6)

1990: - GSM WAP launched. (10)

2000: - GPRS i n GSM@28K/sec(10)

2001: - GPRS WAP@56K/sec(10) - Accessto the internet by: TV under 3%, PC just

under 20% - Lane depaerture Warning

System vehicle technologies emerge.(21)

2002: - GPRS@112K/sec - everywhere(10)- Stop and Go vehicle technologies

emerge.(21)

2004: - GM:Preproduction fuel cell tech.(11) - Stop and Go ++ & Blind Spot Monitor-ing vehicle technologies emerge.(21)

2004: - Business and service providers

must ensure access for the disabled -

Disabled Discrimination Act BS 5810,

issued. (12)

1988: - 1st consumer PC. (2)

1984: - No one would dream of buying a

machine without common sense.

Douglas Lenat specialists claim wrote rules ofcommon sense for computing for Xerox, Apple,Kodak and more.(2)

2001: - Mobile phone hands free kit liber-ates open verbal social inhibitions.(18)

1981: - One parent families doubled

from 1960.(17)

2005: - Quality speech recognition(2)- Bi stable products electronic paper(13)

2003: - Bluetooth in most products(3)- Full UMTS G3 Infrastructure(4,10)- Parking Assisistant & Road Departure

Warning System vehicle technologies

emerge.(21)

1990/2000:-One parent families nearlydouble from 1981.(17)

1980/1990: -Entertainment moves fromthe home as noted in 1955 (abid, 1955,p.69) to commercial venues outsidethe home.(17)

2003: - California: The original CARB ZEV

mandate required 22,000 EVs by 2003.(20)

2001: - California: CARB ZEV mandatemodied to include hybrid, fuel cell &

extremely clean gasoline.(20)


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Timetrack references

W_Organiation website and URL linkP_Government and Academic PaperB_Book and PublicationJ_Magazine and Journal

I_Interviews with Field ExpertsR_Reserch and information of Consortiums, Groups & Organisation

(1) W http://www.undp.org/popin/wtrends/p98/fp98.htm

(2) B Visions - Kaku 1990

(3) W http://www.bluetooth.com

(4) W http://www.semiconductors.philips.com/3g/

(5) P Engineering Council A Vision for Transport 2020, 1997

(6) W http://www.trg.soton.ac.uk/research/TVNetwork/themes/theme1/week1fact.htm

(7) W http://www.esrc.ac.uk/2010/docs/britain.html

(8) W http://www.fabour.co.uk

(9) P New Deal for transport, Better for Everyone, UK Gov - July 1998

(10) W http://www.mpoweredup.com

(11) J Automotive world - November 2000 [cover story: fuel cells - A whole new business]

(12) P Urban Futures Our Towns and Cities: The Future Delivering an Urban Renaissance , UK Gov - November 2000

(13) I Philip Ross - Tuesday 16th 2001 (Editor of unwired magazine.)

(14) I Sir Peter Hall - Tuesday 23rd 2001 (Professor of City planning and the built environment.)

(15) R DETR & nVision, Focus on personal Transport

(16) R ONS/nVision,Forcast for rural road if transport policies fail to stem growth.

(17) B The Place of Home - English Domestic Environments, 1914-2000. (Alison Ravetz with Richard Turkington, 1995)

(18) R 2030 - Urban Moving , observational research. (Shaun Hutchinson, 2001)

(19) J Automotive world - December 2000 page 40.

(20) J Automotive world - March 2001 page 10.

(21) J EUCAR: European Council for Automotive R&D. Advanced Driver Assistance Systems in Europe.(Pitching breakthrough maturity against levels of condence. Also concidering factors of Sevices,

Infrastructure, Legal Social and political aspects, HMI and Technology. - 20/02/2001)


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appendix 7

Urban_needs Results

urban moving 2030

Documents