**4. The needs of the older traveller**

There are several major over-arching issues here, from which all the requirements may be derived, and these issues are:


#### **4.1 Design features that deter users**

There are already many examples of what constitute 'good' and 'poor' features from an ergonomic perspective, and to this we can also add design principles and what research on technology acceptance is telling us. Examples of technology design featured include the following with comments about why each may deter users:

*Models and Technologies for Smart, Sustainable and Safe Transportation Systems*

**3. How can transport system changes benefit older people?**

should be available for all new technology.

things looking as good.

good instructional material to support this. Personalised and self-regulated learning

The UK Government has published details of a MaaS approach [65], which would allow for personalized transport in some ways; this would include ticketing and many other services through single systems – early examples include smartcards that can allow the user to go from mode to mode without any reticketing. In the longer run, it would move towards a more bespoke service that can benefit the less mobile by allowing transport to be summonsed to precise destinations for personalized journeys. This is one example of new technology working to enhance and improve, and for the less mobile actually enable travel to be undertaken. In the UK Government report on engagement with new technology by older travellers [66], ideas were proposed that related to a smart user interface that could enable travelling. However, several researchers have commented that older people have a long list of needs that would be important for their travelling, for example the availability of rest places, toilet facilities and ease of access and egress at all points. Whilst Transport for London [TfL] has gone a long way in enabling wheelchairs on buses and other travel places, this is clearly not a completed exercise as for example many tube stations remain wheelchair-unfriendly and information about when the next bus is arriving is not sufficient to enable trouble-free travelling; nor with much lower levels of per capita spending on transport outside of London, are

The report [66] also proposed that big data and information being provided by users can work towards the data base needed so that the full panoply of needed information is accurate, precise to what is needed and provided in real time for older and less physically able travellers. As an example, you as a disabled might want to go on a journey to eat a meal at a restaurant with your friends, calling on the way back to collect some items from [say] the chemist. The information you will need includes the transport availability, estimated arrival time, whether or not you will be able to board, the availability of facilities at the destination stop, the availability of ramps, or stairs, or seating, whether under cover, etc. at the destination. Then all the same information to get to the next destination, the chemist, then more information again about the homeward part of the journey. You also need to be fairly certain that the service will actually be running with no cancellations, no temporary movement of stops, for all three journeys. In the world of totally personalisable transport, you would be able to book the whole journey using a personalized vehicle from start to destination to destination to home, and do all this booking by

So the question is- where are we in relation to the ideal world of reliable transport, full information provided in real time, integration of services, etc. And further, can all this be achieved using a full blown Maas? And if so, how will this work in rural and small-town environments as opposed to large cities, particularly

It has been argued by many authors that this requires a political will, some legislation, and planning and infrastructure changes to get there. The recent massive changes to cycling infrastructure following from making transport more Covid-compliant has actually, at the time of writing, moved people out of buses and into cars and some onto cycles. The Cycle superhighways in London are certainly reducing road space for other vehicles; the congestion charging there has also

London, where there is already some integration?

**62**

touchscreen.

