a

Technological Innovations

in Transportation for

People with Disabilities

The Exploratory Advanced Research Program

Workshop Summary Report • February 23, 2011
Foreword

To examine technological innovations in accessible transportation and better understand the requirements of pedestrians and travelers with visual impairment or other disabilities, the Federal Highway 

Administration’s Office of Research, Development, and Technology and, specifically, leaders from the 

Office of Operations Research and Development and the Exploratory Advanced Research Program, 

convened a 1-day workshop to explore this area. In February 2011, a panel of speakers made up of disability experts, academia professionals, transportation industry experts, and other professionals were 

brought together to discuss applications of technology, identify knowledge gaps and opportunities, 

and highlight barriers to implementation. 

Through the distribution of this summary report to the workshop participants and the broader highway and disability communities, we aim to encourage further discussion regarding the development of 

technological applications for pedestrians and travelers with disabilities. These discussions could also 

lead to the identification of future research needs and opportunities to enhance the transportation accessibility for all Americans.

Michael F. Trentacoste

Associate Administrator for Research, Development, and Technology

Federal Highway Administration

Notice

This document is disseminated in the interest of information exchange under the sponsorship of the Department of Transportation. The United States Government assumes no 

liability for its contents or use thereof. This report does not constitute a standard, specification, or regulation.

The United States Government does not endorse products or manufacturers. Trade 

and manufacturers’ names appear in this report only because they are essential to the 

object of the document.

Quality Assurance Statement

The Federal Highway Administration (FHWA) provides high-quality information to serve 

government, industry, and the public in a manner that promotes public understanding. 

Standards and policies are used to ensure and maximize the quality, objectivity, utility, 

and integrity of its information. FHWA periodically reviews quality issues and adjusts its 

programs and processes to ensure continuous quality improvement.

Cover image: © iStockphoto.com
Technical Report Documentation Page 

i

1. Report No.

FHWA-HRT-11-041

2. Government Accession No. 3. Recipient Catalog No.

4 Title and Subtitle

Technological Innovations in Transportation for People with Disabilities Workshop 

Summary Report

5 Report Date

September 2011

6 Performing Organization Code

CLIN 004

7. Author(s)

Tom Morton and Mohammed Yousuf

8 Performing Organization Report 

No. 

9 Performing Organization Name and Address

Woodward Communications, Inc.

1420 N Street, NW, Suite 102

Washington, D.C. 20005

10 Work Unit No. (TRAIS)

11 Contract or Grant No.

DTFH61-09-F-00027

12 Sponsoring Agency Name and Address

Office of Operations Research and Development

Federal Highway Administration

U.S. Department of Transportation

1200 New Jersey Avenue, SE

Washington, DC 20590

13 Type of Report and Period 

Covered

Summary Report

February 23, 2011

14 Sponsoring Agency Code

15 Supplementary Notes

FHWA Technical Point of Contact: Mohammed Yousuf, Office of Operations Research and Development

16 Abstract

The  report  summarizes  a  workshop  held February 23,  2011 to  examine  technological  innovations  in  accessible  

transportation  and  better  understand  the  requirements  of  pedestrians  and  travelers  with  visual  impairment  or  other  

disabilities.  

Part  One   focuses  on   the   following  presentations:  Triggering  a  Virtuous  Circle  of  Self-­‐‐Sustaining  Accessibility  and  

Transportation;   Environmental   Awareness   for   People   with   Visual   Impairments—Gaps,   Challenges,   and  

Opportunities;  Getting  There  if  You   are   Blind:   Synergistic   Convergence   of   Technologies   to   Improve  Wayfinding;  

Using Robotics   and   Artificial   Intelligence   to   Improve   Mobility   and   Navigation   of   People   with   Special   Needs;  

Opportunities   and   Innovations  in   ITS   and  Mobile  Technology   for  Accessible  Transportation;  Making  Technology  

Universally  Accessible  for  all  Users,  Including  Those  with  Sensory  and  Cognitive  Impairments.  

Part  Two  of  the  report  summarizes  the  group  breakout  discussions.

17 Key Words

Technological, Innovations, Disabilities, Transportation, 

Accessibility, Environmental Awareness, Convergence, 

Navigation, Wayfinding, Orientation, Detection, Universal 

Design, Robotics, Artificial Intelligence, ITS, Accessible 

Transportation, Machine Vision, Event Horizon, Guidance, 

Accessible GPS

18 Distribution Statement

No restrictions. This document is available to the public 

through the National Technical Information Service, 

Springfield, VA 22161.

19 Security Classification 

(of this report)

Unclassified

20 Security Classification 

(of this page) 

Unclassified

21 No. of pages

36

22 Price

Form DOT F 1700.7 (8-72)
ii
iii

The Technological Innovations in Transportation for People With Disabilities workshop began with an introduction from U.S. 

Department of Transportation representatives and 

a brief background to the workshop. A panel of six 

speakers then presented on technological advancements, existing and developing tools, methods, and 

concepts related to vision-impaired pedestrians 

and other disabilities. 

David Lewis, Senior Vice President at Henningson, Durham & Richardson (HDR), Inc. began the 

speaker presentations by highlighting the ongoing 

struggle to understand the relationship between 

public policy regarding technology, and the penetration and commercial realization of design and 

technology solutions that improve the lives and 

wellbeing of people with disabilities. Gil Lutz, Chief 

Pioneering Officer at Sendero Group, then provided 

an overview of what he regards as the most sophisticated consumer Global Positioning System (GPS) 

on the market. The Sendero system fills a gap in the 

market for accessible, talking, GPS navigation. 

Following this, Bill Crandall, a scientist at SmithKettlewell Eye Institute, focused on overcoming barriers faced by people with visual impairments as they 

travel around on a day-to-day basis. Tools discussed 

included tactile print maps, GPS, geographic information systems, and remote infrared audible signs 

(RIAS). Next to speak was David Bruemmer, Vice 

President at 5D Robotics. He offered insight into the 

role of service robots in the total global robotics market. The market is expected to progress rapidly in the 

coming years, so it is important to find the right task 

allocation for robots to meet specific requirements. 

Executive Summary 

Larry Head, Department Head of Systems and 

Industrial Engineering at the University of Arizona, 

then demonstrated the benefits of a connected environment, explaining the benefits offered to all 

road users, from emergency vehicles approaching 

an intersection to pedestrians waiting at a crosswalk. The final presentation came from Katharine 

Hunter-Zaworski of the National Center for Accessible Transportation at Oregon State University. 

Hunter-Zaworski presented on making technology universally accessible to all users. The urbanrural accessibility divide was highlighted, as well 

as many of the new technologies aimed at improving access for all, including handheld devices, 

video phones, and accessible information systems. 

The remainder of the 1-day workshop included small breakout group discussions on four topics, all offering a foundation to be developed into 

something that empowers people with disabilities: 

Intelligent Transportation Systems (ITS), wireless 

technologies, and mobile computing; robotics, artificial intelligence, and object detection; navigation, 

wayfinding, orientation, and guidance; and universal design and accessible transportation. 

Some of the issues related to ITS, wireless 

technologies, and mobile computing were identified as a hierarchical series of basic travel needs 

to be met, from the ability to receive information 

on a mobile device to sharing real-time transit 

information over a network. The proliferation of 

smart phones points to many future applications 

for such devices, although affordability and overall cost to access this technology need to be kept 

in mind.

iii
iv

Discussion of robotics, artificial intelligence, 

and object detection covered some of the many 

problems facing a visually-impaired traveler on a 

daily basis; from identifying departure information 

and purchasing a fare to boarding the correct vehicle 

and disembarking at the correct stop. Instead of 

basic close-range object detection, of greater importance is finding ways to improve overall spatial 

awareness and implement assistive technology 

while minimizing costs.

Discussion of navigation, wayfinding, orientation, and guidance highlighted the need to consider 

a multimodal journey when attempting to implement wayfinding technology for visually-impaired 

travelers. Wayfinding information by transportation 

facilities is inconsistent. There is an opportunity to 

improve access for all and offer technology to improve the confidence of travelers with disabilities.

When examining issues pertaining to universal 

design and accessible transportation, there is a need 

to remove unexpected obstacles between different 

jurisdictions to make getting around as seamless 

and barrier-free as possible. A level playing field is 

needed, with cross-disability support provided in 

multiple formats. Other topics discussed included 

outreach to investors to secure funding for adoption of new technology, standards for infrastructure, and compiling a detailed understanding of the 

transportation problems that people face.

General discussion at the end of the workshop 

was designed to identify a few good ideas that 

could be taken to the next level. To begin, it was 

suggested that the EAR Program develop foundation research that could eventually lead to improvements and enhancements to existing infrastructure. 

The importance of sharing information between 

interested parties was also considered key to moving 

forward. 

There is a need to pay attention to policy, rules, 

and regulations. There have been many cases of a 

new technology that would be of great benefit to 

many people being held up because of regulations, 

so there may be a need to amend rules to ensure 

that there is a clear path for new assistive technologies and markets to thrive. 

Finally, many new technologies could offer 

a different way to carry out a task, but to make a 

case for investors, the true benefits need to be 

accurately measured. Quantitative and qualitative 

assessments of the potential impact of a new technology on the end user should be identified. Given 

that travelers with disabilities have wide variation 

of wants and needs, the target population should be 

involved at all stages. 

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Table of Contents

INTRODUCTION vi

PART ONE: SPEAKER PRESENTATIONS 1

1. Triggering a Virtuous Circle of Self-Sustaining Accessibility and Transportation 2

2. Environmental Awareness for People With Visual Impairments—

Gaps, Challenges, and Opportunities 4

3. Getting There If You Are Blind: Synergistic Convergence of Technologies to 

Improve Wayfinding 5

4. Using Robotics and Artificial Intelligence to Improve Mobility and 

Navigation of People With Special Needs 7

5. Opportunities and Innovations in ITS and Mobile Technology for Accessible 

Transportation 9

6. Making Technology Universally Accessible for All Users, Including Those 

With Sensory and Cognitive Impairments 11

PART TWO: GROUP DISCUSSION 13

1. ITS, Wireless Technologies, and Mobile Computing 14

2. Robotics, Artificial Intelligence, and Object Detection 16

3. Navigation, Wayfinding, Orientation, and Guidance 18

4. Universal Design and Accessible Transportation 19

NEXT STEPS 21

APPENDIX A: AGENDA 24

APPENDIX B: Workshop Participants 26

vii

Technological advancements could help to empower people with disabilities by addressing their mobility needs, but the benefits of such advancement have not yet reached this segment of the traveling public. There is a need to explore the suite of new technologies, such as wireless, dedicated short range communication (DSRC), global positioning 

systems (GPS), object detection, and robotics to find methods, tools, or devices that offer persons with different impairments accessible transportation to meet their individual needs. 

The Federal Highway Administration’s (FHWA) Office of Operations Research and Development (R&D) with the Exploratory Advanced Research (EAR) Program, intends to examine 

current and future advancements in Intelligent Transportation Systems (ITS) and other technologies to improve accessible transportation for people with vision impairment and other 

disabilities. It also aims to identify opportunities and share knowledge and experience on how 

different technologies could be integrated to assist people with disabilities to be more mobile 

and independent.

On February 23, 2011, at the Turner-Fairbank Highway Research Center (TFHRC) in 

McLean, VA, the EAR Program convened a 1-day workshop on Technological Innovations 

in Transportation for People with Disabilities. The objectives of the workshop were to identify areas of focus where research could lead to radical new approaches in personal mobility, and assess technological viability and capabilities. 

Attendees were welcomed by U.S. Department of Transportation (USDOT) representatives, who presented background information. Michael Trentacoste, Associate Administrator for Research, Development, and Technology (RD&T) at FHWA and Director of TFHRC, 

provided an overview of FHWA’s involvement in transportation accessibility and the importance of improving highway facilities for all users. Joe Peters, Director, Office of Operations 

R&D at FHWA, outlined the importance of raising awareness of people with disabilities 

and addressing individual user requirements, and David Kuehn, EAR Program Manager at 

FHWA, offered insight into the application of long-term research to provide travelers with 

greater safety, mobility, and access. 

Richard Devylder, Senior Advisor on Accessible Transportation at USDOT, presented his 

thoughts on technology solutions to mainstream accessible transportation and ensure that functional needs are being met. Finally, Mohammed Yousuf, Office of Operations R&D at FHWA, 

provided insight into the importance of technological innovations in transportation for people 

with disabilities and addressed the suite of new and emerging technologies now available.

The presentations that followed, by six experts in this area, covered existing and developing tools, methods, technological advancements, and concepts with potential for improving 

mobility and wayfinding for travelers with disabilities. Following these presentations, the 

participants discussed applications to wayfinding and guidance for travelers and identified 

gaps, opportunities, and barriers to implementation. 

Introduction

Part One

Speaker Presentations
2

Myth vs. Reality

The relationships between technology research and 

development and between market penetration and 

diffusion was the focus of this presentation. It has 

been a struggle to understand the relationship 

between public policy regarding technology and the 

penetration and commercial realization of design 

and technology solutions that improve the lives and 

well-being of people with disabilities. There is a 

small-market myth that the target population, those 

with disabilities, is too small to drive a market for 

technological innovation; however, the reality is different, and shows that markets can be triggered and 

become self-sustaining. 

Countering the Myth

There are two steps to countering the small-market myth. The first step is public policy “nudging” 

driven by a recognition of the true benefits. Markets can be very shortsighted and often neither 

consumers nor suppliers recognize the full value of 

something without a public policy nudge. The second step is using policy to encourage a sufficient 

amount of capital investment to trigger a selfsustaining market for accessibility. It is crucial to 

understand the fundamentally important role of 

capital in triggering self-sustaining markets.

Policy is all about creating the initial recognition. Using nutrition as an example, a regulatory 

shove would be to take a soda machine out and 

put in an orange juice dispenser; however, a public policy nudge would be to put the orange juice 

dispenser next to the soda machine and provide 

1. Triggering a Virtuous Circle of Self-Sustaining 

Accessibility and Transportation

David Lewis, Senior Vice President, Henningson, Durham & Richardson (HDR), Inc.

education and training to influence the choice. 

Before finding that self-sustaining reality, there 

has to be a public policy realization of what is 

going on. That depends on the value proposition 

for the technologies and instruments of change.

Making a Business Case

User benefits are the beginning of making a business case, but understanding the use-related benefits to people with disabilities is only the beginning. 

There are also other benefits that can be valued, 

including time savings, improved safety, and improved quality of time spent. Then there are comfort and convenience benefits, including two benefits which are now being recognized and valued: 

reduced stigmatic harm and reduced humiliation. 

Use-related benefits matter and can be extended to 

people without disabilities as well.

To make a cost-benefit case in anticipation of 

what a market will value, the value of the benefits 

to people with disabilities must be recognized. 

Additionally, there are other non-use-related benefits to consider. People are willing to pay taxes for 

many things that are not used. An example of this is 

saving an endangered species in the wilderness. 

People are willing to pay tax dollars and higher 

prices for something they will not use; they pay for 

the option value and existence value.

To reliably and accurately monetize the benefits, 

it is necessary to challenge and review using properly vetted empirical evidence, evaluations, and 

analytics. It is also important to engage in evaluation and analysis with real people. Checks and 
3

Benefit-Driven

Regulation and

Enforcement

Sets O

Capital 

Investment

Capital

Investment in

Accessibility

Research &

Development

New

Technology and

Design

Improvement

Self-Sustaining

Accessibility

Self-Generating

Virtuous

Cycle

Available

Technology

Spurs Investment

Application to

Transportation,

Built Environment,

Workplace, Home

©David Lewis

A self-generating virtuous circle.

balances are the key, but they only work if there is a 

foundation of decent empirical evidence.

Cost-Benefit Analysis

Using an example of an accessible automatic ticket 

machine at an airport, and looking at the user benefits of people with disabilities, in terms of time 

savings alone, there is a value of about $330 per 100 

uses. If you include time saved, comfort, and avoided stigmatic harm of having to go up to a counter 

for assistance, the value goes up to over $700 per 

100 uses.1 The cost-benefit analysis from a regulator point of view cannot be justified unless you take 

all these other benefits into account.

Development Process

The first step is to identify technologies and design 

improvements for the purpose of R&D that, on a 

broadly defined basis, have a value proposition that 

says the benefits exceed the cost. The next step, 

looking at the effect of capital investment in society 

today, is to search for things that consumers value 

and are willing to pay something for. One example 

is washing machine manufacturers, who compete 

on price but also quality and functionality of the 

product. New technology is frequently introduced 

and creates a demand. Technology becomes embedded, and then new technology continually 

emerges as part of a self-generating circle. 

Conclusions

To achieve economically sustainable accessibility, 

a virtuous circle of self-sustaining investment in 

accessible technology and design needs to be triggered. To trigger a virtuous circle, there needs to be 

sufficient capital investment and R&D in accessibility. To ensure sufficient capital investment, there 

needs to be a strong regulatory nudge. Finally, to 

ensure a sufficiently strong and appropriate regulatory nudge, all benefits need to be quantified—not 

just the obvious ones.

1 “Countering the Economic Threat to Sustainable Accessibility,” David Lewis, S. Ling Suen, Daphne Federing, Institute of 

Transport Studies, Monash University, Australia, 2010.
4

2. Environmental Awareness for People With Visual 

Impairments—Gaps, Challenges, and Opportunities

Gil Lutz, Chief Pioneering Officer, Sendero Group

GPS Assistive Technology

As original GPS navigation systems emerged onto 

the market, companies were not making them 

adaptable with screen readers or even magnification. Sendero was formed to develop an accessible 

talking GPS unit and offer that positioning functionality to those with impairments.

The System

The Sendero GPS allows a visually impaired user 

to look up an address in the database and acquire 

familiarity with a new area before arrival. Sendero 

purchases every point of interest (POI) database 

available, so it is possible to look up restaurants, hotels, and many other locations using the system. 

Obtaining POI databases is crucial to presenting as 

much information as possible to users so they can 

clearly place their location in relation to what surrounds them. A social community built around the 

system encourages users to actively share routes 

and create their own POIs. These contributions are 

compiled once a month, and there are now approximately 5,000 user-generated POIs available. The 

maps are updated once a year, 

using Tele Atlas and Navtec 

data, and error reporting 

is encouraged throughout the year. 

The goal is to develop voice software similar to 

that seen on the IBM machine “Watson” (as featured 

on Jeopardy), where it would be possible to get 

directions from voice input alone—for many people, typing is not an option and they are unable to 

use Braille.

Mapping Features

It is possible to learn and retrace a route even if 

away from the street system. For example, a user 

can be guided along a trail or across a campus once, 

and from then on they will have specific directions 

instructing them to turn left or right at a certain distance. The turning increments can even be customized as compass degrees, or a clock face, according 

to user preference.

Conclusions

Although the system represents a new wayfinding 

frontier for many people, there are several known 

shortcomings at this time. For example, it does 

not currently feature grade or slope information. 

Another issue is where to cross a street—usually 

this is done at a stop sign or traffic light, but Sendero 

does not have access to a database with that information. These data are out there however, and 

could ultimately be converted and uploaded. Navigating roundabouts is also a challenge. 

©Mike May

The Sendero GPS system.
5

3. Getting There If You Are Blind: 

Synergistic Convergence of Technologies 

to Improve Wayfinding

Bill Crandall, Scientist, Smith-Kettlewell Eye Institute

Overcoming Barriers

There are several systems designed to help overcome the barriers faced by people with visual 

impairments in getting around in day-to-day life. 

Examples include large tactile print maps, accessible GPS and geographic information systems (GIS), 

variable message signs, remote infrared audible 

signs (RIAS), real-time passenger information systems, vehicle “destination” and “next stop” signs, 

accessible ticket machines, and detectable warning 

surfaces.

One example of a barrier faced is when construction blocks a pedestrian right-of-way and 

forces a change of direction for a traveler—it is 

important to know what to do at that point and a 

speaking sign would aid someone with visual 

impairment in this situation.

Trip Chain

During a typical trip, a person with a visual impairment faces a number of challenges. A trip can be 

considered a chain of activities, and any broken 

link in the chain can significantly delay a trip. 

Delays can bring about frustration and prevent a 

traveler from attempting the trip a second time. 

When faced with an unfamiliar trip on a public 

transit system, the chain can be seen as the following sequence of events: travelers must arrive at the 

beginning of their journey and identify that they 

are at the correct place; they must locate a fare 

machine and pay; they need to find the correct 

location for boarding the vehicle in a station; once 

underway, they need to identify the correct stop; 

and finally they need to exit the vehicle and the 

transit system. Each step is made difficult for travelers with visual impairment because of a lack of 

accessible communication.

Mapping Clarity

Maps are useful tools for travel planning; however, 

standard on-screen mapping, such as Google Maps, 

presents several challenges for those with impairments. For example, zooming in will increase the 

width of a street but it does not increase the font 

size. 

With these limitations in mind, a selection of 

parameters have been identified as important to 

low-vision users of on-screen maps: font size, font 

style, color choice for text, line thickness for streets, 

overall color and contrast, and quality of informaRIAS being used to locate information booth.

©Bill Crandall
6

tion displayed. If users were offered a customization tool, they would be able to set up their page 

according to personal preference. 

Signs That Talk

One useful tool to aid a visually impaired person 

getting around is RIAS, a system that labels the 

environment so people who cannot read printed 

signs still have access to that information. A receiver 

on the unit converts a transmitted infrared signal 

into a voice message.

A user can scan the area for infrared transmitter 

labeling on many things, including bus stops, ticket 

machines, boarding areas, restrooms, elevators, 

and stairs. Its other functionality includes detecting and providing information on wait times, destination information, and pedestrian crossings. The 

directional system means that as a user walks in the 

direction of a particular sign, the message becomes 

clearer and louder—RIAS only detects the strongest signal a user is pointing towards. 

An example of another RIAS application could 

be a person approaching an intersection: the system could provide a message about the crossing, 

such as whether it is a one-way street or has a diagonal crosswalk. The narrow-beam signal could also 

tell one pedestrian to wait, and inform another 

when they are in the crosswalk. RIAS can also be 

used for museum exhibit information, and it is in 

use in many applications outside the United States, 

including the Oslo opera house, and locations in 

Japan, Italy, and Canada.

Convergent Technology

There are many other convergent technologies 

involved with RIAS. For example, a bus stop system 

installed in Italy has implemented RIAS developments with mobile communications technology 

and features a wireless, solar-powered connection 

providing bus information to travelers. 

Other technologies that RIAS can interact with 

include smart phones, which feature many built-in 

useful features, such as a keyboard and touch 

screen. They also offer several communication 

options including Wi-Fi and Bluetooth. For example, with access to the wireless Web community, 

mobile RIAS could send a request via Bluetooth to 

retrieve information; a mobile phone could send 

that request to a server, receive a reply from the 

server, and then communicate that back to the 

handset via Bluetooth. The handset can then provide that information and receive speech input to 

navigate menu options.

© James Marston

Pedestrians interact with a RIAS installation.

Reference: Marston, J.R. (2002). Towards an Accessible 

City: Empirical Measurement and Modeling of Access to 

Urban Opportunities for those with Vision Impairments, 

Using Remote Infrared Audible Signage. Dissertation, 

University of California, Santa Barbara (www.geog.ucsb.

edu/~marstonj/DIS/OVERVIEW.html).
7

4. Using Robotics and Artificial Intelligence to 

Improve Mobility and Navigation of People 

With Special Needs

David Bruemmer, Vice President of Research, 5D Robotics

Robotics Market

Much like personal computers were once predicted to enter every home, robots are also predicted to 

take that same market trajectory. According to a 

study by the International Federation of Robotics, 

over 11 million personal robots will be in use around 

the world in the next 2 years with an estimated 

market value of $5 billion --predicted to reach maturity by 2020.2 Currently robots perform poorly in 

many situations, so it is important to find the right 

task allocation for them and design better and simpler robots to meet specific requirements.

Establishing Needs

The biggest problem to focus on, as well as the 

hardest, is that of shared control. Creating autonomous systems for a task such as driving is not as 

complex as driving in an interactive situation—

people do not necessarily want to relinquish control to a machine but instead want assistive and 

intelligent robots. It is important to take time to 

establish what users want from a system; for 

example, a washing machine could be considered 

autonomous in getting a job done but it is not intelligent, in the same way that a 2-year-old child is 

highly intelligent but not autonomous.

In the field of artificial intelligence there is an 

ardent desire to create “optimal” systems, which 

usually drives researchers to centralized control, 

filtering out the issues associated with computer 

and human interaction as much as possible. The 

failings of a centralized system was a lesson learned 

during the Department of Defense Future Combat 

Systems project and is something that should be 

heeded when developing a transportation system.

Overcoming Challenges

A lot of work is already being conducted in the area 

of autonomous driving. Google is already embedding technology in real cars and logging test miles 

in California; however, there is still a general need 

to emphasize local interaction and develop reactive 

behaviors. For example, although GPS-based systems are useful, they are not able to navigate 

through a crowd, whereas an intelligent system 

could use scanners to assess developments in the 

surrounding environment and present that information to a user in real time. 

©Chris Kiker

5D Robotics is working with a variety of commercial vehicle 

manufacturers including Segway to provide an add-on kit that can 

transport low-cost personal transportation vehicles into intelligent 

helpers with assisted driving capabilities.

2 “World Robotics 2010 - Service Robots,” International Federation of Robotics Statistical Department, Frankfurt, Germany, 

2010.
8

Another challenge is that of building trust in 

a system. To enable that trust, it is important to 

understand what robotics is not able to do. Once 

people understand how a system can fail, they are 

more inclined to use it and deal with problems that 

arise. There is also a need to focus on the acceptance of real-time responsiveness—much like antilock brakes take control without people thinking 

about it but fail when people do think about it and 

release the brakes, autonomy should be assistive 

but not autonomous. 

Current Technology

Most current technology in use is expensive—just 

one Velodyne system with rotating laser imaging 

costs approximately $75,000. Previous research has 

harnessed the capabilities of Nintendo’s Wii controllers for several tasks, including finding and dismantling bombs or working with radiation spills.

Moving forward, one approach to consider is the 

reconfiguration of existing, commercially viable 

technology. A common operating system that can be 

moved between many vehicles would allow existing 

technology to be augmented with an add-on kit. 

A system that treats the vehicle as a peripheral, with 

GPS, Bluetooth, communication, and computing 

capabilities could easily be moved between different vehicles to make them helpful to the user. The 

company’s current Segway system serves as a testbed for developing guarded motion and obstacle 

avoidance and autonomous navigation. It is able to 

demonstrate local area navigation and point and 

click navigation—all of which can support “last 

mile” transit for people with disabilities.

An assistive driving system could even help people with perfect eyesight. Removing the information load can improve performance because it 

removes the distraction. Defense research shows 

better results using display with limited feature 

information over video.3

 Whatever the level of visual 

impairment, having the ability to extract the world 

into a simple real-time display is very beneficial. 

Future Developments

One vision for the future is for everyone to carry a 

personalized intelligent system. Whenever that 

user interacts with transportation technology, all 

the customized data could be stored so that any 

information received is tailored to each user’s 

requirements. 

In the area of assistive technology, developments to focus on in the near term should include 

steering assistance, obstacle avoidance, path guidance, and personal transportation systems. Additionally, very little work is currently being undertaken to merge robotics technology with service 

animals.

The fundamental point is to keep things simple 

and avoid too many inputs and complication. The 

aim is to simplify system interaction, reduce inputs, 

and offer plug-and-play functionality with existing 

hardware. Offering these features will bring true 

value to an assistive system.

Optimal functionality will ultimately come from 

the correct balance between human insight, infrastructure, and reactive control. Assuming that 

infrastructure can accept signals and embed critical messaging into information systems, there can 

then be a seamless flow of information from humans 

to reactive system elements and back to infrastructure. Alternatively, a two-way flow of information 

would allow infrastructure to pass information 

about real-time conditions to a traveler and vice 

versa. Making something portable that could capture 

real-time data would be an interesting long-term 

research question.

3 “The Impact of Automated Cognitive Assistants on Situational 

Awareness in the Brigade Combat Team,” Carl E. Fischer, University of Kansas, 2010. 
9

5. Opportunities and Innovations in ITS and 

Mobile Technology for Accessible Transportation

Larry Head, Department Head of Systems and Industrial Engineering, 

University of Arizona

Vehicle Communications

Vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) systems refer to vehicles with onboard 

equipment offering positioning and computing 

capabilities to a traveler and the ability to interact 

with infrastructure.

Onboard equipment communicates with roadside equipment, and a “backhaul” network then 

transports this roadside data to and from a central 

location. The ultimate vision is to move into a completely connected vehicle environment, utilizing 

systems that communicate with roadside equipment using many tools, including dedicated short 

range communications (DSRC), 3G, 4G, Wi-Fi, and 

Bluetooth. 

Connected Infrastructure

The V2I system uses DSRC, a highly reliable 5.9 

GHz radio, with a 1 km range, operating on an allocated bandwidth set aside by the Federal Communications Commission specifically for vehicle communication. V2I also utilizes public Map Data (MAP), a 

complete geometry showing where sidewalks and 

crosswalks are located as well as what the roadway 

geometry looks like and how it relates to information coming from traffic signals or other vehicles.

Navigating Intersections

Intersections are complex systems, with crosswalks, turn lanes, signal controllers, and signal 

heads. Despite this complexity, they remain a relatively sterile environment in terms of available 

information, although, once equipped with DSRC 

and MAP, that information becomes much richer, 

and it becomes possible to build awareness of the 

position of equipped vehicles as they report in to 

the intersection.

Several recent cases have involved avoidable 

fatal collisions between emergency vehicles at 

intersections—a connected V2I system offers a safe 

and efficient way for a responding emergency 

vehicle to navigate an intersection and prevent 

such incidents. As an equipped vehicle approaches, 

it can request permission to cross, the intersection 

can evaluate if it can accommodate the vehicle, and 

then share that information with other road users 

so they all know about each other. A priority request can then be sent to the signal controller and 

the emergency vehicle can be informed if it is safe 

to proceed.

Pedestrian Safety

Traveler-to-vehicle and traveler to infrastructure 

(T2X) communication would enable a pedestrian 

with a disability to enter the dialog of what’s going 

on at an intersection using a smart phone. On arrival 

at an intersection, an equipped pedestrian would 

send a request to cross the street, which the DSRC 

then communicates to the traffic controller. Information about the pedestrian’s status and location is 

then broadcast to all other travelers on the network, 

including approaching emergency vehicles. 

Being informed about signal phase and timing 

and other important intersection status information would spare many people with a visual impairment the necessity of waiting two or three signal 

cycles to assess traffic movements and would increase their safety. The system could also transmit 

a message to other road users alerting vehicles to 

the pedestrian’s exact position while flagging up a 

disability. In addition, the available MAP information could be used for wayfinding—for example, 

showing exactly where a curb is, or where the 

entrance to a building is.
10

Traveler Requirements

Several user requirements have been identified for 

travelers: they want convenience, comfort, safety, 

and low fare cost. T2X applications could improve 

many of these user requirements, including transit 

service requests to locate a bus, or a smart device 

that could activate the fans on a bus during the 

summer. There are many other potential applications for a connected infrastructure, including safety and emergency notifications, fare collection, and 

parking. 

Conclusions

The current economics of integrating this technology into infrastructure make it hard to get 

deployed. 

Next steps should include a complete systems 

engineering effort, the establishment of a set of 

requirements, and—importantly—the active participation of standards committees. Standards are 

hard work, especially when trying to reach the least 

common denominator without offending anybody. 
11

6. Making Technology Universally Accessible for 

all Users, Including Those With Sensory and 

Cognitive Impairments

Katharine Hunter-Zaworski, Director, National Center for Accessible Transportation,

Oregon State University

Accessible Transportation

Accessible transportation has changed a great deal 

in the last 30 years. Over this period, there has been 

a move toward independent living and transitions 

from separate transit systems to fully inclusive 

transit systems.

Urban–Rural Divide

There are many specific challenges associated with 

accessible transportation in suburban and rural 

communities. Increasingly high numbers of people 

living on the land they were born to are waking up 

and realizing they are unable to drive, and that 

leads to them having to relocate as opposed to aging in place.

A revolution in consumer electronics is leading to 

huge changes in public transportation and communication systems that can greatly benefit those in 

rural communities, and there has been a change 

from having all the information provided “out there” 

to having it arrive on handheld personal devices. For 

example, bus schedule information has evolved to 

real-time bus arrival information. This also applies 

to real-time emergency management information.

Technological Revolution

Those in rural communities can now use personal 

mobility devices such as Segways (Oregon was one 

of the first places to permit the devices on buses). 

Digital hearing aids and technology such as cochlear 

implants function better than ever before, and more 

and more buildings are better equipped with accessible systems. As people rely on personal devices, 

there has been a transition away from pay phones, 

and many public places—including Chicago’s O’Hare 

Airport—are implementing video phones and relay 

systems in their place.

Infrastructure technology changes include improved visual paging systems, tactile pavers with 

special staircase delineation, accessible information systems for wheelchair users, and an increased 

number of common-use self-service kiosks on all 

modes of public transportation but there is always 

the ongoing issue of getting widespread deployment of accessible technologies.

Wayfinding with talking signs.

©National Center for Accessible Transportation
12

Assistive Technologies

Like the move from separate to integrated systems, 

another transformation taking place is in the area of 

assistive technology. Like many assistive technologies, they often evolve into something to benefit 

everyone; for example, a garage door opener was 

originally designed for a quadriplegic and curb cutouts were originally incorporated for wheelchairs—

both features that everyone now benefits from. 

A recent technology to offer amazing assistive 

benefits is the electronic book. Systems such as 

Kindle offer an amazing advancement in education 

technology and follow a long struggle to get books 

in an electronic format to allow text-to-speech. 

Students with visual impairments and learning 

disabilities are now gaining new educational opportunities from simple text-to-speech technology. 

Another area of interest is speech-to-text technology 

and the concept of getting real-time captioning of 

live speech. There has been an ongoing project to 

get accessible in-flight entertainment, but it is also 

important to get basic announcements from the 

flight crew to everybody onboard, particularly 

during an emergency situation.

Future Direction

Although the population demographic is changing, 

the aging population is increasingly remaining active. 

With this in mind, there is a drive toward social 

inclusion to ensure that elderly people are engaged 

in the community and not socially isolated. Research 

indicates people age much better in this situation. 

There is also an ongoing need to fully integrate 

real-time information and communication systems 

to make them accessible in a simple format to all, 

across multiple languages, media, and platforms. 

Although underlying system architecture standards for personal devices are robust in accommodating people with disabilities, the end implementation of these open-source systems into usable 

applications is a problem. Also, the increasing use 

of accessible real-time delivery across all platforms 

leads to the question of who is responsible for validating information accuracy to avoid getting users 

into trouble. 

Finally, as with many new technologies, it is 

important to make a business case for inclusive 

technology. For example, when working to make 

accessible information available in an airport terminal, the motivation for doing so should be what 

happens in an emergency situation. Can staff locate 

passengers with disabilities? Can they communicate and get them out of the building? The other 

part of successful implementation is working with 

vendors and ensuring that they are designing for an 

older-brain population and are aware that multiple 

levels of menus are not user friendly. Ongoing 

development of private-public partnerships is another crucial factor; working together can ensure 

that technologies are accessible and innovative, 

and reach the end user.

Like many assistive technologies, they often evolve into 

something to benefit everyone; for example, a garage door 

opener was originally designed for a quadriplegic and curb 

cutouts were originally incorporated for wheelchairs—both 

features that everyone now benefits from. 
Part Two

Group Discussion

For the afternoon session of the workshop, 

attendees were divided into four small 

groups, each tasked with identifying gaps, 

challenges, and opportunities specific to the 

topic of their breakout group. Following extensive discussion, each group summarized 

their findings and made recommendations.
14

Mobility Problems

Group 1 began by looking at some of the issues 

and observations that specifically relate to ITS 

technology. 

The first need to be addressed is mobility and 

the concept of mobile technology—smart phones 

and other specialized devices are the key. Getting 

basic transport information to these devices is a 

challenge but at the base of the pyramid of needs. 

There is also a lack of consistency between transport authorities in providing the basic information 

required for trip planning.

Another need identified was the ability to navigate 

and respond based on real-time information, including using the idea of sharing, contributing, and crowdsourcing transportation network information.

Technological Solutions

Currently, there are many different projects in motion but not one integrated framework that can be 

delivered to mobile devices. Where data is provided from transit authorities to networks, many areas 

are being explored using mainstream computing, 

data mining, data analytics, and data aggregation. 

The current smart phone application proliferation is something that is being embraced by many 

people with disabilities, and it is a safe assumption 

that the smart phone is a viable option to utilize in 

the future. Affordability is something to bear in 

mind, and government regulation can prevent certain types of technology from proliferating. Cost is 

something that will inevitably come down over time, 

and the devices should be sustainable in the future. 

Gaps and Challenges

Some of the challenges currently faced by those 

working on mobile applications include whether to 

focus on native applications (e.g., for iPhones) or 

Web-based applications that are multiplatform. 

Access to reliable real-time baseline data, such as 

which elevators are working, is also important.

Small operational strategies are another recommendation that would make a huge difference to 

people with accessibility needs, such as the ability 

to hold a bus for 5 minutes. There should also be a 

strategy for emergency procedures and how this 

technology can assist the accessibility community 

during emergencies. Although, when trying to mix 

these smaller special requests with normal travel 

demands, there could be an issue unless accessibility demands are given greater weight in the system.

The most important thing in planning ahead is 

to create open data—without that open data in 5 to 

10 years, the applications will not be buildable. 

Open data is going to be required for total journey 

management across multiple modes of transport. 

The issue of liability was raised in relation to open 

data—if the wrong data are provided, who would 

be liable? Privacy and liability issues remain a major barrier for many, but need not be an obstacle at 

the research stage.

Potential Research

Technology development could look at what is 

important to the accessibility community, as well as 

what the community can do in terms of sending 

information back.

1. ITS, Wireless Technologies, and Mobile Computing

Facilitator: Deborah Curtis, Office of Operations R&D, FHWA

Lead: Bill Curtis-Davidson, IBM Research
15

Technology development could also consider 

how to quantify the benefits of the technology, not 

only to the accessibility community but to everyone. No one is going to spend millions of dollars 

developing technology that may help a few people, 

but if the benefit to all communities can be quantified through simulation, then the support will follow. Another idea is to quantify on the basis that 

such technology would increase the productivity of 

the accessibility community by allowing them to 

get around more, which could reduce a burden on 

social services, for example.
16

Mobility Problems

Group 2 began by looking at some of the mobility 

problems faced by a traveler with a visual impairment. There is a general lack of accessible mass 

transit available to these travelers. 

For the visually-impaired person, from first arrival at a train station, there is no way to read the 

train time display board—in this situation a button 

on a kiosk could easily tell a traveler everything 

they need to know. The preference is always to do 

these things independently and not rely on fellow 

travelers or station staff for information.

Technological Solutions

Group discussion continued by looking at possible 

solutions to solve some of the issues faced during a 

trip, particularly for a traveler with a visual impairment using a white cane to get through a crowd. 

Possible solutions discussed included indoor positioning systems or a device that would show where 

to be in 20 to 30 ft (6 to 9 m). Although a cane solves 

the immediate navigation problem by preventing a 

user bumping into things, it does not address longpath planning or adherance. Increased spatial 

awareness would be useful for knowing if there is a 

sidewalk on the other side of a street, if there are 

temporary obstacles such as a truck loading goods 

across a sidewalk, or whether to avoid walking 

down a street that has been closed at the end for 

construction—something a sighted person could 

easily avoid. 

The concept of “event horizon” was raised in relation to the point of becoming aware of an obstacle. Currently, this is the length of the cane, but 

there is potential to extend this horizon using information and sensory technology. This information could change dynamically to reflect a closed 

road or sidewalk, or anything that will affect the 

projected path by more than a preset distance. The 

event horizon could be adapted to each user’s preference, and the sensitivity adjusted according to 

the situation—for example, if a user is jogging with 

a dog, it could look further ahead.

Gaps and Challenges

Discussion continued around the problems in applying new technology solutions to improve mobility, particularly the idea of driving. The National 

Federation of the Blind’s “Blind Driver Challenge” 

aims to empower blind people to drive a car independently using a nonvisual interface to convey real-time information. The challenge utilized a Ford 

Escape equipped with laser range finders, optical 

cameras, computers, and GPS to communicate to a 

blind driver as he drove around the Daytona International Speedway. It should be noted that this was 

a preset route—the next step would be for the system to turn the vehicle according to driver decision. 

Technology should enhance perception, not 

substitute control and human decisionmaking; 

therefore assistive technology is considered the 

way to proceed. A vehicle sensor could identify a 

turn, bring the speed down, and detect obstacles—

things that all drivers could benefit from. Vehicles 

can already take control if a driver is out of his or 

her lane or does not brake when approaching an 

obstacle, using the concept of “virtual walls” or 

“bumpers” pushing a driver back on course. 

The limited “bandwidth” of humans versus 

robots was also discussed—without sight or sound, 

it becomes hard to sense lots of information rapidly. 

The concept of dimension reduction was put for2. Robotics, Artificial Intelligence, 

and Object Detection

Facilitator: Gene McHale, Office of Operations R&D, FHWA

Lead: Aaron Steinfeld, Robotics Institute, Carnegie Mellon University
17

ward as a solution, where rich information is boiled 

down to a far simpler extraction. To keep costs 

down, there is a need to evaluate what sensor 

requirements would be good enough for blind 

driving, or even assisting sighted drivers in lowvisibility conditions. 

Potential Research

Group 2 proceeded to discuss research that could 

address the existing gaps. To start, the idea of 

where to draw the line between a driver and an 

assistive system was put forward. There is also a 

need for cheaper and smaller sensing solutions for 

assistance for pedestrian or driver. 

The concept of demonstrations and evaluations 

was discussed as an important step for gathering 

stakeholder acceptance—often, people will not 

want something until they see it in action. To start, 

research could include conducting simulation 

studies. The event horizon issue could also be 

investigated in simulation and an interface evaluated depending on a particular driver disability.
18

Mobility Problems

When analyzing the wayfinding requirements for 

visually-impaired travelers, it is important to consider a multimodal journey, which often involves 

public transit. 

Airports and large transportation facilities present a serious problem for wayfinding, and it is 

important for audible announcements to always be 

be displayed visually. Roundabouts also present a 

major safety issue to persons with visual impairment when it comes to locating the crosswalk.

Technological Solutions

Many technological solutions put forward are 

aimed at a problem that a blind person may not 

necessarily perceive as a problem; it is important to 

evaluate wayfinding technologies and ensure that 

they address a real problem. Everyday obstacles, 

like potholes, are not really considered a major 

problem to a blind person but are something that a 

developer would assume needs to be addressed. Of 

more importance in getting around is the ability to 

know where there are raised or uneven sidewalks.

It is important to look at the broad picture and 

aim at helping the largest part of the population 

while meeting the functional needs of individuals. 

Narrative route maps are an example of something 

that is useful to a wide spectrum of users. Real-time 

information regarding transit system and signal status incorporated into a database would enable many 

people to plan their travel in a better way. Despite 

this, the high-tech solution is not always the best 

solution to the problem—a simple solution is often 

suitable. The idea of landscaping at roundabouts to 

guide pedestrians to the crosswalk is one example 

of a low-tech and simple solution.

Gaps and Challenges

Discussion continued around the gaps and challenges in applying wayfinding technology solutions 

to improve mobility. The group concluded by proposing research to address gaps in wayfinding technology. One measure to use when considering 

research opportunities was the idea of increased 

confidence when traveling. Although a difficult factor to measure, it is of great importance to the community and should be paid attention to. Another 

measure is getting people back on track without 

their having to request assistance, something that is 

also related to confidence.

Infrastructure needs to be addressed so that 

someone with a visual impairment who can use an 

accessible transit system is able to get off a bus and 

proceed to cross a street safely. The basic foundation for any ongoing research should therefore be 

improved access and improved confidence.

3. Navigation, Wayfinding, Orientation, and Guidance

Facilitator: Jim Arnold, Office of Operations R&D, FHWA

Lead: Beezy Bentzen, Accessible Design for the Blind
19

Mobility Problems

Group 4 began by addressing some of the mobility 

problems related to universal design and accessible transportation. When faced with mobility 

problems, an individual’s life is impacted in many 

fundamental ways—they are excluded from jobs, 

serendipitous or unplanned routes, and leisure. 

Something as simple as an uneven or broken sidewalk can become a barrier. 

Technological Solutions

There are many variations of cognitive impairments. The requirement for universal design does 

not mean common design, but should be a multidimensional design that avoids conflicting issues 

between individuals and offers equal access to all. 

For example, standardized smart cards would help 

interoperability across different jurisdictions and 

level the playing field for everyone. There is also a 

need to develop technologies for cross-disability 

support; for example, signals that communicate 

information (in multiple languages) to multiple 

formats. 

There is also a need for technology to enable 

effective asset management so that elevator outages or broken sidewalks can be reported and 

fixed—similar telemetry systems are already fitted 

on buses to enable preemptive maintenance. Smart 

phones could also be used to capture asset and 

service information. In addition, the Internet and 

social media could be harnessed to show real-time 

images of sidewalks, enabling people to see obstacles and determine the feasibility of a route in 

advance. It is also important not to always rely on 

high-tech solutions; there are many lower tech 

possibilities like ramps, signage, and signals.

Modeling and simulation tools are also needed 

to process some of the different scenarios that exist 

in a community relating to the need for universal 

design. Solutions should then be tested within the 

diversity of the disability community.

Gaps and Challenges

The group identified many gaps and challenges in 

applying universal design solutions. First of all, 

there needs to be quality control and a way to assess information that is being gathered. Additionally, many organizations are risk averse and have 

different perspectives and internal cultures, so risk 

management and assessment should be looked at.

Consideration needs to be placed on how an individual with cognitive challenges responds to an 

unexpected event, such as a pothole. Individuals 

with cognitive impairments are usually trained for 

the expected but not the unexpected. It was also 

noted that some disabilities are well covered by 

transit operators but others are not—for example, 

people with autism spectrum disorders. There is a 

lot to understand and a lot of work to be done in 

this field—it is not just a case of training operators 

to understand behavioral differences.

Potential Research

More questions need to be asked related to physical 

mobility, and a detailed understanding achieved of 

the problems people face on a daily basis.

4. Universal Design and Accessible Transportation

Facilitator: Dale Thompson, Office of Operations R&D, FHWA

Lead: Mary Leary, Easter Seals Project ACTION

Next Steps

Following the breakout groups, workshop 

attendees returned to present the group 

reports and discuss future research and 

potential next steps. The goal was to

identify, from the small group discussions, 

a few good ideas where research could 

lead to breakthrough advances.
Research Opportunities 

• Simulation opportunities—The concepts of event 

horizon and bounding of movement in a pathway could be coded in a simulation. It then 

would be possible to have volunteers interact 

with the simulation in a laboratory setting. 

Before piloting new technology on a full-scale 

test in the field, a few parameters in existing 

code could be changed, and after a few studies, 

there would be quantitative and qualitative assessments available. Presently, it is not possible 

to measure the impact of a new technology, 

which makes it impossible to know where an investor should place his money.

• Improving confidence—Increased confidence 

when traveling is important but difficult to measure. One measure could be getting people back 

on track without having to request assistance, 

which is related to confidence.

• Expanding research studies—Driver assistance 

technology research and studies could benefit 

by using drivers with disabilities. Studies often 

will only feature college-aged, middle-aged, and 

65- to 70-year-old participants.

Development and Deployment

Should the translation of fundamental advances in 

science and engineering lead to new concepts or 

prototypes of assistive technology, then there will 

be a need to respond to market issues including 

cost, privacy, liability, and usability. 

Performance metrics are going to be something 

that is very important in this field moving forward.

It will be critical to know if a technology has succeeded and if something is accessible. One idea 

could be to look at accessible transportation as a 

supply chain process, with the chain running from 

the time somebody leaves their house to when they 

get home. By assessing the value of each link of the 

chain, researchers and developers could attack 

problems with the biggest impact.

22
Appendices
24

Appendix A—Agenda

Technological Innovations in Transportation for People with Disabilities

Turner-Fairbank Highway Research Center, McLean, VA, February 23, 2011

8–8:30 a.m. Registration

8:30–9:15 a.m. Welcome

Michael Trentacoste, Associate Administrator for RD&T and Director of TFHRC

Overview of Office of Operations R&D

Joe Peters, Director, Office of Operations R&D, FHWA

EAR Program Overview

David Kuehn, EAR Program Manager, FHWA

Seeking Technology Solutions to Mainstream Accessible Transportation

Richard Devylder, Senior Advisor for Accessible Transportation, U.S. Department of Transportation

Technological Innovations in Transportation for People With Disabilities

Mohammed Yousuf, Office of Operations R&D, FHWA

9:15 a.m.–12:30 p.m. Speaker Presentations

Triggering a Virtuous Circle of Self-Sustaining Accessibility and Transportation

David Lewis, Senior Vice President, Henningson, Durham & Richardson, Inc.

Environmental Awareness for People With Visual Impairments—Gaps, Challenges, and Opportunities

Gil Lutz, Chief Pioneering Officer, Sendero Group

10:15–10:30 a.m. Break

Getting There If You Are Blind: Synergistic Convergence of Technologies to Improve Wayfinding

Bill Crandall, Scientist, Smith-Kettlewell Eye Institute

Using Robotics and Artificial Intelligence to Improve Mobility and Navigation of People With Special Needs

David Bruemmer, Vice President, Research, 5D Robotics

Opportunities and Innovations in ITS and Mobile Technology for Accessible Transportation

Larry Head, Department Head of Systems and Industrial Engineering, University of Arizona

Making Technology Universally Accessible for All Users, Including Those With Sensory and 

Cognitive Impairments

Katharine Hunter-Zaworski, Director, National Center for Accessible Transportation, Oregon State University
25

12:30–1 p.m. Lunch

1–3 p.m. Breakout Groups

Group 1: ITS, Wireless Technologies, and Mobile Computing

Facilitated by Deborah Curtis, Office of Operations R&D, FHWA

Group 2: Robotics, Artificial Intelligence, and Object Detection

Facilitated by Gene McHale, Office of Operations R&D, FHWA

Group 3: Navigation, Wayfinding, Orientation, and Guidance

Facilitated by Jim Arnold, Office of Operations R&D, FHWA

Group 4: Universal Design and Accessible Transportation

Facilitated by Dale Thompson, Office of Operations R&D, FHWA

2:45–3 p.m. Break

3–3:45 p.m. Breakout Reports

3:45–4:30 p.m. Future Research Discussion and Wrap-Up

Adjournment
Appendix B—Workshop Participants

James Arnold

Electronic Engineer

Office of Operations R&D, FHWA

Bruce Bailey

Accessibility IT Specialist

United States Access Board

Billie Louise (Beezy) Bentzen

Accessible Design for the Blind

David Bruemmer

Vice President of Research

5D Robotics

Bill Crandall

Scientist

Smith-Kettlewell Eye Insitute

Deborah Curtis

Highway Research Engineer

Office of Operations R&D, FHWA

Bill Curtis-Davidson

Business Development & Solutions Leader

IBM Research: Human Ability & Accessibility Center

Richard Devylder

Senior Advisor on Accessible Transportation

Office of the Secretary, U.S. Department of 

Transportation

Christopher Douwes

Trails and Enhancements Program Manager

FHWA

Aletha D. Goodine

Transportation Program Specialist

Office of Mobility Innovation, Federal Transit 

Administration

Joyce E. Gottlieb

Program Analyst

Office of Civil Rights, FHWA

Larry Head

Department Head of Systems and Industrial Engineering

University of Arizona

Katharine Hunter-Zaworski

Director, National Center for Accessible Transportation

Oregon State University

David Kuehn

EAR Program Manager

FHWA

Mary A. Leary

Senior Director

Easter Seals Project ACTION

Jonathan LeClere

Trails Specialist

FHWA Recreational Trails Program

David Lewis

National Director

Economics and Financial Services, HDR

Gil Lutz

Chief Pioneering Officer

Sendero Group

Gene M. McHale

Enabling Technologies Team Leader

Office of Operations R&D, FHWA

Christopher Pangilinan

Special Assistant to the Deputy Administrator

Research and Innovative Technology Administration 

U.S. Department of Transportation

26
27

John G. Paré, Jr.

Executive Director for Strategic Initiatives 

National Federation of the Blind

Rudy Persaud

Highway Research Specialist

Office of Operations R&D, FHWA

Joe Peters

Director

Office of Operations R&D, FHWA

Dick Schaffer

Office of Safety Research and Development, FHWA

Jenifer Simpson

Senior Director for Government Affairs

American Association of People with Disabilities 

(AAPD)

Jessica A. Steinbeck

Assistant to Richard Devylder

Office of the Secretary, U.S. Department of 

Transportation

Aaron Steinfeld

Systems Scientist

Robotics Institute 

Carnegie Mellon University

Brooke A. Struve

Design Program Manager

Office of Infrastructure, FHWA

Dawn Sweet

ADA Team

Office of Civil Rights, FHWA

Dale Thompson

Transportation Specialist

Office of Operations R&D, FHWA

Michael F. Trentacoste

Associate Administrator for RD&T and 

Director of TFHRC

FHWA

Charlene Wilder

Office of Mobility Innovation, Federal Transit 

Administration

Scott J. Windley

Accessibility Specialist

United States Access Board

Michael A. Winter

Office of Research Management, Federal Transit 

Administration

Thomas Wlodkowski

Accessibility Director

AOL, Inc.

Yao-Jan Wu

Research Associate

Center for Transportation Studies, 

Department of Civil and Environmental Engineering 

University of Virginia

Mohammed Yousuf

Research Electronics Engineer

Office of Operations R&D, FHWA

Chung-Hsien Zah

Director of Analysis

Interface

Julie Zirlin

Technology Partnerships Program Manager

Highways for LIFE, FHWA


Office of Operations Research and Development

Turner-Fairbank Highway Research Center

6300 Georgetown Pike

McLean, VA 22101-2296

Publication No. FHWA-HRT-11-041

HRTM-30/09-11(1M)E