Keywords

1 Introduction

Accessibility is a key concept in creating urban agglomerations of the twenty-first century (UN, 2015). Eliminating barriers for people with physical and cognitive disabilities is also an obligation of public transport. Full access to city space is still a challenge for people with different disabilities who meet many barriers to cultural assets, public spaces, and public transport, during everyday functioning (The Ministry of Investment & Development, 2018). Accessible city space, infrastructure, and public transport improves inclusiveness and quality of live for people with disabilities and limited mobility. The general objective of the transport policy in Warsaw, the capital city of Poland, is to improve and develop the transportation system for everyone, regardless of their mobility, to travel safely (Office of Mobility & Transportation Policy, 2009). Later, in this chapter, we portray Warsaw public transport accessibility on the background of various European cities’ solutions.

2 Challenges Faced by Individuals with Disabilities in Urban Spaces—Literature Review

People with disabilities come across several additional challenges in everyday life, and the sphere of urban spaces and public transportation is no different in that matter. Some of those have been addressed extensively in the literature, such as ramp access for people with mobility difficulties (Unsworth et al., 2021) or barriers arising from the architectural design of certain places like bus stops or stations (Boadi-Kusi et al., 2023), but certain not commonly thought of issues arise while delving deeper into the subject, making people with disabilities less prone to use public transportation systems (Park et al., 2023).

People using mobility devices are one of the groups affected by the lack of accessibility to public transportation. A systematic review collecting literature from 1995 to 2019 (Unsworth et al., 2021) highlighted issues surrounding the commute to and from public transport stops, such as uneven pavement, steps, narrow doorways, and bad street signage design. Reviewed studies also suggest difficulties such as a lack of space for wheelchair users inside vehicles, information being placed in places where it cannot be reached, boarding troubles (for example, a high-floor bus, in comparison with a low-floor one, which is a vehicle that has no steps between the ground and the vehicle floor at one or more entrances. This is necessary for easy entry and exit of people in wheelchairs and people with strollers). An additional challenge is posed by drivers being prejudiced and selecting whether to stop for a person using a mobility device, and improper ramp designs. Lifts are also not always available to access certain stations.

Public transportation also presents a challenge to people with visual impairments (Boadi-Kusi et al., 2023). Access to information is one of the most prominent issues, with notifications about approaching buses or trams being not available and not being notified accordingly when approaching the destination. Labels and information on overhead screens are often not designed with accessibility guidelines in mind, with e.g., small print, low contrasts, etc. (Park & Chowdhury, 2018). Voice announcements are reported to be not efficient—they can be delayed, unclear, have low volume, or just not be present (Starzynska et al., 2015). The bus layout can also be troublesome to people with visual impairments, due to no low-floor solutions available, having steps inside the bus, having no universal internal layout, and the nonexistence of standardized priority space for people with visual disabilities, as reported by Odame et al. (2020). The same authors put forward a lack of assistive technologies that encourage independent communication between drivers and people with disabilities.

People who are hard of hearing or deaf differently evaluate the levels of accessibility in public transportation, with most of the means of transport being valued as sufficiently or at most well equipped to assist those people accordingly (Orczyk & Mlodystach, 2022). The problems mentioned were incomprehensible voice systems, wrong information on displays (not updating times of departure or changes of platforms), and staff not being prepared to assist people with hearing impairments. Induction loops and sign language interpreters are not yet widely available at stations.

One of the most understudied groups are people with cognitive and intellectual disabilities, just recently gathering attention to the difficulties they may be facing (van Holstein et al., 2022). This group includes people with dementia, dyslexia, sensory issues, developmental disabilities, brain injuries, etc. (Carmien et al., 2005). However, it is important to also include people struggling with different psychiatric or psychological disorders that affect their cognitive state, such as depression or anxiety (Kircanski et al., 2012). Navigation across city, stations, or inside the means of transportation can be a demanding task requiring executive functioning for many (Fischer & Sullivan, 2002), and people with cognitive disabilities are put in the place of a new, unfamiliar public transportation user each time they try to reach a certain destination. They may encounter difficulties with remembering previously known paths and learning new, more complex, routes. Any changes such as delays or platform switches can go unnoticed and result in a failing attempt to travel. Risser et al. (2015) unveil the need to make public transportation available, due to the lack of other transport options for people with cognitive disorders and those who are often forced to stop driving a personal vehicle due to age or the progression of an impairment, and private companies offering special transportation options are difficult to find.

3 Legal Conditions

Poland’s accession to the European Union in 2004 imposed many obligations regarding accessibility for citizens with disabilities (Trociuk, 2011). Implementation of EU standards includes, among other things, the elimination of architectural barriers that have a fundamental impact on how far people with disabilities can be independent as citizens. The United Nations Convention on the Rights of Persons with Disabilities of 13 December 2006, signed by Poland, imposed an obligation to equalize opportunities for people with disabilities and enable them to fully participate in all spheres of life on an equal basis with other citizens. The Ombudsman is a constitutional body protecting civil rights and freedoms and an independent body of equal treatment within the meaning of the Act of 3 December 2010 on the implementation of certain provisions of the European Union in the field of equal treatment (Journal of Laws of 2010, No. 254, item 1700). Below, we present an overview of European and national legislation that affects the solutions in Poland, taking into account equal treatment for all people. The list below is not an exhaustive collection of regulations, but it provides insight into the conditions considered when increasing accessibility in both Europe and Poland.

3.1 International Framework of Accessibility in Public Transport

In the global context, several key international documents and resolutions emphasize the importance of equal opportunities and accessibility for individuals with disabilities. Selected regulations are referenced below in chronological order. First, the resolution 48/96, known as the Standard Rules on the Equalization of Opportunities for Persons with Disabilities, adopted during the 48th session of the UN General Assembly on December 20, 1993, centers on accessibility as a fundamental principle. Principle 5 of this resolution highlights the critical role of accessibility in fostering equal opportunities across all aspects of social life. It urges states, organizations, and local authorities to recognize the significance of accessibility and initiate programs to enhance the physical environment, facilitate access to information, and improve interpersonal communication resources for individuals with disabilities.

Second, the Barcelona Declaration, adopted on November 28, 1995, during the City and the Disabled Conference, emphasizes policy objectives grounded in fundamental human rights and equal access to public life. Endorsed by over 400 cities, including Gdynia as the sole Polish city, the declaration prioritizes accessibility and calls for the elimination of barriers in public spaces and information. It aims to inspire local authorities to incorporate provisions for the integration of people with disabilities into their local legislation.

Recommendation No. 5/2006 of the Committee of Ministers of the Council of Europe, adopted on April 5, 2006, details the Council of Europe Action Plan to promote the rights and full participation of people with disabilities in society. It encourages Member States to adopt policies creating a barrier-free built environment.

The Convention on the Rights of Persons with Disabilities, a UN General Assembly Resolution A/RES/61/106 of December 13, 2006, reinforces the need for ensuring equal rights and opportunities. Emphasizing standardized spatial solutions, the convention aims to guarantee accessibility for all users. This resolution includes aspects such as accessibility of the architecture, public transportation, information and communication technologies, and other areas, to facilitate full participation of people with disabilities in society.

Regulation (EC) 1371/2007 of the European Parliament and the Council, issued on October 23, 2007, outlines the rights and obligations of rail passengers. Ensuring equal rights for people with disabilities and reduced mobility, the regulation emphasizes the principles of free movement, choice, and non-discrimination.

The European Disability Strategy 2010–2020, dated November 15, 2010, defines accessibility as providing individuals with disabilities equal access to the physical environment, transportation, information, and communication technology, as well as various facilities and services.

The Charter of Fundamental Rights of the European Union, dated 26 October 2012, particularly in Article 1, underscores the inviolable nature of human dignity. Article 26 recognizes the rights of persons with disabilities to ensure their independence, social integration, and community participation, while Article 21 prohibits discrimination based on disability.

3.2 National Legislation in Poland

The legal landscape in Poland, shaped by its commitment to inclusivity and equal opportunities for individuals with disabilities, encompasses several key provisions.

In the realm of transportation, the Transport Law Act, initiated on November 15, 1984, and subsequent amendments, places an onus on carriers to take proactive measures facilitating the use of transport by passengers, particularly those with reduced mobility and disabilities (Article 14(2)).

The Construction Law Act, implemented on July 7, 1994, reinforces the commitment to accessibility. Article 5.4 highlights the imperative to ensure facilities are accessible to individuals with disabilities, particularly addressing the needs of wheelchair users. Notably, this requirement applies to buildings constructed after 1995, emphasizing the forward-looking approach.

The Polish Constitution, enacted on April 2, 1997, serves as a cornerstone. Article 32(1) expressly prohibits discrimination on any grounds, reinforcing the nation’s dedication to fostering a society free from unjust bias. Additionally, Article 69 places an obligation on public authorities to actively support people with disabilities in various aspects of their lives, including daily activities, employment, and social interactions.

The Lower House Resolution of August 1, 1997, known as the Charter of Rights of Persons with Disabilities, serves a declarative purpose. It affirms the inherent right of individuals with disabilities to lead independent, self-reliant, and active lives, explicitly prohibiting discrimination. While primarily aspirational, it reflects Poland’s dedication to promoting a society where every individual, irrespective of ability, can fully participate and thrive.

The Act of August 27, 1997, focusing on vocational and social rehabilitation and employment of people with disabilities, aims to break down communication barriers. Article 9, within this legislation, specifically targets architectural and transport obstacles, striving to enhance accessibility and participation in social life. Oversight of this Act falls under the responsibility of the Government Plenipotentiary for Disabled Persons, who works toward minimizing disability effects and societal barriers, as outlined in Article 34(1) and (6), (4).

Further regulations, such as the Minister of Infrastructure’s Regulation dated April 12, 2002, set technical standards for buildings. Special considerations within this regulation are directed toward public utility buildings, especially those in various transport sectors, contributing to a more universally accessible infrastructure (74).

Lastly, the Railway Transport Act, enacted on March 28, 2003, with subsequent amendments, defines a comprehensive catalog of passenger rights. This legal framework underscores Poland’s commitment to ensure a fair and accessible transportation system.

3.3 Universal Design

While writing about accessibility regulations, it is impossible to overlook the universal design rules. Universal design is designing products and environments to be accessible to all people, to the greatest extent possible, without the need for adaptation (Norwegian Ministry of the Environment, 2007). Products and environments should be designed to be used by people of all ages, abilities, and skills, taking into account factors related to mobility, vision, hearing, cognition, and environmental sensitivities (e.g., asthma or allergies). There are seven rules of universal design (Blaszczak & Przybylski, 2010):

  • Rule 1. The rule of equal opportunities—every person should have equal access to all elements of the environment: space, objects, buildings, streets, sidewalks, hospitals, schools, and means of transport. The space should be planned so that it does not require additional facilities for the people with disabilities or mothers with children in prams.

  • Rule 2. The rule of flexibility in use—assumes a variety of using the objects due to the capabilities and needs of users, e.g., scissors for the left-handed, and cinema seats for the people with disabilities.

  • Rule 3. Simplicity and intuitiveness in use—designing spaces and objects in such a way that their function is understandable to every user, regardless of their experience, knowledge, language skills, or concentration level, e.g., the way of marking space to avoid having to ask for directions.

  • Rule 4. The rule of perceptibility of information—information conveyed through objects and the structure of space should be multi-modal (visual, auditory, tactile).

  • Rule 5. Rule of error tolerance—its task is to minimize the risk of incorrect use of items and limit the adverse consequences of accidental and unintended use of a given item, including the design of elevators in public buildings for the evacuation of people with reduced mobility.

  • Rule 6. The rule of little physical effort during use—designing spaces and objects in such a way that their use is effective, comfortable, easy, and does not involve physical effort, e.g., low-floor buses and trams.

  • Rule 7. Rule of size and space sufficient for use—adapting urban space to the needs of its users, e.g., wide entrance gates to the subway, which will enable the use of this means of transport for people in wheelchairs.

4 Review of the Currently Existing Accessibility Solutions and the Future of Urban Transportation

In addition to the traditional solutions facilitating the use of public transport by people with disabilities, Smart Cities are increasingly being talked about. Komninos (2002) defines a Smart City as an area characterized by a high capacity for learning and innovation, having creative features, and Research and Development institutions, higher education, digital infrastructure, and communication technologies. Additionally, an important element of a Smart City is a high level of management efficiency. Lazaroiu and Roscia (2012) emphasize that a city can only be called intelligent when it optimizes available and new resources and potential investments. This goal can be achieved by supporting advanced information and communication technologies, especially in areas such as energy, technical infrastructure, public safety, waste management, and transport. It is worth noting that definitional problems result from differences in the perception of the essence of a Smart City in different regions. In the European Union, the concept of smart cities mainly focuses on clean energy, savings in energy consumption, and reducing CO2 emissions (Sikora-Fernandez, 2013). In the United States, cities can be considered “smart” when they have developed human and social capital, traditional and modern communication infrastructure (transport and communication technologies), and their development is consistent with the theory of sustainable development (Krueger & Gibbs, 2008), supported by a participatory system of governance, which contributes to improving the quality of life. In Australia, however, the concept of a Smart City focuses on the creative industry and digital media (Murray et al., 2011). Finally, according to Hollands (2020), there is no clear definition of a Smart City. However, despite this, many cities aspire to be recognized as smart (Sikora-Fernandez, 2013).

Modern cities face the constant challenge of effectively managing the growing number of inhabitants and sustainable development while minimizing the negative impact on the environment. United Nations forecasts assume that by 2050, as much as 68% of the world’s population will live in urban areas (United Nations, 2018). In the current era, cities constitute a significant share of global resources in terms of energy resources, as they consume as much as approximately 75% of the world’s total energy (Mohanty et al., 2016). This constant energy consumption generates almost 80% of greenhouse gas emissions, resulting in serious and adverse environmental consequences (Nam & Pardo, 2011). In response to these challenges, the idea of Smart City was created, based on the use of innovative digital technologies, and is entering the mainstream of urban planning strategies. Business for Social Responsibility created a report to help cities identify how Smart City technologies can take a people-centric approach to benefit people with disabilities (Korngold et al., 2017). One of the key areas of transformation in the context of Smart City is facilitating access to public transport, which is a key element of urban infrastructure.

Public transport plays a fundamental role in the life of urban communities, influencing both the quality of life of residents and the functioning of the city itself. The introduction of modern digital technologies in the area of public transport, as an integral part of the Smart City concept, is not only a necessity but also an opportunity to create more effective, ecological, and accessible transport systems. When talking about the idea of a Smart City in the context of public transport, it is impossible not to mention the idea of Smart Mobility.

Smart Mobility is a cornerstone of a Smart City strongly associated with the transboundary haze (routing, digital transformation systems, and forecast of car traffic) decisions and policies of municipalities that are focused on the tools and innovations of data and communication (Tomaszewska & Florea, 2018). Simply put, Smart Mobility is a set of initiatives aimed at improving the mobility of people traveling both on foot, by public transport, and by private or other means of transport. Its result is a reduction in economic costs incurred by the natural environment and travel time (Aletà et al., 2017). An intelligent transport system is manifested mainly through the use of modern information technologies (but not only modern technologies) to ensure road safety, improve the efficiency of transport operations, and reduce the impact on the environment. Additionally, there are elements such as providing information for travelers, using automated vehicles, and monitoring safety while driving. The benefits resulting from the implementation of these systems include increasing the capacity of the road network by approximately 25%, significantly reducing the number of accidents by up to 80%, shortening travel times by approximately 50%, reducing exhaust emissions by approximately 40%, and reducing the costs of managing vehicle fleet and road infrastructure (ITS, 2012).

Many cities around the world have taken the idea of accessibility in public transport to heart and considered it important and necessary for the proper functioning of society. The concept of universal design for all is widely accepted in many countries and gains increasing adoption in middle- and low-income countries (Frye, 2019). To improve the availability of public transport for everyone in cities, various initiatives are undertaken, some of them are conceptually quite simple ideas that make life easier for residents, but several of the solutions deserve attention due to the level of technical advancement or ingenuity.

Thus, for example, some Slovak cities that have started public tenders for a public transport operator have created a group of requirements for the carrier that are necessary for everyone. Slovak cities are currently focusing on travel comfort, also for people with disabilities or people with strollers. Therefore, one of the most important requirements is that these machines should be low-entry. In addition, cities such as Nitra, Trencın and Levice in Slovakia included in their tender requirements such elements increasing the accessibility of public transport users as real-time data collection, camera system in buses, Wi-Fi access, mobile application (Bubelíny & Kubina, 2021).

In Maputo, Mozambique, a fairly simple system was tested that used raised bus platforms to help people with disabilities get on and off buses. The roadside platform provided a low-cost way to provide wheelchair access to standard buses at key locations along the route (Venter et al., 2004).

Many economical and creative solutions can make moving around much easier for many people. A very useful and accessible measure is the use of a clear color contrast at the edges of stairs or at the edges between the platform and doors in the train, which allows visually impaired people to enter and exit safely. An example of such a good design in, e.g., London is the subway, which was equipped with warning strips along the edges of the platform, which are characterized by contrasting colors and tangibility (Frye, 2019).

Another and more technically advanced solution supporting people with visual impairments is NaviLens (Sáez & Juan, 2017). Thanks to this system, people with visual impairments can move around the city, read signs placed at bus stops and metro stations, and receive directions via smartphones. This system effectively captures the new type of color QR codes, so that visually impaired people can read the information contained in the code without having to know exactly where NaviLens is located (NEOSISTEC, 2017). This system works successfully in cities such as New York and Barcelona.

For people with hearing or vision impairments, special systems are available to facilitate independent bus travel, such as sound signals warning about door opening and closing, common in many European cities. Moreover, such a system is recommended in the guidelines for designing accessible public transport (Rickert, 2007).

One of the most interesting ideas of using new technologies to support the mobility of people with disabilities is the system of intelligent sound signals introduced in the Helsinki metro on the Helsinki–Espoo line (Martinez, 2023). A kind of “sound and touch track” has been introduced there, which runs from the entrance to the elevators and down to the platform so that passengers can board the subway. At the next station, the path continues from the same metro doors to the exit. Sounders at the exit announce bus stops outside the station.

Additionally, real-time systems at bus stops, announcing the time until the next vehicle arrives, can be extremely helpful for people with hearing or vision impairments, while gaining the acceptance of all passengers (Frye, 2019). London can boast of such a solution. These elements are not only essential for safety but also provide helpful guidance for all passengers, including those with mobility and vision limitations.

Other, but already quite widely used, ideas to improve the availability of public transport are various types of applications that allow tracking the exact location of public transport vehicles in order to determine whether and when the desired public transport vehicle will arrive at our stop. There are many such initiatives, where a solution based on the GPS system is proposed, e.g., India (Vakula & Raviteja, 2017). London offers a similar solution. The Countdown service is used to provide upto-date bus arrival data at all stops on London’s transport network via the Internet, SMS, and road signs. In addition to providing live bus arrival times, the system also provides information on possible traffic disruptions and provides links to updates on London Underground services. Live information is transmitted using the most modern automatic vehicle location system, radio communication, and passenger information display system (Dudycz & Piatkowski, 2018). Singapore also invested in a similar initiative in 2008. Dedicated MyTransport.SG ecosystem, as the service is called, aimed to support travelers by providing an interactive map of bus and train stops, as well as a fare calculator. In 2011, a dedicated, integrated internet portal was introduced, extending its functionality to include road traffic information, the location of taxi stands, and details about vehicles and bicycles. In line with growing interest and developing opportunities, Singapore has also introduced a mobile version of the MyTransport.SG online portal (Dudycz & Piatkowski, 2018).

The above solutions, despite their advantages, also have some disadvantages. The main one is the fact that such a system is quite expensive, as it requires investing public money in GPS systems, or more generally, detection and tracking systems. An interesting development of the previous concept and coping with the economic disadvantages of previous solutions is the idea of Mobile Crowdsensing. This is an alternative solution because the crowd of passengers and their mobile devices are used to collect data, at virtually no cost. Farkas team has (Farkas et al., 2015) created an application called TrafficInfo and tested it in the city of Budapest. TrafficInfo is a simple and easy-to-use Android application that visualizes the city’s public transport information in real-time on Google Maps. The real-time updates on schedule information are based on automatically detecting stopping events of public transport vehicles using passengers’ mobile phones.

Other initiatives related to Smart Mobility are those undertaken to change the toll system. Currently, in Poland, we still rely on printed tickets available at unattended kiosks. As research by Pashkevich and colleagues (2021) using eye-tracking methods shows that such solutions are good, but not ideal. Foreigners needed almost twice as much time and more than twice as many glances to achieve the same goal as citizens. Here the idea used in London appears again—the Oyster Card. It is a form of electronic ticket used in public transport and works with radio frequency identification (RFID) technology. The reader transmits energy to the card via radio waves, using the phenomenon of electromagnetic induction to generate energy. This process activates the microchip on the Oyster card, allowing the reader to access the data stored on the card. In December 2012, Transport for London introduced the possibility of using a contactless debit, credit, or charge card to pay for tickets (Dudycz & Piatkowski, 2018). Similar solutions have been tested in Finland, Germany, and France (Guglielminetti et al., 2000).

5 Warsaw as an Example of a Central European Capital Implementing Innovative Solutions

The accessibility principles in Warsaw are defined by decree No. 1783/2022 of the Mayor of the Capital City of Warsaw dated December 1, 2022, referred to as the Accessibility Standards in Warsaw (Capital City of Warsaw, 2022). The document provides guidelines specifying the design of architectural elements, roads, sidewalks, green areas, and various components of public transportation.

The matters related to equal treatment are coordinated by the Commissioner for Equal Treatment in the Capital City of Warsaw (2022). The Commissioner works toward promoting equal treatment and non-discrimination in all areas of the city’s functioning, including public transportation. The aim is to make Warsaw an increasingly inclusive city that is welcoming and conducive to living for individuals with various needs. The Commissioner coordinates the implementation of the Social Diversity Policy of the Capital City of Warsaw. This policy is a city-wide document describing the values and principles of equal treatment according to which Warsaw and municipal officials should operate. In the Warsaw City Hall, there is also a Commissioner for the President of the Capital City of Warsaw for Accessibility. The Commissioner focuses on activities aimed at enhancing architectural, digital, and informational communication accessibility for individuals with special needs in Warsaw.

According to data from the Central Statistical Office (CSO) (People with disabilities in 2021, 2022) in 2021, over 12% of the Polish population consists of individuals with various types and forms of disabilities. However, accessibility is important not only from the perspective of people with disabilities. Everyone can benefit from access to public transportation. This include parents with strollers and passengers with large luggage who fall under the group of individuals with limited mobility. Accessibility of public transportation, especially for people with disabilities, is a step toward combating social exclusion. Correct implementation of the accessibility principle will contribute to the implementation of the provisions of the United Nations Convention on the Rights of Persons with Disabilities at the European Union level (Center for European Union Transport Projects, 2021). More than half of trips made in Warsaw during the day are carried out by public transport (Office of Mobility & Transportation Policy, 2009). In 2022, over 863.4 million (863,445,768) passengers traveled on Warsaw Public Transport vehicles. This number increased by almost 37% compared to 2021. Within public transportation in Warsaw, one can travel using buses, trams, the metro, and the light rail.

5.1 Warsaw Trams

Tram communication in Warsaw is operated exclusively by the municipal company Warsaw Trams Ltd. Trams serve a significant part of passenger transport in public transport. As part of the accessibility initiative, Warsaw Trams primarily implements low-floor rolling stock, which is adapted for individuals with diverse needs. In 1996, there was one tram with a partially low-floor, and by the year 2000, there were already 30 such trams. In 2007, their number increased to 45, in 2013 to 231, in 2016 to 311, and by 2023, there are 434 low-floor trams, constituting over 66% of the fleet. The new rolling stock is intended to be quiet and monitored, equipped with ticket machines. Currently, high-floor trams are essentially used as additional vehicles during peak hours on weekdays, and on holidays and Saturdays, only individual high-floor trams operate. The low-floor ones are for now marked on the timetable.

Low-floor trams are equipped with systems to assist boarding and alighting, such as platforms facilitating access to the vehicle. Tram drivers are trained to assist passengers with disabilities boarding and disembarking from the vehicle. Additionally, low-floor trams are equipped with specially marked spaces for people with disabilities, usually located near the entrance, as well as spaces for elderly individuals and those with limited mobility. The trams provide space for wheelchairs, bicycles, and other mobile equipment.

Most trams use auditory announcements, informing passengers about upcoming stops and important announcements. Information screens are also present, displaying details about the route and stops. There are tactile markings on board trams to facilitate spatial orientation for visually impaired or blind passengers. When opening and closing tram doors, auditory signals are used to inform passengers about these operations. Moreover, the tram driver can activate an external auditory announcement with additional information for individuals with visual impairments.

5.2 Metro and Urban Bus Companies

As the Warsaw Metropolitan Transportation Authority report shows, Warsaw Trams is not the only transport company implementing accessibility principles. The city is actively working toward making transportation available to people with disabilities, the elderly, pregnant women, and others who may need assistance. All the operating buses are reported to have no basic barriers (Public Transport Authority in Warsaw, 2022b). Currently, all the buses are low-floor ones, with the ability to reduce the height difference between the vehicle and the curb. Each bus has electronic displays and voice announcements, informing about stops and route status. Several older vehicles are still, however, lacking this development. Most operating vehicles offer expandable platforms, enabling access to wheelchairs or carriages. All the doors have an assistance button on the outside and inside of the vehicle, which can signal the need to open up the platform. Proper sitting with special backrests and safety belts are available for wheelchair users.

The metro system in Warsaw has also introduced several solutions in the last few years. A hearing aid system was used for the first time at the new stations in 2022. Induction loops have been installed, i.e., devices that connect directly to hearing aids. Messages broadcast by loudspeakers at stations are simultaneously amplified in the telephones. Thanks to this, people using hearing aids will not be exposed to noise, interference, and echoes. All the metro stations are equipped with an elevator and special wide gates, as well as horizontal Braille markings across stations and platforms to help visually impaired people navigate smoothly. However, on some stations, elevators are only accessible from one part of the underground station, making it harder to navigate for people with a need for that kind of assistance. A convenience for passengers involves the installation of moving walkways, commonly seen at airports. They have been installed at one of the longest underground corridors of the metro system. This solution is particularly significant for passengers with limited mobility.

5.3 Accessibility of Stops and Stations

In the years 2021–2022, an audit of transportation stops was conducted on behalf of Warsaw Trams Ltd., and the auditors’ recommendations set the direction for improvements in the municipal accessibility standards. Audit surveys were conducted at 596 tram stops in Warsaw and at one bus stop (Metro P locka 06). Selected parameters influencing accessibility were evaluated at each stop.

Several implemented solutions in Warsaw that received positive evaluations from auditors include the following:

  • Guidance System—Tactile Paths: Raised horizontal markings guide visually impaired individuals and warn of potential hazards. Two types are utilized: guiding elements (parallel lines) and warning signs (raised dots or buttons). These are applied on wide sidewalks, and main streets, leading to pedestrian crossings, and public transport stops.

  • Guiding Strips: Textured surface markings with parallel lines, having a minimum width of 25 cm. They indicate paths for individuals with visual impairments to pedestrian crossings, entrances, public spaces, and transport facilities.

  • Warning Strips: Textured surface markings with raised dots (bumps), with a width ranging from 30 to 50 cm. These strips mark hazardous areas like edges of stairs, ramps, platforms, and pedestrian crossings.

  • Attention Fields: Textured warning markings with raised dots, spanning a width of 50–90 cm. These fields mark changes in direction or branching of tactile paths, providing information about destination points.

  • Waiting Area: A special attention field within public transportation stops, designated at the height of the universally accessible second set of doors, with minimum dimensions of 90 × 90 cm.

  • Small Architecture: Elements and devices should be outside the obstacle-free path, with no sharp or angular edges for safety.

  • Rest Areas—Benches: One-third of benches have backrests and armrests for accessibility. Rest areas are placed near pedestrian traffic lanes, and bench materials include wood and plastics (avoiding uncomfortable metal seats).

  • Contrast Marking of Platform Edge: Warns visually impaired individuals of level differences, with recommended markings like a yellow strip, black contrasting strip, anti-slip gray surface, and warning strip.

  • Ticket Machines: Adapted to various disabilities, with several machines having different parameters. Ramp access, maneuvering space, Braille labeling, and touch guiding paths were considered.

  • Schedule Boards: Unrestricted access without obstruction, evenly illuminated, glare-free, and readable by all heights.

For the past 10 years, Warsaw Trams have been reconstructing platform stops to make them suitable for serving low-floor rolling stock. This involves adapting them to the platform level and marking the edges of the sidewalk, ramps, and other modifications, all in line with the accessibility standards. The modernization of tram stops includes extension, integration with bus stops, and the installation of visual and voice passenger information systems. In 2022, tests were conducted in Warsaw for markings for blind individuals at stops and on vehicles using QR codes and NaviLens software (Sáez & Juan, 2017). However, as of now, the Warsaw Public Transport Authority has not decided to implement solutions such as NaviLens.

6 Future Plans and Challenges

The availability of stations is a key issue in Warsaw (Office of Mobility & Transportation Policy, 2009). Most of the stations are marked as accessible to all, but several are still not available to everyone. The city provides an overview on the website, where they highlight all stations that are inaccessible for people with disabilities (Public Transport Authority in Warsaw, 2022a), with a substantial amount of them being in the city center. Existing accessible architecture for stations and key points for customer service in public transportation are pointed out in the accessibility declaration (Public Transport Authority in Warsaw, 2020). Existing accessibility solutions on main stations include elevators and escalators, parking spaces for people with disabilities, accessible toilets, communication systems across main points (such as railway stations), and audio induction loops. It is important to note that those solutions are most often available at major transportation hubs that are also designed to aid clients and travelers and therefore, have more advanced infrastructure.

A few promising developments have been mentioned in the Accessibility Plus Governmental program (The Ministry of Investment & Development, 2018), describing the current state of accessibility in Poland and presenting the foreseen actions to be taken in the years 2018–2025. Besides training for public transportation staff, describing accessibility and how to help people with disabilities, the document proposes creating a mobile app that collects all the data on accessibility in public transport and stations. It will record reports on the state of the stations and vehicles provided by users, as well as offer assistance after the sale of tickets. The application will also allow people to ask for assistance or flag noticed barriers. Twenty billions of Polish Zlotys has been provided for the renovating 200 stations, creating the mobile app, and expanding the accessibility of the current transportation system by 20% until the end of the project.

In recent years, Warsaw’s public transportation system has also recognized the challenges faced by passengers with cognitive and intellectual disabilities. One example is the Synapsis Foundation’s campaign “Autism—My Whole Life.” The videos from the series “Autism Misleads the Senses,” filmed in urban spaces, including the metro and bus stops, are presented as part of training activities for drivers of public transportation vehicles in the capital city.

7 Summary

This chapter provided an overview of accessibility in the public transportation systems with a special focus on the city of Warsaw, emphasizing the city’s commitment to inclusivity and equal opportunities. We started with the presentation of the legal international and national frameworks of accessible transportation. The accessibility of a city transportation system is framed within the Smart City concept, including Smart Mobility—intelligent and innovative solutions for transportation and mobility within urban areas. The accessibility guidelines in Warsaw present a holistic approach referring to transport vehicles, roads with sidewalks, bus and tram stops, and metro stations. Public transport vehicles are equipped with features like platforms, designated spaces for individuals with disabilities, and textual and auditory announcements. Tram stops feature guidance systems, waiting areas, and specific design solutions for benches, ticket machines, and schedule boards. The metro system in Warsaw introduces diverse accessibility solutions, including support systems for the hearing-impaired, induction loops, and tactile markings for the visually impaired. Recognizing challenges related to station and vehicle accessibility, Warsaw’s public transportation system acknowledges the difficulties faced by passengers with cognitive and intellectual disabilities.

To sum up, Smart City and Smart Mobility are still open concepts, waiting for further development. For cities to become smart, they must continue to explore innovative solutions in the area of public transport. In comparison to other European and global solutions, Warsaw paints itself as a city focused on pursuing higher accessibility and is open to further, more innovative solutions, such as the usage of mobile apps (The Ministry of Investment & Development, 2018). Still, additional solutions and reworks of stations are needed for the public transport domain to be inclusive. These activities will not only improve the lives of residents but will also contribute to achieving sustainable development by minimizing the negative impact on the environment. As technology develops dynamically, Smart City will become not only a necessity but also a fascinating reality that shapes the urban space future.