In this paper, I begin the first steps towards developing more ethical methods for designing for users with ADHD by investigating what needs stakeholders have when interacting with technology. Current interaction design projects concerned with ADHD are largely focused on children—ignoring adults with ADHD. Their aims and methods are problematic, potentially harmful, and erase experiences of those with ADHD by excluding them from the design process. These projects treat the ADHD community as a list of symptoms to be fixed by training behaviors—a practice that has been demonstrated to cause harm. Influenced by the Crip Technoscience, Neurodiversity, and Self-Advocacy movements and utilizing participatory/co-design methods I investigate the needs of users with ADHD by engaging with them throughout the process, ultimately leading to the development of preliminary guidelines for designing for ADHD accessibility which are presented in this paper alongside design examples and discussion of possible future work.

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Satisfactory public transportation (PT) should enable people to reach attractive destinations and desired activities fast, comfortably, safely, and affordably. When PT fails to do so it will have negative effects on the overall accessibility in a society. Evaluating a PT system essentially means measuring to what extent the demand from the users is met, and for such an analysis understanding the concept of accessibility is paramount. Whether an individual will experience a high or a low level of accessibility will likely depend on their personal capabilities, as well as on the surrounding environment. Barriers obstructing an individual from using PT could for example be of physical of phycological nature or come in the shape of public space management disproportionally favoring certain groups of society. Low accessibility can thus be linked to social exclusion, since when a person cannot reach important destinations, their chances to participate in society will be subdued. To measure the accessibility of a PT system, and how a PT system affects the overall accessibility of a destination, it is common practice to use indicators that can represent different categories of social exclusion. This approach was the basis for constructing the performance measurement tool called Bus Stop Ranking Algorithm (BSRA) which was created in the QGIS application Graphical Modeler. BSRA calculates the usefulness of bus stops by counting the number of vulnerable groups, the number of workplaces, and the total population within comfortable walking distance from bus stops, as well as comparing travel times by car and bicycle from residential areas to important locations. The tool was ordered by a private PT company which will use it to make decisions regarding e.g., creating new bus stops, or for relocating, removing, or redesigning existing bus stops or bus routes. The Swedish municipality Lidingö was used as the study area to demonstrate how to use BSRA and how to interpret its output. Using equal weights for all indicators, it was discovered that 9 bus stops in the southern part of Lidingö could be regarded as particularly useful compared to the other 207 bus stops in the municipality. Variables such as the space-temporal component, i.e., changes during the day were not used. Socio economic factors such as segregation were also not highlighted, since all indicators had the same effect on the total scores. Adjusting the weights for some indicators could expose underlying dynamics affecting the total scores for the bus stops and help the PT company make design changes where they will be needed the most.

Transportation-network companies such as Uber and Lyft have permeated cities around the world. While they have been lauded for introducing a new mobility option, questions of equity have been raised, including in relation to people with disabilities. Numerous lawsuits have been filed against Uber and Lyft for lack of disabled accessibility of transportation service they facilitate, with some of the lawsuit focusing on wheelchair accessibility. These have been reported in the media while work on the topic is lacking in the academic literature. This doctoral research explores wheelchair accessibility in transportation hailed through Uber and Lyft in the U.S., with a partial focus on the phenomenon in Washington, DC. The study sought to gain insight into wheelchair-accessibility matters with respect to four main stakeholders - riders, companies, drivers, and regulators and other government agencies. The purpose was a) to deepen understanding on the topic based on a holistic approach to core issues and produce evidence-based knowledge and b) to provide policy recommendations where needed. A mixed-methods approach was used to investigate the research problem. The quantitative strand surveyed 341 wheelchair users in the U.S., while the qualitative strand consisted of three sets of 16 qualitative interviews with drivers on the Uber and Lyft apps, Uber and Lyft company representatives, and representatives of relevant government agencies in Washington, DC. The study finds the following: 1) The service might be filling a transportation gap for some wheelchair users even though it is a two-tiered system that disadvantages motorized-wheelchair users. 2) The challenges surrounding wheelchair accessibility are perceived differently by the stakeholders and as a result there are differing views of how to solve them. 3) Overcoming inaccessibility challenge needs to involve changes on both Uber and Lyft and government agencies. Uber and Lyft and government agencies will find this study of interest to help them appreciate other stakeholders' perspective and use the findings to support policy decisions. / Doctor of Philosophy / Transportation-network companies connect drivers who are interested in providing a ride to riders who are looking for transportation through smartphone apps. Uber and Lyft are the most common of these companies. Both companies operate in many cities around the world. They are praised for creating a transportation alternative, but there is a concern that they may not serve everyone equally. For example, people with disabilities, especially wheelchair users have complained that they are not receiving the same service as those who do not use wheelchair. In the US, there are numerous lawsuits have been filed against Uber and Lyft for lack of disabled accessibility. Some of the lawsuit focus on wheelchair accessibility. These issues are reported in the media mostly. This doctoral research looks at wheelchair accessibility in transportation hailed through Uber and Lyft in the U.S., with a partial focus on the phenomenon in Washington, DC. The study sought to gain insight into wheelchair-accessibility matters with respect to four main stakeholders - riders, companies, drivers, and regulators and other government agencies. The purpose was a) to deepen understanding on the topic based on a holistic approach to core issues and produce evidence-based knowledge and b) to provide policy recommendations where needed. A survey and a set of interviews were used to investigate the research problem. The study finds the following: 1) The service might be filling a transportation gap for some wheelchair users even though it is a two-tiered system that disadvantages motorized-wheelchair users. 2) The challenges surrounding wheelchair accessibility are perceived differently by the stakeholders and as a result there are differing views of how to solve them. 3) Overcoming inaccessibility challenge needs to involve changes on both Uber and Lyft and government agencies. Uber and Lyft and government agencies will find this study of interest to help them appreciate other stakeholders' perspective and use the findings to support policy decisions.

Maps in mobile devices are appreciated aids for exploring andacquiring information about different geographical locationsaround the world. In these maps, you can, among otherthings, get directions, find restaurants in the local area andnavigate in public transport. To an increasing extent the mapsalso contain real-time data, i.e., information that is current andreflects reality and this information is continuously updatedand can inform the user about traffic situations, extent of airpollution in a specific area or delays of public transport. Theinformation in a map is primarily conveyed visually, whichmeans that people with visual impairments not always canaccess the information that is presented on the screen. Theexisting research on accessibility in maps for people withvisual impairments does not deal with real-time data, and thepurpose of this study was to identify which factors that affectsthe accessibility in maps that contains real-time data and withthese findings develop a model.A qualitative study has been conducted where the datacollection consisted of observations with participants whohave visual impairments to varying degrees observed a mapcontaining real-time data. The observation was followed bysemi-structured interviews. Data were then analyzed using atheoretical framework based on factors that affect accessibilityin mobile maps. Data that could not be associated with theexisting factors were then analyzed thematically.The study shows that factors that affect the availability ofmaps are also significant when the map contains real-timedata. In addition, the study shows the importance of beingable to alter the appearance of the real-time data and howmuch and which real-time data is presented to users. / Kartvyer i mobilen är för många ett uppskattat hjälpmedel föratt utforska och få information om olika geografiska platserrunt om i världen. I kartvyerna kan användaren bland annatfå hjälp med vägbeskrivningar, att hitta restauranger inärområdet och att navigera i kollektivtrafiken. I allt störreutsträckning innehåller kartvyerna idag även realtidsdata, detvill säga information som är aktuell och speglar verklighetenoch uppdateras kontinuerligt. Detta kan vara till exempelinformation om trafiksituationer, halter av luftföroreningar iett specifikt område eller förseningar i kollektivtrafiken.Informationen i en karta förmedlas i första hand visuellt vilketmedför att personer med synnedsättningar inte alltid kan tadel av informationen som finns att tillgå. Den forskning somfinns om tillgänglighet i kartvyer för personer medsynnedsättningar behandlar inte realtidsdata och syftet medstudien var att identifiera vilka faktorer som påverkadetillgängligheten i kartvyer som innehöll realtidsdata ochbaserat på dessa fynd utveckla en modell.En kvalitativ studie har genomförts där datainsamlingenbestått av observationer där studiens deltagare studeratkartvyer innehållandes realtidsdata och semistruktureradeintervjuer med deltagare som i olika utsträckning harsynnedsättningar. Datan analyserades därefter med hjälp avett teoretiskt ramverk innehållandes faktorer som påverkartillgängligheten i mobila kartvyer. Data som inte kundekopplas till de befintliga faktorerna analyserades däreftertematiskt.Studien visar på att de faktorer som påverkar tillgängligheteni kartvyer generellt även är väsentliga när kartvyernainnehåller realtidsdata. Dessutom påvisas ett behov hosstudiens deltagare att kunna anpassa realtidsdatans utseendeoch hur mycket och vilken realtidsdata som presenteras föranvändaren.

Webbtillgänglighet handlar om i vilken utsträckning webbsidor kan användas av personer med funktionsnedsättningar, äldre individer samt personer som bor i utvecklingsländer. För att se till att alla är inkluderade och har en likvärdig användarupplevelse måste utvecklare skapa mer tillgängliga webbplatser. W3C är en internationell grupp som arbetar med att utveckla webbstandarder. Dessawebbstandarder ska hjälpa till att få webben så tillgänglig som möjligt. De riktlinjer som W3C har utvecklad går under namnet WCAG och har som mål att tillhandahålla en gemensam standard för webbtillgänglighet. Problemet som adresseras i denna studie är företags brist på engagemang när det kommer till webbtillgänglighet för personer med synnedsättningar. Det kan vara svårt för personer med synnedsättningar att navigera webben på grund av att webbsidor inte är utvecklade med dem i åtanke. Webbtillgänglighet syftar till att personer med funktionsnedsättningar och äldre människor ska kunna uppfatta, förstå, navigera och interagera med webben samt att de kan bidra till webben. Samtliga funktionshinder som påverkar åtkomst och användningar av webben ingår i denna definition, det vill säga visuella, auditiva, fysiska, tal, kognitiva samt neurologiska funktionshinder. Denna studie fokuserar dock endast på personer med synnedsättningar. En metodkombination samt en förklarande sekventiell design användes i dennas studie för att komma fram till svaret på forskningsfrågan. Med hjälp av enkäter togs kvantitativa data in som sedan analyserades och la grunden för semistrukturerade intervjuer som gjordes för att få in informanternas personliga tankar och åsikter. Enkäterna och intervjuerna gjordes med företag som utvecklar webbsidor i Sverige. Resultatet visar att inte alla företag och utvecklare är medvetna om de riktlinjer och standarder som W3C har tagit fram, dock kan man se att en majoritet känner till dem och använder dem i sitt arbete. Enligt den data som tagits fram kan man se att företagen och deras utvecklare ofta försöker säkerställa att webbtillgänglighet finns med i sina projekt, dock kan man se en stor skillnad på hur mycket tillgänglighet som tas med i webbutvecklingsprojekten på grund av en del hinder. Tid, pengar, vilken typ av kund och lagstiftningar är de stora hinder som kan få företag att engagera sig mindre i webbtillgänglighet. Då det inte finns några lagar som säger hur tillgängliga privata kunders webbsidor måste vara är det ofta här hindren visar sig. Webbutvecklingsföretag känner att de inte kan lägga pengar på att utveckla webbsidor tillgängliga för personer med synnedsättningar om de inte får betalat för, detta leder till en minskad tillgänglighet på webben. Resultatet visar även på en brist kring utbildning av utvecklare hos webbutvecklingsföretag inom ämnet webbtillgänglighet samt en avsaknad av användartester. Detta visar på ett bristande engagemang både för ämnet webbtillgänglighet då det inte utvecklare utbildas samt att företagen inte involverar personer med synnedsättningar för att få en klarare bild av hur dessa personer faktiskt använder webben.

This bachelor thesis examines and compares the differences between the functional requirements according to accessibility that exist in the construction and design for a single-family dwelling in Sweden, compared to the US state of Minnesota. During the construction of a single-family dwelling there is a building legislation that both Sweden and Minnesota need to consider and follow. Accessibility is one of the areas that is affected by the building legislation. The building legislations for Sweden and Minnesota differ as Minnesota as a state does not have any requirements for accessibility adaptation for single-family dwellings. Sweden on the other hand requires that all new buildings, extensions, and reconstructions meet accessibility requirements and standards.   The building legislations for Sweden and Minnesota and their differences are presented in this bachelor thesis by depicting the countries view on accessibility for a single-family dwelling, and how this subject is reflected in the legislation that Sweden and Minnesota have.   A comparison between two floor plans has been done, where one floor plan is from a Swedish house manufacturer and the other one from a house manufacturer in Minnesota. There is also an investigation into how accessibility is considered in floor plans, and how they relate to the relevant building legislation. The floor plans have been weighed against each other, and analyzed whether they would be approved based on requirements and conditions in each country. The differences in the building legislation showed that the Swedish floor plan would be approved in Minnesota, while the floor plan designed for individuals without disabilities in Minnesota, on the other hand, would not be approved in Sweden.   The facts that have been obtained were considered in the design of an alternative floor plan in the Revit software. A single-family dwelling has been developed based on both Sweden´s and Minnesota´s building legislation according to accessibility. A result of a single-family dwelling with approved accessibility in both countries is presented in this thesis.

När man tänker på design och kanske framförallt grafisk design, samt med vilket av våra fem sinnen som vi människor främst upplever detta med, så är det förmodligen synen som man tänker på i första hand. De övriga fyra sinnena hamnar i skymundan och aktiveras inte i samma utsträckning som synen gör och de förblir passiva i vår interaktion med grafisk design. Men hur skulle upplevelsen av design förändras om man formger för fler sinnen än ett? Att inkludera och ta hänsyn till fler sinnen än synen när man designar öppnar även upp för ett mer inkluderande samhälle för dem människor som saknar full kapacitet av synen eller något av de övriga fyra sinnena oavsett om det är ett permanent eller temporärt tillstånd man befinner sig i. Med detta projekt ämnar jag att utforska vad sinnesdesign kan göra för vår upplevelse av design samt belysa de eventuella möjligheter som kan komma med den här typen av design där man designar med fler sinnen i åtanke. / When thinking about design, and perhaps graphic design in particular, and which of our five senses that we as human beings experience design with, most of us are likely to think about sight first hand. The other four senses tend to be forgotten or not taken into consideration and remain passive in our interaction with graphic design. How might the inclusion of more than one of these senses change, or perhaps even enhance the experience of design? To take more than one sense into consideration while designing could also create a more inclusive society for people that lack full capacity of their vision or any of the other four senses whether it be a permanent or temporary condition.  This project aims to explore what sensory design does to our experience of graphic design. It highlights the opportunities that could come with sensory design and designing with more senses in mind.

This report aims to study the difficulties when approaching accessibility and mobility challenges in rural areas and explore how rural areas might have been approached with urban methods. Mobility-as-a-Service (MaaS) is a renowned concept when addressing accessibility and mobility development in both rural and urban areas. Car ownership and habitual car use are topics that are relevant in the research fields of sustainable transportation and urban development and has shaped the development of MaaS methods. One question is if rural MaaS methods can be developed to fit an unique rural context more specifically.  To add knowledge about this a theoretical thematic analysis was made, based on four semi-structured interviews about how the interviewees perceive their accessibility, and reflections about their current situation in their settlement regarding accessibility. The results show that the settlements have both differences and resemblances regarding accessibility by bicycling, walking, car travel, and feeling of belongingness to their local community. One unexpected discovery is that the sense of belongingness and identity is correlated with the perceived accessibility to public and local services.  Finally, a suggestion for how to adapt MaaS to a rural area by using the data collected from the interviewees is presented with an example. The suggested method could be a tool to identify objectives and services that can be applied for every rural area by using Local Accessibility Index in combination with a categorization of the studied municipality. / Den här rapporten kommer studera utmaningarna med tillgänglighet och mobilitet på landsbygderna samt undersöka om det har tillämpats metoder på landsbygderna som från början var framtagna för stadsmiljöer. Mobility-as-a-Service (MaaS) är en erkänd metod för att angripa utmaningar med tillgänglighet och mobilitet i både land och stad. Bilägande och vardaglig bilanvändning är ämnesområden som är relevanta kring forskning om hållbart resande och stadsutveckling – och vilket har präglat utformningen av MaaS. Frågan uppstår huruvida tillämpningen av MaaS på landsbygderna kan utvecklas för att på ett mer specifikt sätt kunna anpassas till ett unikt område.  För att fylla kunskapsluckan genomfördes en teoretisk tematisk analys av fyra semi-strukturerade intervjuer för att undersöka hur de tillfrågade upplevde sin tillgänglighet samt för att höra deras reflektioner kring deras situation med avseende på tillgängligheten i sitt område. Resultatet visar på att de fyra olika personerna delar både likheter och olikheter när det kommer till tillgänglighet med cykel, via gång, och känsla av samhällsinkludering. Ett oväntat resultat var hur ens känsla av tillhörighet till regionen och till det offentliga hörde ihop med tillgänglighet till offentlig och lokal service.  Slutligen, presenteras ett förslag till metod med ett exempel för hur MaaS kan anpassas till ett landsbygdsområde genom att använda data från intervjuer. Den föreslagna metoden kan bli ett verktyg för att identifiera målsättningar och tjänster oavsett vilken plats det är som undersöks. Till detta används ett lokalt tillgänglighetsindex samt en kommunindelning.

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