No. 141, January 2008
Contents
President’s column
From the guest editor
Disability Standards for Accessible Transport
Air travel: The long journey
Trains, buses and ferries
On the road: Cabs, private cars and scooters
Enabling travel
Contact us
President’s column
By Robert Farley
It is my pleasure to introduce the latest issue of LinkUp. This issue
continues a series presented through 2007 focussing on matters of
particular interest and importance to people with a disability. Previous
editions have examined topics such as education and employment and
the articles by members of PWD have been a special feature. Once again
this issue benefits from members sharing accounts of their life
experiences.
I want to compliment guest editor Sheila King for her contribution to this issue,
which looks in detail at many aspects of transport as they relate to people with
disability.
Transport and access to transport is absolutely fundamental to all in our
community who wish to participate in the activities of life. The right to
accessible and reliable public transport can be critical for people with
disability, whatever their disability, whose transport options may be limited.
1
Our ability to leave our homes to engage in education, employment and social
activities is dependent to a large extent on accessible transport infrastructure.
This topic is especially important to me as an individual with a high-level
physical disability who grew up and lives in a regional area of New South
Wales.
The impact of a lack of available transport on my life and opportunities for
education and employment was quite negative. Part of this was due to the
lack of accessible transport itself and the larger distances that I needed to
travel. With the advent of wheelchair-accessible taxis came many more
opportunities to move around, although with the extra distances involved, the
costs were, and are, an inhibiting factor.
In the area in which I live it is necessary to book a cab a day or more in
advance to ensure service. This planned approach to life has the curious
effect of limiting one’s ability to be spontaneous. A similar situation exists with
public buses, where the bus operator will attempt to place an accessible bus
on the route required. However, because a suitable vehicle is not always
available, there can be no guarantee that it will arrive. I am sure my account is
not unique, particularly for those who live outside metropolitan areas.
I commend this issue of LinkUp to readers. Within its pages is a host of useful
and interesting, thought-provoking information.
From the guest editor
By Sheila King, Director PWD
Welcome to this issue of LinkUp, which is devoted to all types of travel
that people with disability use to move around in their day–to–day lives.
Since the Disability Standards for Accessible Public Transport (DSAPT)
came into effect in 2002, we have seen more accessible taxis and buses
all over Australia.
Nevertheless, there is a long way to go before we can take it for granted
public transport of any sort will always be accessible for people using mobility
2
aids and people with vision impairment, or that it will be fitted with hearing
augmentation for people with hearing impairment.
Accessible travel is the means of going from one place to another and is a
social product of the first magnitude, one that must be available to the whole
of society. No sector of the community should be excluded from travelling with
ease, comfort and dignity, whatever their personal, social, economic or other
circumstances.
In this issue we have spelt out as simply as possible the somewhat
complicated schedule which is part of the DSAPT, for full compliance of all
conveyances up to 2022. These details are on the internet, however we
appreciate that many of our members do not have access to this technology
but are interested in what to expect from our transport providers in the coming
years.
Many problems still surround the treatment of people with disability by various
airlines.
The report published by the Public Interest Advocacy Centre (PIAC), Flight
closed, details some disturbing incidents which people with disability have
confronted when taking to the air. This unacceptable treatment is not, in most
cases, the fault of the aircrew who, by and large, try to be as helpful as
possible.
People encountered difficulties from check-in to boarding and disembarking.
Staff shortages are the excuse given when people are pushed from the
aircraft into a departure lounge and left there for up to 30 minutes before
being taken to the baggage carousel.
Recently, the Disability Discrimination Commissioner highlighted that although
many transport providers throughout Australia have met or exceeded their
targets for accessible conveyances, the infrastructure requirements of the
DSAPT have, to a great extent, been ignored. As the Commissioner succinctly
argued, “what is the use of an accessible bus if the infrastructure accessing it
is not in place?” Much new bus stop infrastructure has been built since 2002
3
and in some areas none of this new infrastructure is compliant with the
standards.
This infrastructure then has to be reinstalled at a cost to the local rate-payers
and ultimately to the general public.
The article from Robin Banks of PIAC makes very interesting reading and
shows just how difficult it is for an advocacy group to take matters of noncompliance into the judicial arena on behalf of its members. If we are to
overcome the problems identified by this case then the confusion as to who
has standing in the judicial system must be identified and clearly set down.
Under the DSAPT guidelines part 35.1, a complaint can be placed if a person
believes that a public transport service is failing to implement the
requirements of the DSAPT, or to adhere to the compliance schedule set
down. It is clearly stated that a person may lodge a complaint with the Human
Rights and Equal Opportunity Commission by an aggrieved individual or any
person or group on behalf of one or more aggrieved persons. This
interpretation was negated in the decision made in the case referred to in this
article.
Justice not seen to be done may be seen as a barrier to many advocacy
groups and deter them from taking on discrimination matters on behalf of their
members.
Of course, there are many heart-lifting stories of people successfully using
transport of all varieties and many providers in this category are to be
congratulated for going beyond the call of duty.
Thomas Jefferson once said “Leave no authority existing not responsible to
the people.” It is certainly appropriate for our transport providers to bear this in
mind.
The way ahead for disability?
EQUALITY?
Man on the moon 1969 – Full access to public transport 2020.
4
Disability Standards for Accessible
Transport – Where are we now?
Requirements of the Disability Standards for Accessible Public
Transport 2002 (DSAPT): A brief overview
The DSAPT came into force on 23 October 2002 as mandated under the
Disability Discrimination Act 1992 (DDA) Section 31 – Disability
Standards. These standards apply to the widest possible range of
people with disability as defined in the DDA and to all operators and
providers, the conveyances they use and their premises and
infrastructure. Under section 32 of the DDA it is unlawful to contravene a
disability standard.
As defined by the DSAPT, a public transport service is an enterprise that
conveys members of the public by land, water or air and includes:

community transport conveyances that are funded or subsidised by
charity or public money that offers services to the public;

foreign aircraft and vessels that carry passengers to, from, or in
Australia and that offer services to the public.
There are some exemptions for compliance with the standards, including
dedicated school buses, adventure travel, charter boats, rental cars, and
some small aircraft.
The DSAPT details mandatory performance outcomes covering a range of
accessibility issues. Part 9.1 of the DSAPT Guidelines state the assumptions
that underlie the standards. These are:

Some passengers will use large mobility aids such as powered
wheelchairs.

Passengers using mobility aids often wish to travel with a companion
who may also be using a mobility aid.
5
To satisfy these assumptions, at least two spaces for mobility aids are
required in each waiting area at bus stops, bus terminals, and airports.
Spaces are also required in buses with more than 32 fixed seats, ferries,
railcars, (up to eight allocated spaces may be consolidated in one railcar of a
set) with accessible taxis required to have one allocated space. Aircraft and
coaches with fixed seating do not have to provide an allocated space.
The compliance schedule for the DSAPT is phased in over time markers.
By 31 December 2007: FULL compliance for conveyances, premises, and
infrastructure (with the exception of bus stops) in relation to waiting areas,
symbols, signs, alarms, lighting, furniture and fittings, hearing augmentation,
information, booked services, food and drink services, belongings and priority.
The response times for accessible taxis are to be the same as for other taxis.
By 31 December 2007: 25 percent of each type of service for conveyances,
premises, infrastructure (except bus stops) in relation to access paths,
manoeuvring areas, passing areas, resting points, ramps, Boarding, allocated
space, doorways and doors, lifts, stairs, toilets, tactile ground surface
indicators, controls and street furniture.
By 31 December 2007: 25 percent of each type of service for bus stops in
relation to access paths, manoeuvring areas, passing areas, ramps, waiting
areas, boarding, allocated space, surfaces, handrails and grabrails, stairs,
symbols, signs, tactile ground surface indicators, lighting, street furniture and
information.
The DSAPT applies after 23 October 2002 for FULL compliance in relation
to

public transport services provided with:
– newly constructed premises or infrastructure, or
– conveyances entering service after the standards come into effect, or
– premises, infrastructure or conveyances that have undergone
substantial refurbishment or alteration, or -additional or replacement
equipment in premises and infrastructure or on conveyances, and
6

new or revised ancillary services that are provided as an adjunct to the
public transport operation, and

new or updated information provided to the public.
Future compliance deadlines
31 December 2012: FULL compliance for conveyances, premises and
infrastructure (except bus stops) in relation to surfaces, handrails and
grabrails, gateways and vending machines. Accessible taxis are also required
to have 1500 mm headroom and vertical door clearance by this date.
The 25 percent requirement is increased to 55 percent in relation to the
specific areas listed above for conveyances, premises, infrastructure and bus
stops.
31 December 2017: 90 percent compliance for conveyances (except buses
which require 80%), premises, and infrastructure.
31 December 2022: All public transport services to fully comply with the
DSAPT, with the exception of trains and trams which have until 31 December
2032 to fully comply.
Five-year review of DSAPT
The Australian Government commissioned the Allen Consulting Group to
conduct its first five-year review of DSAPT. An issues paper was distributed in
May 2007 and disability groups and other stakeholders were called upon to
make submissions.
The NSW Disability Discrimination Legal Centre (DDLC) was one such group.
DDLC submitted 19 recommendations for amendments to the standards in
August. PWD members were asked to contact DDLC with stories of their
experiences using public transport, and this contribution allowed DDLC to
identify where the standards fell short of accessibility requirements.
The DDLC submission recommended the incorporation of principles that
would encourage operators to understand the values behind the standards,
7
with an obligation that “the staff of all transport operators are trained to
proficiency in disability awareness, the operation of equipment and facilities,
and the treatment of people with disability with courtesy and respect.” It also
recommended more specific amendments to the standards, such as:

There should be no fares or additional charges for assistance animals.

Information on changes to public transport services should be
published in accessible formats.

Operators should be required to carry wheelchairs and mobility aids.

Accessible toilets should be unlocked at all times, or a staff member on
hand at all times to unlock them at request.
The Public Interest Advocacy Centre (PIAC) was another major contributor to
the review, with a submission on “the experience of people with disabilities in
domestic airline travel in Australia” called Flight closed. The submission
describes how, rather than the air travel experience for people with disability
becoming easier since 2002, the barriers have increased in many cases. Lost
and damaged wheelchairs are a major issue, as are communication
breakdowns between staff members that lead to requests needing to be
repeated again and again. In some cases, conditions set by airlines have
become so unreasonable that people who had travelled independently in the
past are now required to be accompanied by a carer, or are barred from travel
altogether.
The PIAC submission made 57 recommendations on a wide range of the
issues affecting people with disability. For example:

Where a passenger is travelling with a carer because they require
support in their day-to-day activities, a discount fare for the carer
should be available.

An on-board wheelchair should be required for all aircraft with more
than 60 seats.

Carriers should be required to permit a person in a purpose-built
wheelchair to remain in that wheelchair until the person reaches the
boarding gate.
8

Moveable armrests should be available on at least half of aisle seats,
including in business class.

When appropriate notice is given, airlines must provide the services
offered and requested at no additional cost to the passenger.
(For more information on the PIAC submission, go to www.piac.asn.au.)
PWD’s submission to the review pointed out the benefits of universal design –
design of environments useable by all without adaptation – when applied to
vehicles and infrastructure.
For example, the introduction of low-floor buses in Sydney was initially
resisted by operators on the grounds that picking up passengers who use
wheelchairs would slow down services. This has proven not to be the case.
The low-floor buses have made for faster services and benefit all passengers
as everyone can board and alight quicker and more easily.
In contrast, lack of a universally designed taxi fleet across Australia means
that many people cannot simply hail and ride whenever they need a taxi.
Transport providers and discrimination
complaints
By the end of the first five-year period since the introduction of the DSAPT, 31
December 2007, all public transport providers in Australia were to have
achieved 25 percent accessibility. Providers were protected from complaints
under the Disability Discrimination Act during this period. From 1 January
2008, people with disability can make complaints against transport providers
who do not meet the required 25 percent accessibility.
Making a disability discrimination complaint against a
transport provider
Disability discrimination complaints should be made to the Human Rights and
Equal Opportunity Commission. For information about how to make a
complaint contact the commission:
9
phone 1300 656 419
SMS 0488 744 487 (0488 RIGHTS)
email complaintsinfo@humanrights.gov.au
web www.humanrights.gov.au/complaints_information/lodging.html
Air travel: The long journey
A Sydney man with multiple sclerosis, Richard Larsen, had his walking
stick pulled to pieces by security at Melbourne Airport. He was then told
to take it back to the check-in desk as it was not permitted on board an
aircraft. He told the security officer he needed the stick in order to walk,
to which the officer responded “Bad luck.”
Richard asked for a wheelchair and waited 15 minutes until a “customer
service supervisor” appeared and told him that the problem wouldn’t have
occurred if he owned a “real” walking stick instead of his carbon-fibre hiking
stick. He replied that he had taken the stick on many flights before without any
trouble, but was told “I don’t have time for this and you have a plane to catch”
and “I don’t have to help you”. (Reported in the Sydney Morning Herald, 6
August 2007.)
Richard’s experience and those of Dougie Herd and Michael Herdman (below)
show that attitudes and procedures towards accessibility in the Australian
airline industry certainly have a long way to go. This seems to be the case
internationally as well.
Over 40 members of the Malaysia-based Barrier-free Environment and
Accessible Transport Group (BEAT) held a protest in July this year against
AirAsia for its refusal to take passengers who were completely immobile.
BEAT demanded that the airline take reasonable steps to ensure its facilities
and services are non-discriminatory.
AirAsia includes no easier-access aerobridges at their terminals, so
passengers are required to walk up a flight of boarding stairs, “a daunting task
when one is disabled from the waist down,” said Christine Lee, organiser of
the protest.
10
When booking AirAsia tickets online, a separate icon appears asking if the
purchaser would require “special assistance.” Ms Lee says that “If you clicked
‘yes’, then you won’t be able to proceed with your booking.”
AirAsia provides wheelchairs for hire, but they cannot be taken past the
departure area and passengers unable to climb the boarding stairs without
assistance are asked to travel with a carer. (Reported in The Star, 16 July
2007.)
But the stories are not all bad. For example, representatives from PWD and
other disability groups were invited to Qantas’s fourth Forum for Customers
with Specific Needs at Sydney Domestic Airport on 6 June 2007.
Qantas has used the feedback from the forum to assist in the review and
improvement of its policies, products and services for people with disability,
including:

reviewing and developing its disability awareness training material for
airport staff, cabin crew and contact centre staff

introducing a passenger assistance brochure for passengers travelling
with a mobility aid

introducing reduced fares for customers who travel with a carer within
Australia and New Zealand for both customers and their carers, where
they have an approved carer concession card such as the Qantas
Concession Card (see www.nican.com.au for further details)

reviewing services for customers who are deaf or hearing impaired.
Another domestic airline, Virgin Blue, had published a policy on its website
that stated “anyone unable to push themselves in an ‘aisle’ wheelchair from
the check-in counter to the plane would have to buy another ticket for a carer.”
The Australian Federation of Disability Organisations made a complaint to the
Human Rights and Equal Opportunity Commission, which could have resulted
in a Federal Court injunction. However, after talks with the commission, Virgin
Blue agreed to overturn the policy.
11
Things are also looking better in the European Union. New rules came into
effect on 26 July 2007, stating that airlines and tour operators will be forbidden
to refuse passengers on the basis of reduced mobility. From July next year,
elderly people and people with disability will be entitled to receive free-ofcharge assistance in all European airports and on board planes.
“The phasing in of these rules will put an end to discrimination and give
disabled and elderly passengers the help they need,” said transport
commissioner Jacques Barrot.
Airports and airlines will have to bear costs for providing the relevant
infrastructure for passengers with disability, as well as carriage for
wheelchairs and guide dogs.
Air travel: my rights and my responsibilities
By Dougie Herd
My rights
It is essential I remain in my wheelchair until the last moment possible. The
earlier one removes me from my wheelchair the longer I spend as an
unnecessarily dependent person.
It is essential that my wheelchair be brought to the door of the plane on arrival
for transferring at the earliest opportunity. Sitting inside the plane there’s little
one can do to force them to bring your chair back to the door if it’s already on
the way to baggage reclaim.
As someone who needs a ‘full lift’ I expect that lift to be carried out by staff
who are trained in either manual handling techniques or use of equipment for
lifting passengers who cannot transfer without assistance.
I travel independently for business and pleasure. There must be no
requirement for me to be accompanied by an assistant.
I’m the passenger with disability. Staff should speak directly to me not to my
wife, my mate Jon, the chairperson of the committee I support, or the Minister
12
for Disability Services, none of whom are inclined to answer questions on my
behalf.
My responsibilities
Given that I assert my right to be seen as an independent traveller, I accept I
am responsible for my own (non-emergency) care during the flight. I do not
ask aircrew to assist me with tasks or functions related to my physical
impairment.
It’s in the airlines’ commercial interest to treat me well as a passenger. I travel
a lot. As a manager of staff who also travel by air, I authorise the flights of
others (some with disability, others not). Here’s the simple truth: treat me
badly and I’ll take our business elsewhere.
Issues around ID
By Micheal Herdman
When people check in for domestic flights, they need to show identification.
This is usually a driver’s licence or a passport. Many people with intellectual
disability don’t have either of these documents as they don’t drive a car and
they don’t travel overseas. This is a big problem that has not been addressed.
You wouldn’t credit it
One airline’s practice on granting refunds is puzzling to this PWD
member.
Case study: Paul
Paul and his carer booked a flight to Adelaide. On purchase of the tickets,
Paul rang the airline to discuss his special needs and was denied travel on the
basis that his wheelchair was 14 cm too tall for the cargo hold.
Paul and his carer were originally told that no refund of their fare would be
granted and that they would only receive a credit. After it was pointed out that
Paul would never be able to use the credit, the airline consented to a refund.
13
Denied air travel, Paul and his carer were forced to undertake a long and
expensive car trip instead.
Air travel – fully clothed
Kali has a physical impairment. The nature of her impairment – she has short
arms – means that she uses aids for personal care and hygiene including a
dressing stick to take off and put on underwear, tampon inserters, an aid to do
up buttons, and a hook on a tiny stick to do up zips. Kali has had difficulties
taking such items into the cabin when she flies. She has been told by various
Australian airlines that such items can be used as weapons.
Kali was planning to fly from Sydney to Canberra with Qantas and called
beforehand to check if her aids would be allowed on board. Qantas told her
that she would not be allowed to take either her telescoping or folding
dressing stick on the plane and that if she tried to, it would be confiscated at
the security checkpoint and destroyed. This would mean that Kali could not go
to the toilet without assistance, unless she travelled in a dress and wore no
underwear – uncomfortable, and impractical if menstruating and using pads.
Kali wanted this situation resolved – for herself and other travellers – and so
she set up a meeting with Qantas along with representatives from the NSW
Disability Discrimination Legal Centre and the Human Rights and Equal
Opportunity Commission (HREOC).
She met with the managers responsible for customer service, security, and
health and safety. The Qantas staff explained that the issue was with aviation
security regulations, which provide for certain items to be taken on board if
they are required to treat a medical condition. Kali’s items might fall into this
category, however the regulations are unclear on this. Qantas and HREOC
undertook to pursue a change in the wording of the regulations to make
explicit that disability aids are allowed on board.
Qantas also undertook to revise its policies and staff training in relation to
such aids. Kali hopes that once Qantas’s policies are in place, other airlines
and airport security providers will follow. HREOC will assist with this.
14
Trains, buses and ferries
How effective are our human rights
mechanisms?
Robin Banks, Public Interest Advocacy Centre
In the first complaint of breaches of the Disability Standards for Accessible
Public Transport 2002, the Federal Court of Australia decided that the
application of Access for All Alliance (Hervey Bay) Inc v Hervey Bay City
Council could not proceed because Access for All did not have appropriate
‘standing’ to be an applicant.
In early 2005, Access for All made a complaint to the Human Rights and
Equal Opportunity Commission (HREOC), stating that Hervey Bay City
Council had breached the standards in relation to 20 new or recently modified
bus stops in the area that did not cater to the needs of people with mobility
impairments or vision impairments. This complaint was terminated by HREOC
because it could not be conciliated.
On 5 May, Access for All then lodged a complaint in the Federal Magistrate’s
Court, represented by the Public Interest Advocacy Centre (PIAC) and human
rights barrister Kate Eastman. In November 2005 they provided a statement of
claim that identified the requirements of the standards for bus stop
infrastructure and detailed the aspects of each bus stop that did not meet the
requirements.
Hervey Bay City Council argued that Access for All lacked standing because it
is an incorporated association without “sufficient interest” in the issue, not an
“aggrieved person” under the Human Rights and Equal Opportunity
Commission Act 1986. The court found that while its members with disability
could personally bring legal action for a breach of the standards, the
association could not.
In a speech to the National Road and Transport Congress, the Human Rights
Commissioner said, “had the case been heard on the substantive issues, I
15
would find it hard to see how a court would not conclude that the standards
had been breached.”
There are significant benefits to allowing an organisation to make a
representative complaint when it comes to human rights issues. When, such
as in this case, there are multiple breaches of different requirements
impacting upon the access of people with different impairments, these can be
dealt with in a single action, reducing the cost and stress to individuals
tackling the legal system.
Speech to the National Local Roads and
Transport Congress
By Graeme Innes
Internationally, the right to access transport services has been clearly
recognised in the recently developed UN Convention on the Rights of Persons
with a Disability.
Domestically, Australia is already well placed to comply with that article, as a
result of state, territory and federal discrimination laws. Local government has
some direct responsibilities under the standards including where the local
government itself provides a public transport service, and where the local
government has responsibility for infrastructure, such as bus stops.
Bus stops are a critical part of the infrastructure of a public transport service. If
they are not designed and maintained in a way that allows a person with a
disability to access them and then access a bus or coach the transport system
as a whole is not accessible.
Unfortunately, a recent survey undertaken in one state suggested that very
few councils were fully aware of their responsibilities in this area, and even
fewer had taken steps to address their responsibilities through budgetary
planning.
16
If the transport infrastructure does not connect seamlessly with the broader
footpath network the transport system will continue to be inaccessible to many
people with a disability, no matter how many accessible buses are on line.
Getting through the barriers
OK – so you have the pass, but now to get through the barrier.
By Leonie Hazelton
There are a few things that spring to mind when I think about transport. The
main thing is: I don’t fit the mould. I have a vision impairment, but I don’t use a
cane, therefore I’m not easy to spot, and people don’t often know how to take
me.
I travel to work on the train every day. It’s a bit annoying when you can’t get
through the barrier at Wynyard or Central stations, because your vision
impaired person’s permit looks like a credit card, rather than a ticket. You
have to stand at the barrier looking like an idiot until someone from Cityrail
opens the gate for you. It’s a bit humiliating, really, and I have nearly broken
the barrier so I could get through to catch a bus.
One thing I have learned from my little adventures on public transport is to
always have your wits about you.
My first bus trip
By Jenefer Warner
I wanted to go to Hervey Bay for a trip on a bus because I have never used
public transport before.
I telephoned the Wide Bay Transit Bus service a week prior to my intended
travel to ask about bus times and the availability of a wheelchair accessible
bus. I was informed that I had to telephone them nearer to the time of my
intended travel as they did not know which bus would be off the road for
maintenance/ servicing reasons. This made things hard for me because I
have a support person on a daily basis and I had to advise them in advance
should I not want their service on the day. I was told by the bus company they
17
might know which accessible buses would be available if I gave them 24
hours notice, but they could not guarantee this.
This meant I could not give anyone advanced notice of my plans because I
did not know them myself. I could not even let the hospital know that I would
be there for an appointment. This added to my frustration. I could not even
advise the person who was coming with me on what day or time we would be
going for the bus ride. I found all this very upsetting because it meant that I
had to make my travel arrangements to suit the bus company’s agenda rather
than my own. I feel that being a paying customer I should have the right to
travel where and when I like, wheelchair or not.
The bus trip itself was fine when I finally got on board, although the entrance
to the bus was a little tight, especially manoeuvring an electric wheelchair
around the corner. My wheelchair was not tied down on the bus and I found it
a little hairy when the bus went around corners.
I believe that the bus company should state on their timetable whether the bus
coming at a specific time is wheelchair accessible or not. If the timetables
cannot show this information then the bus company should have a free phone
number which can be called to get the information. But the bottom line is that I
should not have to telephone at all. I should be able to catch an accessible
bus when I want one.
So ‘what is your emergency’?
An inadequate system for identifying the needs of rail travellers with
disability led to one PWD member’s late-night ordeal.
Case study: Matthew
Matthew has quadriplegia and uses a wheelchair. While taking his usual trip
from St Leonards to Town Hall Station at 5:25 one evening, his train was
delayed indefinitely. The train continued eventually to North Sydney station,
where all other passengers disembarked, but Matthew was told to stay where
he was as there were no lifts. He requested that staff carry him up the stairs
but this was refused.
18
The train began to proceed to Waverton – a station that is equipped with lifts –
but on the way lost all power and stopped, stranded. At 7:15 Matthew rang
Cityrail to find out what was happening, and was told he could make a
complaint that would be dealt with within 3–5 days. He then contacted a police
officer, who called Cityrail on his behalf.
When a Cityrail Operations Officer rang Matthew back, he explained he
needed to get off the train, was in need of medication and was in serious
discomfort. The officer asked him “What is your emergency?” and said she
had no record of the train being stranded.
At 9pm transit officers, accompanied by contractors working at North Sydney
station, arrived and used a forklift to get him off the platform. Matthew finally
got home just before 10pm.
PWD members help to promote railway
accessibility
By Leonie Herdman
I have been busy with the transport at Revesby Railway. I am on the
committee for the Turnback Project. What they are doing is building a second
platform and three lifts, which will be working by the end of 2007 and a new
footbridge will also go in.
We will have meetings every two months at Panania Senior Citizens Centre.
Leonie is Community Advisor for the Revesby Turnback Project, managed by
the Transport Infrastructure Development Corporation. The project will
improve accessibility to the station and increase the volume of services on the
East Hills line in Sydney.
19
Good news story: Greyhound buses set the
standard
Greyhound Australia has won a 2007 Disability Action Week Award in the
transport category in recognition of the company’s efforts toward meeting the
needs of passengers with disability.
“We didn’t just create our Easy Access coaches based on legislative
requirements or because we had to,” Chief Executive Officer, Robert Thomas,
said. “Greyhound Australia went much further by speaking to passengers who
had a disability.”
Greyhound Australia’s new coaches enable people using wheelchairs and
scooters to board in an easier, dignified manner. The coaches are also
equipped with new, appropriately positioned hand rails, allowing people to
maintain balance while getting into the seats and during the transfer of a
wheelchair into the coach.
Bus fares go over the top
By Louise McKinnon
I have to get the school bus from Brunswick Heads to and from my work in
Murwillumbah, about 38 km away. I pay a concession fare of $4.90 each way.
Then the taxi takes me from the bus stop to work. I pay a discount fare of
$2.50 each way for the taxi.
But in the school holidays the school bus does not go to Murwillumbah so I
have to get a different bus which costs $10 each way ($20 per day). This
happens for two weeks three times throughout the year, and then another two
or three weeks in the Christmas holidays, depending on how many weeks’
holiday I take.
Without appropriate concession provisions, Louise is required to pay $100 per
week during school holidays for her bus transport to work.
20
Misinformation about accessibility
Just how much do staff of transport providers know about their
obligations? A PWD member found out the hard way.
Case study: Maria
Maria uses an electric wheelchair. She was excited about using it to get to the
doctor and to go shopping. But she was very disappointed when she
attempted to board a ‘wheelchair-accessible’ bus, the driver told her the bus
did not take electric wheelchairs.
Maria found out that the driver’s statement contravened the policy of the bus
company. The bus driver should have let her on the bus.
The driver’s response also contravenes the DSAPT part 3.2 – Access for
Passengers in Wheelchairs: “Passengers in wheelchairs or mobility aids must
be able to enter and exit a conveyance and position their aids in the allocated
space.”
Loud and clear? Not for all ferry passengers
Case study: Yvette
Yvette has a hearing impairment and cannot hear the announcements made
on ferries, which are usually shouted from the lower deck. When asking ferry
staff for information she has found them to be unhelpful and rude, and she is
unable to lip read staff in the ticket booths because it is difficult to see them
clearly through the security screens.
Yvette considers this an issue of safety as well as equal access, and
proposes that conveyances be equipped with electronic signs to convey
important information.
The DSAPT part 26.2 – Public Address Systems (Conveyances) states that “If
a public address system is installed: people who are deaf or have a hearing
impairment must be able to receive a message equivalent to the message
received by people without a hearing impairment” by 31 December 2007.
21
On the road: Cabs, private cars and
scooters
There have been many recent innovations in accessible private
transport for people with disability. The modified scooter designed by
Wally Bancroft is one example.
Mr Bancroft has invented a wheelchair he calls the Baribunma wheelchair –
named for the Aboriginal word meaning “to dream” from his Bundjalung
dialect. Its aim is to provide people with disability greater independence by
providing a fully transportable, height-adjustable wheelchair that fitted through
standard doors, under desks and into any van and people-mover.
Rather than expensively modify a car to suit the wheelchair, this chair is
simply slotted in to where the driver’s or front passenger seat was.
Thirty patented wheelchairs, which can be customised with any kind of seat,
are in production and Mr Bancroft is exploring overseas markets.
Blacktown resident Andrew Smith, who has muscular dystrophy and is using
the chair, says “I press the remote control, open the back door of my van,
drive in, lock down and away I go.”
But Wally Bancroft and Andrew Smith are two of the lucky ones. Other
operators, inventors and users of modified conveyances have found that
government regulations and red tape are making the already expensive
process of using and modifying private vehicles even more difficult.
For example, the Australian Government has a process through which a
person with disability can purchase a car GST-free – but only if deemed
eligible:

You must have a current disability certificate issued by Health For
Industry that states that you have lost the use of one or more limbs to
such an extent that you cannot use public transport.
22

You must also be using the car for your personal transport to and from
“gainful” employment (regular work for at least eight hours per week).

Your partner, carers and family members are not eligible to purchase
the car on your behalf.
(See www.ato.gov.au/businesses/content.asp?doc=/content/13098.htm for
more details.)
Lack of action on scooters in taxis
Why do people on mobility scooters have to transfer from their scooter
onto one of the taxi seats? Sheila King asked this of the Queensland
Minister for Transport in 2001.
In a letter, the then Minister advised that manufacturers of the most commonly
used mobility scooter in Australia are not prepared to certify their scooters as
safe for carriage in motor vehicles. The Queensland Government therefore
decided not to allow the carriage of occupied scooters in taxis.
The government’s reasoning was, and still is, that the seats on scooters are
generally not an integral part of the device and are designed to swivel and be
height adjusted. Whereas, the Minister advised, with wheelchairs the seat is
welded to the device at numerous points meaning that securing a wheelchair,
automatically includes the restraint of the seat. This apparently does not occur
with scooters.
The Minister also said that wheelchairs are restrained at four points while
scooters generally only have three possible restraining points. In addition,
many scooters’ steering columns are not sufficiently secure and may be too
close to the passenger to allow for safety in the event of an accident.
The Minister stated that he was very concerned about the situation for scooter
users who cannot transfer from their scooters and that he had asked
Queensland Transport to find a safe and appropriate solution to this as a
matter of urgency.
23
This was seen as a matter of urgency in 2001 – why has the solution not yet
been forthcoming?
Taking the lead in a regional area
Case study: Lynn
Lynn’s 13-year-old son has a brain injury and uses a wheelchair. Until two
years ago there were no taxis at all in her area, but now her and her husband
have set up a wheelchair-accessible taxi service that will cater to the needs of
people with disability.
They took up the offer of free licenses for taxi operators in rural areas and
now provide transport service to their whole community and in particular to the
elderly. Thanks to a government grant, they are able to charge subsidised
rates for customers who are part of the Home and Community Care program.
Lynn and her husband travel hundreds of kilometres each day taking children
with disability to school and have started a wheelchair-accessible winery tour
business.
Custom-designed motor scooters – getting
through the red tape
Garret Krampe and Lauren Hislop
Garret Krampe is a designer of modified scooters. Lauren Hislop asked him to
design a vehicle that would enable her to get around – a vehicle based on a
motor scooter, but with retractable stabilisers (like training wheels) and a top
speed of 10 km per hour (due to Lauren’s reflex limitations).
“I am not an elderly person and I do not want to ride an old persons
conveyance,” says Lauren.
The scooter would have two wheels and the stabilisers would only come down
to the ground when it reached 5 km per hour. Garret says it would behave
“like a mobility scooter, be a lot easier to store, a lot lighter, and certainly a lot
‘cooler’.”
24
Since planning these modifications, Garret has found that there are a number
of hurdles to overcome. A modified motor scooter “would need to be
registered under current guidelines but Lauren would not be able to drive not
having the ability to obtain a license.”
If any PWD members are interested in a mobility scooter such as this one, or
have had success obtaining exemptions from the license regulations, please
contact Garret: garret@kisser.net.au or Lauren: laurenhislop@bigpond.com
Enabling travel
Two new websites can help travellers with disability find the answers to
their accessibility needs.
www.d-ability.org
The ‘disAbility Leisure, Arts, Sports and Lifestyle Web Guide’ was launched at
a lunchtime event at the Royal Rehabilitation Centre, Sydney on 23 August
2007. Guest speaker at the launch was rock climber Nick Morozoff, who has
paraplegia and features on the homepage. This website was developed by a
specialist recreation service at the centre. It brings together resources from
across the world about the arts, sport, health and travel for people with
disability.
On the site it says “You will be able to find links here to anything from mouth
painting to mountain biking, fashion to wheelchair football, travel in Thailand to
tenpin bowling.”
www.australiaforall.com.au
The Australia For All Alliance Inc officially launched its website during
Disability Action Week in July 2007.
This website is devoted entirely to providing information about
accommodation and tourist venues that cater for people with physical, vision
and hearing impairments. The intention of its coordinators is to bring this
25
information together on one site, as currently there are many websites about
tourism, but it is difficult to find out whether the venues are accessible.
This volunteer, not-for-profit community service was established in response
to a national survey that identified the barriers that face people with disability
when they try to make holiday arrangements. It has been described by
reviewers as practical, useful and user friendly. Coordinator Sheila King says
“We are hoping that people with disabilities will make this website their first
‘port of call’ when trying to find accessible accommodation.”
Sheila has just returned from a conference on accessible tourism held in
Valencia, Spain, at which her presentation based on this website was the only
one to receive a standing ovation. The Australia For All Alliance was also the
only organisation named in the closing workshop as having made an
outstanding contribution to accessible tourism by way of their innovative
website.
Contact us
LinkUp is the newsletter of People with Disability Australia Incorporated.
We welcome contributions from members.
Editorial responsibility for this edition lies with Therese Sands, Acting
Co-Chief Executive Officer
© 2008 People with Disability Australia Incorporated
If you would like to receive LinkUp in an alternative format, or have an
inquiry, contact us.
Postal address: PO Box 666, Strawberry Hills NSW 2012
Street address: Ground Floor, 52 Pitt Street, Redfern NSW 2016
Phone: 02 9370 3100
Toll free: 1800 422 015
Fax: 02 9318 1372
TTY: 02 9318 2138
TTY toll free: 1800 422 016
Email: pwd@pwd.org.au
Website: www.pwd.org.au
26
27