The most, and least, wheelchair accessible cities: a quadriplegic's guide

Dubai: a city with a surprisingly accessible metro. Shame about everything else, really. Image: Getty.

Last week, CityMetric reported on RATP's interactive map of the Paris Metro. It has a button you can press to see where on the network people in wheelchairs can go. It's great.

The only problem is, when you press that button, pretty much the entire network disappears.

If I've learned one thing in the nine years since I broke my neck, it's that the world is not particularly well designed for disabled people. Sometimes the things that stop you doing stuff and getting places (or, indeed, the things that enable you to do them) are very small. Sometimes they are massive.

What they all do, though, is completely redraw the map of the world you can reach.

At the risk of stating the obvious, just how physically disabled you are makes a huge difference to what you can do and where you can do it. Different physical restrictions can mean very different things.

If you are stuck on bed rest – as I have been for very significant portions of the last two years – then that’s it for being in the outside world. You better hope you have a nice view and a good plan for making people come to see you (I founded a think tank).

If you are mobile in a wheelchair, though – and I still am, thank God, at least periodically – then it’s all about the most basic forms of accessibility and logistics. Flat access doors, ramps and lifts all make a huge difference.

For that reason alone, I really like Canary Wharf. For several years the only pedestrian route from my apartment to the main Canary Wharf estate ran across a metal bridge with a lift at one end.

Admittedly, lifts are less reliable than ramps. That bridge looks great: but the lift I use to access it periodically fails, rendering the entire route unusable for me.

On almost every other route in Canary Wharf, however, there is an alternative if the lifts don’t work: usually a longer route involving ramps. I don’t know how many other people even notice, but I think it’s great.

Four wheels good, two legs better

What of longer journeys?

Most taxis in most cities cannot take a passenger who is still sitting in a wheelchair. That means you can only use them if you are physically able to be assisted into the car and set on a regular seat.

That is something lots of disabled people can do. Paraplegics, for example – those who broke their backs, and now have working arms, but not legs – are very skilled at transferring into a car seat. If you can't do that, however, you're screwed.

All this makes London taxis completely incredible. The idea that a truly wheelchair-bound user can flag down a regular city taxi and just get inside is unthinkable almost anywhere else. (Although, they aren't quite tall enough to take some of the largest electric wheelchairs.)

In most countries and cities, getting a wheelchair taxi is hugely challenging. Often, when they are privately owned by specific companies, it's hugely expensive, too. In Washington DC, taxi firms will only take wheelchair bookings within a three-hour window – and won't guarantee turning up at any particular time within that.

In Egypt, a tourist hiring one of the handful of wheelchair accessible minibuses might be looking at close to $1,000 for a day. I've been quoted even higher prices elsewhere. And some countries don't have any wheelchair accessible vehicles at all, outside hospital transports.

The UK offers another advantage, too: British residents with a disability often qualify for a subsidised vehicle under the Motabilty scheme. In my case, that means a converted van and insurance to cover a rotating selection of often foreign carers.

That's great for most travel. But in a city like London, parking is hard to find. Hiring such vehicles overseas is expensive. So that leaves you dependent on public transport.

And that, as we've already seen in Paris, is a very mixed bag indeed.

A tale of five cities

Unsurprisingly, finding myself quadriplegic has significantly reined in my travel compared to the days when I was a globetrotting foreign correspondent. That's been all the more true over the last couple of years when I've been unable to fly, and have been dependent on making my way slowly across oceans on cruise ships.

Some cities are easily traversed in a wheelchair...

I have, however, had the fortune to travel more than I expected. And the world's great cities, I've discovered, are very, very different.

Paris, as we've seen, is a bit of a nightmare: it has a relatively old metro system and only the bits built since the 1970s are accessible. The rest simply have too many stairs to be made reasonably wheelchair friendly at a non-ridiculous cost.

The same is true of vast swathes of the New York metro and London Underground. I'm lucky enough to live in Canary Wharf in London's East End where most of the links – the Jubilee line, Docklands Light Railway, even the Thames Clipper fast ferries and Emirates Cable Car – are relatively new. I can access most of the immediately available public transport links.

That simply isn't true in large swathes of London. If you want to go to, say, Battersea or Chiswick by underground in a wheelchair, the only sensible advice is "don't".

This is particularly problematic because London is such a spread-out city. New York and Paris have the advantage that their centres are relatively compact: you probably won’t need to travel more three or four miles, so in a worst-case scenario, you can simply roll along pavements, or at least take a bus.

...others rather less so.

In London, those options are time-consuming at the very least. Good cycle lanes make a difference. But it still takes, for example, around an hour to get from Canary Wharf to Tower Bridge.

In Washington DC, in contrast, the whole network is wheelchair accessible. There are lifts at every station. A wheelchair-bound person in DC can travel around with the same level of ease as an able-bodied person.


The only other city this turned out to be true in my experience was... Dubai. The Dubai Metro – mainly used by Asian foreign workers as far as I could see – has a lift at every station. And they usually work.

This is slightly undermined by most of the pavements not having dropped curbs. That makes it rather more challenging to get around, particularly if one is using a heavy electric wheelchair.

Dubai has long been somewhat idiosyncratic, of course. Once, while being wheeled around the streets by two of my carers, a Bentley with tinted windows pulled up alongside me. Two rich Emirati young men looked out .

“I just want to say, I’m sorry for your situation,” said one. And with that, they drove off.

If public transport doesn't work, travellers are basically dependent on hoping the city has a handful of London taxis. Nicosia in Cyprus does. I'm told Beijing and Jerusalem do. That's about it.

Which, of course, is one of the reasons I still have a soft spot for that bloody cable car.

Peter Apps is on secondment from Reuters as executive director for the Project for Study of the 21st Century (PS21). For more details, click here.

He is also the author of "Before Ebola: Despatches from a Deadly Outbreak", which you can buy on Amazon, and he tweets as @pete_apps.

 
 
 
 

How bad is the air pollution on the average subway network?

The New York Subway. Image: Getty.

Four more major Indian cities will soon have their own metro lines, the country’s government has announced. On the other side of the Himalayas, Shanghai is building its 14th subway line, set to open in 2020, adding 38.5 km and 32 stations to the world’s largest subway network. And New Yorkers can finally enjoy their Second Avenue Subway line after waiting for almost 100 years for it to arrive.

In Europe alone, commuters in more than 60 cities use rail subways. Internationally, more than 120m people commute by them every day. We count around 4.8m riders per day in London, 5.3m in Paris, 6.8m in Tokyo, 9.7m in Moscow and 10m in Beijing.

Subways are vital for commuting in crowded cities, something that will become more and more important over time – according to a United Nations 2014 report, half of the world’s population is now urban. They can also play a part in reducing outdoor air pollution in large metropolises by helping to reduce motor-vehicle use.

Large amounts of breathable particles (particulate matter, or PM) and nitrogen dioxide (NO2), produced in part by industrial emissions and road traffic, are responsible for shortening the lifespans of city dwellers. Public transportation systems such as subways have thus seemed like a solution to reduce air pollution in the urban environment.

But what is the air like that we breathe underground, on the rail platforms and inside trains?

Mixed air quality

Over the last decade, several pioneering studies have monitored subway air quality across a range of cities in Europe, Asia and the Americas. The database is incomplete, but is growing and is already valuable.

Subway, Tokyo, 2016. Image: Mildiou/Flickr/creative commons.

For example, comparing air quality on subway, bus, tram and walking journeys from the same origin to the same destination in Barcelona, revealed that subway air had higher levels of air pollution than in trams or walking in the street, but slightly lower than those in buses. Similar lower values for subway environments compared to other public transport modes have been demonstrated by studies in Hong Kong, Mexico City, Istanbul and Santiago de Chile.

Of wheels and brakes

Such differences have been attributed to different wheel materials and braking mechanisms, as well as to variations in ventilation and air conditioning systems, but may also relate to differences in measurement campaign protocols and choice of sampling sites.

Second Avenue Subway in the making, New York, 2013. Image: MTA Capital Construction/Rehema Trimiew/Wikimedia Commons.

Key factors influencing subway air pollution will include station depth, date of construction, type of ventilation (natural/air conditioning), types of brakes (electromagnetic or conventional brake pads) and wheels (rubber or steel) used on the trains, train frequency and more recently the presence or absence of platform screen-door systems.

In particular, much subway particulate matter is sourced from moving train parts such as wheels and brake pads, as well as from the steel rails and power-supply materials, making the particles dominantly iron-containing.


To date, there is no clear epidemiological indication of abnormal health effects on underground workers and commuters. New York subway workers have been exposed to such air without significant observed impacts on their health, and no increased risk of lung cancer was found among subway train drivers in the Stockholm subway system.

But a note of caution is struck by the observations of scholars who found that employees working on the platforms of Stockholm underground, where PM concentrations were greatest, tended to have higher levels of risk markers for cardiovascular disease than ticket sellers and train drivers.

The dominantly ferrous particles are mixed with particles from a range of other sources, including rock ballast from the track, biological aerosols (such as bacteria and viruses), and air from the outdoors, and driven through the tunnel system on turbulent air currents generated by the trains themselves and ventilation systems.

Comparing platforms

The most extensive measurement programme on subway platforms to date has been carried out in the Barcelona subway system, where 30 stations with differing designs were studied under the frame of IMPROVE LIFE project with additional support from the AXA Research Fund.

It reveals substantial variations in particle-matter concentrations. The stations with just a single tunnel with one rail track separated from the platform by glass barrier systems showed on average half the concentration of such particles in comparison with conventional stations, which have no barrier between the platform and tracks. The use of air-conditioning has been shown to produce lower particle-matter concentrations inside carriages.

In trains where it is possible to open the windows, such as in Athens, concentrations can be shown generally to increase inside the train when passing through tunnels and more specifically when the train enters the tunnel at high speed.

According to their construction material, you may breath different kind of particles on various platforms worldwide. Image: London Tube/Wikimedia Commons.

Monitoring stations

Although there are no existing legal controls on air quality in the subway environment, research should be moving towards realistic methods of mitigating particle pollution. Our experience in the Barcelona subway system, with its considerable range of different station designs and operating ventilation systems, is that each platform has its own specific atmospheric micro environment.

To design solutions, one will need to take into account local conditions of each station. Only then can researchers assess the influences of pollution generated from moving train parts.

The ConversationSuch research is still growing and will increase as subway operating companies are now more aware about how cleaner air leads directly to better health for city commuters.

Fulvio Amato is a tenured scientist at the Spanish National Research CouncilTeresa Moreno is a tenured scientist at the Institute of Environmental Assessment and Water Research (IDAEA), Spanish Scientific Research Council CSIC.

This article was originally published on The Conversation. Read the original article.