Final Thesis PDF

MOBILITY ISSUES OF THE DISABLED PERSONS IN
PUBLIC TRANSPORTATION OF METROPOLITAN

CITY LAHORE
November, 2017
Group Members
KAMRAN IQBAL B-17748
M.SHABAN TANOLI B-18258
DEPARTMENT OF CIVIL ENGINEERING

UNIVERSITY OF SOUTH ASIA
LAHORE, PAKISTAN
MOBILITY ISSUES OF THE DISABLED PERSONS IN
PUBLIC TRANSPORTATION OF METROPOLITAN
CITY LAHORE
November, 2017
Group Members
KAMRAN IQBAL B-17748
M.SHABAN TANOLI B-18258
ENGR. HASSAN ALI ENGR.MIRZA IMRAN AHMED

Internal Examiner External Examiner
DR. KHAWAJA BILAL AHMAD Prof. Dr. TANVIR IQBAL QAYYUM

Head of civil Engineering Department Dean of Civil Engineering Department
Project Thesis submitted in partial fulfillment of the requirements for the Degree of
Bachelor of Science in Civil Engineering
DEPARTMENT OF CIVIL ENGINEERING

UNIVERSITY OF SOUTH ASIA
LAHORE, PAKISTAN
TABLE OF CONTENTS
ACKNOWLEDGMENT………………………………………………………………....i
ABSTRACT……………………………………………………………………………....ii
TABLE OF CONETENTS……………………………………………………………...iii
LISOF FIGURES………………………………………………………………….........vii
LIST OF TABLES……………………………………………………………………..viii
CHAPTER 1……………………………………………………………………………...1
INTRODUCTION............................................................................................................ 1
1.1 Genenral…………………………………………………………………………. 1
1.2 Disability…………………………………………………………………………1
1.2.1 Statistics ......................................................................................................... 2
1.2.2 Problems Faced By Disabled Persons in Daily Life ...................................... 2
1.2.3 Disability Effects the GDP of Pakistan .......................................................... 2
1.2.4 Annual Growth Rate of Disabled Persons in Pakistan................................... 2
1.3 Importance of Transportation…………………………………………………… 3
1.3.1 Transportation in Human Life ....................................................................... 3
1.3.2 Effects of Inefficient Transport ...................................................................... 3
1.3.3 Transportation Problems for Persons with Disability .................................... 3
1.4 Problem statement………………………………………………………………. 4
1.5 Objectives……………………………………………………………………….. 4
1.6 Scope of Project…………………………………………………………………. 4
1.7 Thesis Organization……………………………………………………………... 5
CHAPTER 2……………………………………………………………………………... 6
LITERATURE REVIEW ............................................................................................... 6
2.1. Intoduction 6
2.1.1. Private Cars .................................................................................................... 6
2.1.2. Buses .............................................................................................................. 7
2.1.3. Trains ............................................................................................................. 7
2.1.4. Taxis............................................................................................................... 7
2.1.5. Air Travel ....................................................................................................... 8
2.2. Enabling Environments……………………………………………………….. 8
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2.2.1. A Practical External Environment ................................................................. 9
2.2.2. A Practical Internal Environment ................................................................ 10
2.3. Addressing the Barriers in Public Transportation…………………………….. 10
2.3.1. Lack of Effective Programs ......................................................................... 11
2.3.2. Lack of Pedestrian Access ........................................................................... 11
2.3.3. Obstacles to Special Transport Services and Accessible Taxis ................... 11
2.3.4. Physical and Information Barriers ............................................................... 12
2.3.5. Lack of Continuity in the Travel Chain ....................................................... 12
2.3.6. Lack of Staff Awareness and Other Barriers. .............................................. 13
2.4. Removing Physical Barriers And Universal Design…………………………... 13
2.4.1. Physical Access ............................................................................................ 13
2.4.2. Bus Rapid Transit Systems .......................................................................... 14
2.4.3. Alternative Forms of Transport ................................................................... 14
2.4.4. Universal Design .......................................................................................... 15
2.5. International legislation relating to disabled people and transport…………….. 15
2.5.1. Argentina...................................................................................................... 15
2.5.2. Australia ....................................................................................................... 16
2.5.3. Brazil ............................................................................................................ 16
2.5.4. Canada.......................................................................................................... 16
2.5.5. China ............................................................................................................ 16
2.5.6. European Union (EU) .................................................................................. 16
2.5.7. France ........................................................................................................... 17
2.5.8. Germany....................................................................................................... 17
2.5.9. India ............................................................................................................. 17
2.7.10 Ireland .......................................................................................................... 17
2.7.11 Italy .............................................................................................................. 17
2.7.12. Japan ............................................................................................................ 18
2.7.13. Mexico ......................................................................................................... 18
2.7.14. Poland .......................................................................................................... 18
2.7.15. Russia ........................................................................................................... 18
2.7.16. USA.............................................................................................................. 18
2.8. Most Accessible Cities Around The World…………………………………….19
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2.8.1. Best Disability Friendly Cities in the United States .................................... 20
2.8.2. Best Disability Friendly Cities in Europe .................................................... 21
2.8.3. Asia and the Middle East ............................................................................. 24
2.8.4. Our Very Own Backyard, Australia............................................................. 25
2.9. Integrated Public Transport in Brazil………………………………………… 26
2.10. In Hong Kong Public Transport Services for Persons with Disabilities…... 27
2.10.1. Objectives: ................................................................................................... 28
2.10.2. Development: ............................................................................................... 28
2.10.3. Results:......................................................................................................... 28
2.10.4. Resources Needed: ....................................................................................... 29
2.10.5. Partners: ....................................................................................................... 29
2.10.6. Key Elements ............................................................................................... 29
2.11. Guidelines And Standards For Accessible Public Transportation…………….. 30
2.11.1. The Prevalence of Disability........................................................................ 30
2.11.2. Factors that Influence Accessibility ............................................................. 30
2.11.3. The Road and Pedestrian Environment........................................................ 31
2.11.4. Vehicle Design and Operation ..................................................................... 33
2.11.5. Design and Operation of Mini and Midi Buses ........................................... 36
2.11.6. Specialized Transport Services .................................................................... 37
2.11.7. Bus Stops, Bus Stations ............................................................................... 39
2.11.8. Signage and Information .............................................................................. 40
2.11.9. Training and Policies ................................................................................... 41
2.11.10. Transport Operators’ Policies ...................................................................... 42
2.11.11. Government Policies .................................................................................... 42
CHAPTER 3…………………………………………………………………………......43
METHODOLOGY ........................................................................................................ 43
3.1 Introduction……………………………………………………………………. 43
3.2 Calculating Sample Size……………………………………………………….. 43
3.3 Design of Questionnaire……………………………………………………….. 45
3.4 Visit and Survey……………………………………………………………….. 45
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CHAPTER 4……………………………………………………………………………..47
FINDINGS AND OBSERVATIONS ........................................................................... 47
4.1. Introduction……………………………………………………………………. 47
4.2. Data Collected From NGOS………………………………………………………………………………. 47
4.3. Graphically Presentation of Interviews Of Pwds……………………………………………..... 48
4.4. Public Transportation for Disabled In Lahore…………………………………. 61
4.4.1. Metro Bus Service in Lahore ....................................................................... 61
4.4.2. Speedo Bus................................................................................................... 64
4.4.3. LTC,Bundial, and other Transportation System in Lahore.......................... 66
4.4. Legislation Relating to Disabled People in Pakistan…………………………... 66
CHAPTER 5……………………………………………………………………………..67
CONCLUSIONS AND RECOMMENDATIONS....................................................... 67
5.1 Introduction……………………………………………………………………… 67
5.2 Conclusions………………………………………………………………………..67
5.3 Recommendations………………………………………………………………... 68
5.4 Future Work……………………………………………………………………… 68
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LIST OF FIGURES
Figure No. Description Page No
Figure 1.1 Disability 1

Figure 2.1 The Journey Cycle 6
Figure 2.8.1.1. Washington DC 19
Figure 2.8.1.2. Denver, Colorado 20
Figure 2.8.2.1. Rome, Italy 21
Figure 2.8.2.3. London, England 22
Figure 2.8.3.2. Singapore 23
Figure 2.8.4.1 Melbourne 24
Figure 2.11.4 Recommended layout and interior dimensions for buses 33
Figure 2.11.4 Recommendation for a wheelchair space 35
Figure 2.11.7 Layout and dimensions for ramps 39
Figure 3.4 Interviews 44
Figure 4.4.1 Metro bus 61
Figure 4.4.2 Speedo bus 63
Figure 4.4.3 LTC 65
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LIST OF TABLES
Table No. Description Page
Table 4.1 Lahore Business Association for Rehabilitation of the Disabled 46
Table 4.2 Hall town 47
viii
ACKNOWLEDGEMENT
We are very grateful to Almighty Allah who has given us power to complete this work. We
are very thankful to our advisor Engr. HASSAN ALI for his valuable guidance in this
research due to his generous support and great knowledge we have been able to finish the
project successfully and it is a privilege to acknowledge his guidance.
We are also very thankful to all the teachers of the Civil Engineering Department. We
would like to extend sincere thanks to our family, friends and colleagues for their support
and encouragement that we received from. We are also grateful to Sir Hamayun for his
special co-operation during our project work
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ABSTRACT
Access to transportation is essential for obtaining employment, education, healthcare, and

social interaction. In our auto dependent society, individuals with disabilities face even
fewer opportunities to interact within their communities. In order to better understand how
individuals with disabilities are limited by their access to transportation, two studies were
conducted. The first study specifically brought to examine how individuals with disabilities
gain access to transportation and the interpersonal relationships that affect opportunities for
social participation in the community and in first part of this thesis we studied the literature
reviews and researches related to public transportations for disabled persons in Pakistan
and other countries
The second study, using the same survey as the first study, but including additional
questions and addressing a larger sample size, sought to understand the needs of individuals
with disabilities from a national perspective. There were more than 80 respondents who
reported having a disability nationwide. Individuals with more significant disabilities were
more likely to face transportation related exclusion. The majority of participants felt that
their social life was hindered by their level of access to transportation.
Then summarize the collected data to statistical treatment, and analysis of collected data
and examine the relationship between transportation and social participation of individuals
with disabilities and formulated the results. At the end observations and recommendations
were made by considering the findings of these studies.
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CHAPTER - 1
INTRODUCTION
1.1 GENENRAL
In this chapter general discussion about the disability includes definitions, statistics about
disability, problems of disabled persons, effects of disabled persons on GDPS of Pakistan,
annual growth rate of disabled in Pakistan and also will be discussed objective of project
and scope of project in detail.
1.2 DISABILITY
Any restriction or lack (resulting from an impairment) of ability to perform an activity in

the manner or within the range considered normal for a human being is known as Disability.
Figure 1.1 Disability Source: Google
1
CHAPTER - 1 INTRODUCTION
1.2.1 Statistics
It is estimated by the World Health Organization that there are more than a billion people
are estimated to live with some form of disability, or about 15% of the world’s population
(based on 2010 global population estimates). This is higher than previous World Health
Organization estimates, which date from the 1970s and suggested around 10% of the total
disabled population, 80 percent live in the developing regions of the world Africa, Asia,
the Caribbean, South and Central America, and the Middle East. (World Health
Organization.2011)
1.2.2 Problems faced by disabled persons in daily life
Disability brings lots of problem for one. The problems are individual to social. The most
common problems faced by them are regarding their movement from one place to another.
One of their major problem is also regarding their clothing and food. Most of the time
Clothes designed are not suitable for them to wear, to most they are uncomfortable. The
food is also one of the problem among them they have to be very selective in eating food.
The disables are also neglected and avoided by the society. Most of the disables are
unemployed and forced to live below poverty line. (SE, Smith, 2010)
1.2.3 Disability Effects the GDP of Pakistan
Mainstreaming Persons with Disabilities in Pakistan’, produced for the British Council by
the Economist Intelligence Unit, found that excluding PWDs leads to economic losses of
as much as US$11.9bn to US$15.4bn in Pakistan, or 4.9% and 6.3% of the country’s GDP.
By 2018 losses could be as high as US$21.4bn.
1.2.4 Annual Growth Rate of Disabled Persons in Pakistan

In Pakistan, in the absence of regular Census, approximate or projected numbers estimate
that, total population of people with disability (PWDs) is 5.035 million, more than the
population of Norway, New Zealand, Lebanon or Kuwait. Current annual growth rate of
disabilities is at 2.65 % per annum more than the annual growth rate (2.03%) of total
population of Pakistan.Only14 percent of persons with disabilities are in work, rest are
reliant on family members for financial support.
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1.3 IMPORTANCE OF TRANSPORTATION
1.3.1 Transportation in Human Life

Transportation plays an important role in human life and its development. The basic needs
of Goods are transported from factories to consumer through the means of transportation.
Transportation system helps us to move from one place to another and spend quality time.
Transportation facilities bring employment and bridge a gap between rural and urban life.
(Tom V. Mathew and K V Krishna Rao. 2007)
1.3.2 Effects of Inefficient Transport

When transport systems are deficient in terms of capacity or reliability, they can have an
economic cost such as reduced or missed opportunities and lower quality of life. While
inefficient transportation increases these costs. In many developed countries, transportation
accounts between 6% and 12% of the GDP. Looking at a more comprehensive level to
include logistics costs, it can account between 6% and 25% of the GDP. (Dr. Jean-Paul
Rodrigues and Dr. Theo Notteboom.2017)
1.3.3 Transportation Problems for Persons with Disability
Difficulties disabled passengers face with public transport Be it trains, planes or

automobiles disabled people still face massive challenges in getting around.
 Disabled people travel a third less often than other people

 Over a third of disabled people who do travel experience difficulties, the most
common being getting on or off trains or buses
 The national average for accessibility of buses is very below.
 Disabled people who use public transport, over half have to resort to using costly taxis
for easier access
 Nearly two-thirds of households containing a disabled person do not have access to a
private car, compared to of the general population
 In terms of convenience and ease of use, taxis and minicabs are rated the most highly,
with rail services the worst
 Bus drivers are rated as the most unhelpful public transport employees by disabled
people,
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 Nearly half (41%) of disabled people in England and Wales say they experience
difficulty with traveling. A quarter (25%) experience difficulty travelling to and from
the doctor or hospital, 23% have experienced problems visiting friends or relatives
and 18% visiting leisure facilities. Some 23% of disabled workers say they find
travelling to and from their place of work difficult (Miller, P., Gillinson, S. & Huber,
J. 2006)
1.4 PROBLEM STATEMENT
In Pakistan People with no disability also have many difficulties in terms of accessibility
of public transportations, in such circumstances disabled persons have more barriers to
achieve financial and personal independence, and need to be able to access education.
Appropriate transition services, is the key to achieve their desires. How this public transit’s
current conditions affect the lifestyle of the supposed group of people, It is noticeable that
most of the members of the population who suffers from physical impairments cannot
participate in the development of a community since it is very difficult to integrate them in
the different areas of the society such as the work force or educational institutions.
1.5 OBJECTIVES
 To identify the mobility issues faced by disabled persons in public transport.

 To make recommendation and solutions for improve the infrastructure of public
transportation for disabled persons.
1.6 SCOPE OF PROJECT
The research focuses on identify the accessibility level of public transportations for Persons
with Disability (PWDs) and how this public transit’s current conditions affect the lifestyle
of the supposed group of people. A quantitative approach is used to assess the adequacy of
the facilities in public transits. In our project we have to gather the information about the
total number of disables present in Lahore for that we have been visit to many NGOs and
got the Data. Then go to individual and interview them and ask them to fill the
4
questionnaire. The study concludes with a discussion of results. These findings enhance the
understanding of the accessibility issues.
1.7 THESIS ORGANIZATION
Our project thesis is consist of five chapters each of chapter linked to scope of project, so
brief description of chapters are given below.
In chapter 1 general discussion about the disability includes, statistics about disability,
problems of disabled persons, effects of disabled persons on GDPS of Pakistan, annual
growth rate of disabled in Pakistan and are also discussed objective of project and scope of
project in detail.
Chapter 2 includes a literature review in details on mobility issues face the disabled
commuters. This chapter argues that the prerequisites for progress in accessibility are
creation of a “culture of accessibility;” effective enforcement of laws and regulations; and
better information on environments and their accessibility, these all topics are covered in
this chapter by engaging of international and national best practices in broader aspects of
disabled.
Chapter 3 refers to the actual plan for the collection of data. In this chapter each of step is
took to accomplish the project e.g. calculating sample size, design of questionnaire, visit
and survey are discussed in details
The purpose of chapter 4 is to be to summarize the collected data and do the statistical
treatment of the data to get the findings and observations.
In chapter 5 conclusions and recommendations are made by considering the findings of

these studies, observed in all four previous chapters and Recommendations for existing
mobility issues as well as for future research are also highlighted that can improve
accessibility.
5
CHAPTER - 2
LITERATURE REVIEW
2.1. INTODUCTION
As accessible and well equipped a home may be, without accessible transport it can quickly
become a prison to a person living with a disability. Transport systems that are not fully
accessible create significant barriers for people with disabilities attempting to access
mainstream education, employment, and social and leisure activities a report released by
the Canadian National institute for the blind on November 2, 2005, on the needs of people
living in Canada who are blind or visually impaired states that transportation was the unmet
30
need most frequently cited (by 26% of the 352 adult consumers living with vision loss who
took part in the study). Only 44% of the participants reported that they get out of the house
on a daily basis. 55% of all adult participants reported that they do not use public
transportation. Lacking data regarding whether or not other variables were involved, it
seems reasonable to assume that accessibility played an important part. the most frequently
reported impacts of unmet needs on daily lives were reduced capacity to do things they
want to do (44%), and feelings of isolation (37%). these feelings are not exclusive to people
with visual disabilities, but are reported by people living with all different kinds of
disabilities. in the US, lack of accessible transportation was the second most frequent reason
people with disabilities were discouraged from seeking work. and, in a study in the UK,
31
Colin Barnes did an examination of the degree of accessibility of some common modes of
32
transport to people with disabilities, arriving at conclusions that are relevant around the
world. (Dr.Sambhavi chandrashekar, David dyer Lawson.2016).
2.1.1. Private Cars

The most popular form of transport is the private cars, expensive to buy and maintain, and
often beyond the reach of persons with disabilities. In particular, most cars are
manufactured for the able bodied mass market, and require expensive adaptation before
people with disabilities can use them. Insurance can also be more expensive for people
living with disabilities. (Dr.Sambhavi chandrashekar, David dyer Lawson.201
6
CHAPTER -2 Literature Review
2.1.2. Buses
For short trips, buses are convenient and low cost and so are preferred by people with and
without disabilities. However, the great majority of buses and bus stations are not accessible
to people with disabilities. (Dr.Sambhavi chandrashekar, David dyer Lawson.2016).
2.1.3. Trains
Many of the problems associated with buses apply to trains. (Dr.Sambhavi chandrashekar,
David dyer Lawson.2016)
2.1.4. Taxis
In view of the difficulties faced with other forms of public transport many people prefer to
use taxis. However, not all taxis are user-friendly for people with a mobility challenge or
for people accompanied by a service dog. Taxis are also more expensive, making them
unaffordable for people with low incomes. (Dr.Sambhavi chandrashekar, David dyer
Lawson.2016).
Figure 2.1. The Journey Cycle Source: Lafratta (2008)
7
2.1.5. Air Travel

Most aircraft and many airports are not fully accessible. Because of the expense, many
might not be able to consider this option at all, and for those who can afford it, the
experience can be degrading and humiliating. Bringing a service dog along can also be
significantly challenging. (Dr.Sambhavi chandrashekar, David dyer Lawson.2016)
2.2. ENABLING ENVIRONMENTS
Environments physical, social, and attitudinal can either disable people with impairments
or foster their participation and inclusion. The United Nations Convention on the Rights of
Persons with Disabilities (CRPD) stipulates the importance of interventions to improve
access to different domains of the environment including buildings and roads
transportation, information, and communication. These domains are interconnected people
with disabilities will not be able to benefit fully from improvements in one domain if the
others remain inaccessible. (World Health Organization, 2011)
An accessible environment, while particularly relevant for people with disabilities, has
benefits for a broader range of people. For example, curb cuts (ramps) assist parents
pushing baby strollers. Information in plain language helps those with less education or
speakers of a second language. Announcements of each stop on public transit may aid
travelers unfamiliar with the route as well as those with visual impairments. Moreover, the
benefits for many people can help generate widespread support for making changes. To
succeed, accessibility initiatives need to take into account external constraints including
affordability, competing priorities, availability of technology and knowledge, and cultural
differences. They should also be based on sound scientific evidence. Often, accessibility is
more easily achievable incrementally for example, by improving the features of buildings
in stages. Initial efforts should aim to build a “culture of accessibility” and focus on
removing basic environmental barriers. Once the concept of accessibility has become
ingrained and as more resources become available, it becomes easier to raise standards and
attain a higher level of universal design. Even after physical barriers have been removed,
negative attitudes can produce barriers in all domains. To overcome the ignorance and
prejudice surrounding disability, education and awareness-raising is required. Such
education should be a regular component of professional training in architecture,
8
construction, design, informatics, and marketing. Policy makers and those working on
behalf of people with disabilities need to be educated about the importance of accessibility.
The information and communication environment is usually constructed by corporate

bodies with significant resources, a global reach and sometimes experience with issues of
accessibility. As a result new technologies with universal designs are usually adopted more
quickly in the virtual rather than in the built environment. But even with the rapid
development of information and communication technology (ICT), accessibility can be
limited by unaffordability and unavailability. As new technologies are created in rapid suc-
cession, there is a danger that access for people with disabilities will be overlooked and that
expensive assistive technologies will be opted for, rather than universal design. This
chapter focuses on the environmental barriers to gaining access to buildings, roads,
transport and information and communication and the measures needed to improve access.
(World Health Organization, 2011)
2.2.1. A Practical External Environment

In 2000, Cowan (2000) reported that well designed public spaces are functioning parts of a
network of pedestrian routes, providing for the needs of all users including disabled and
elderly people. Bezzina and Spiteri, 2005 described that in designing buildings it is
important that everybody including persons with disability is able to access and use the
internal and external facilities associated with the development, building or facility. In
2006, Smith conclude that, a good means of access would be a route that does not
incorporate obstacles and hazards, and it’s not problematic to people, including those who
have impaired sights, impaired mobility use walking aids or use wheelchair.
Lacey, 2004 highlighted that cars are the only practical method of transport for some
disabled people, and accessible parking is therefore an important consideration. As being
defined by Bezzina and Spiteri 2005, car parking, setting down and are important activities
at the beginning or the end of journeys. However in 2006 Cullen claimed that a single step
at the entrance to a station or a curb without a ramp in the road outside could make the most
carefully designed terminal inaccessible to people with certain disabilities. Sawyer and
Bright 2007, discussed that the provision of appropriately designed, constructed and
9
managed ramps is of importance to all users, but especially those using wheelchairs,
pushing buggies or trolleys, and people using walking frames.
At least one accessible route shall be provided within the site from accessible parking
spaces and accessible passenger loading zones; public streets and sidewalks; and public
transportation stops to the accessible building or facility entrance they serve, (ADA,
2004).Cullen 2006, pointed that for people who are blind or who have little residual vision,
tactile surfaces are essential for the safe progress through the street environment.
2.2.2. A Practical Internal Environment

Early study done by Griffin, 2000 who conducted a study on transit facilities pointed that
entrances must be fully accessible and integrated with the accessible paths within the local
pedestrian network. Entrances must provide convenient access for passengers and fit
appropriately within the surrounding urban context and community. In 2004, Lacey agreed
that new buildings, the principal entrance (or entrances) should be accessible. He further
added that the provision of parking lot for disabled is to ensure that non-disabled drivers
do not occupy bays intended for disabled people.
A lot of disabled and older people find standing for any length of time uncomfortable or
even impossible, so providing seating at appropriate points throughout the terminal is very
important. It is worth remembering that some of the distances people have to negotiate
within a terminal are considerable (Cullen, 2006). Sawyer and Bright 2007, stressed that
the provision of accessible toilet facilities in the building is important. At least one toilet
should be provided at each location for the wheelchair user. It may determine whether the
building is truly accessible for a disabled. (Mashita Shamba,Muhammad Awang,2013)
2.3. ADDRESSING THE BARRIERS IN PUBLIC TRANSPORTATION
Worldwide, initiatives to develop accessible public transportation systems focus primarily

on:
 Improving accessibility to public transportation infrastructure and services

 Setting up “special transport services” for people with disabilities
 Developing campaigns and education programs to improve policies, practices, and the
use of services. (World Health Organization,2011)
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Specific obstacles related to each of these goals are:
2.3.1. Lack of Effective Programs

Even where laws on accessible transportation exist, there is limited degree of compliance
with the laws, especially in developing countries. The benefits of universal design features
are often not well understood. For this reason, many policy initiatives are not incorporated
such as using raised boarding platforms at the entrance to buses to reduce the boarding
times for all passengers, as well as increasing accessibility.
(World health organization,2011)
2.3.2. Lack of Pedestrian Access

A major obstacle to maintaining continuity of accessibility in the travel chain is an
inaccessible pedestrian environment, particularly in the immediate surroundings of
stations. Common problems here include:
 Nonexistent or poorly maintained pavements
 Inaccessible overpasses or underpasses
 Crowded pavements in the vicinity of stations and stops
 Hazards for people with visual impairments and deafblind people
 Lack of traffic controls
 Lack of aids at street crossings for people with visual impairments
 Dangerous local traffic behaviors. (World Health Organization,2011).
2.3.3. Obstacles to Special Transport Services and Accessible Taxis
Obstacles to special transport services and accessible taxis. Special transport services (STS)
are designed specifically for people with disabilities or for other groups of passengers
unable to access public or private transportation independently. STSs and taxis are forms
of “demand-responsive transport” providing service only when requested by the customer.
But accessible vehicles are expensive to purchase, and the cost to the provider of operating
the service is high. And if demand increases, for example due to population ageing, the
economic burden of STS, if provided by a public agency, can become unsustainable. For
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the service user, availability is often limited because of eligibility requirements and travel
restrictions. While taxis are potentially a very good way to supplement accessible public
transit, most taxi services do not provide accessible vehicles. In addition, there have been
many instances of discrimination by taxi operators against people with disabilities. (World
Health Organization. (2011)
2.3.4. Physical and Information Barriers
Typical barriers in transportation include inaccessible timetable information, a lack of

ramps for vehicles, large gaps between platforms and vehicles, and a lack of wheelchair
anchoring in buses, and inaccessible stations and stops.
Existing commuter rail systems and ferries are particularly difficult to make accessible
because of variations in platform heights, platform gaps, and vehicle design. Improved
visual environments are needed to accommodate people with visual impairments and
elderly people for example, with color contrasting railings and better lighting. (World
Health Organization.2011).
2.3.5. Lack of Continuity in the Travel Chain
The “travel chain” refers to all elements that make up a journey, from starting point to
destination including the pedestrian access, the vehicles, and the transfer points. If any link
is inaccessible, the entire trip becomes difficult. Many mass transit providers, particularly
in developing countries, have implemented accessibility only partially, for example by
providing a limited number of accessible vehicles on each route, making improvements
only to the main stations, and providing access only on new lines.
Without accessibility throughout the travel chain, the job is incomplete. Inaccessible links
require taking an indirect route, creating the barrier of longer travel times. The goal must
be for people to have access to all vehicles and the full service area, as well as the pedestrian
environment. But progressive realization may be the most practical short term response.
(World Health Organization, 2011)
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2.3.6. Lack of Staff Awareness and Other Barriers.
Operators of transport often do not know how to use the accessibility features that are
available or how to treat all passengers safely and courteously. Outright discrimination by
operators, such as not stopping at a bus stop, is not uncommon. Operating rules may conflict
with the need to assist people with disabilities. In many places there are no fixed procedures
for identifying and resolving problems with the service. Overcrowding, a major problem,
particularly in developing countries, contributes to disrespectful behavior towards
passengers with disabilities. (World Health Organization.2011)
2.4. REMOVING PHYSICAL BARRIERS AND UNIVERSAL DESIGN
Making every vehicle entrance accessible in existing systems may require purchasing new
vehicles and, in some cases, renovating stops and stations. In Helsinki, Finland, the existing
tram system was made accessible by using both these methods. The stops in the middle of
the road are on safety islands equipped with short ramps at each end, accessed from the
middle of marked pedestrian crossings. The islands are at the same level as the low floors
of the new vehicles. Passengers can now wait in a safer environment, and there is no need
to mount steps to enter the vehicle. (World Health Organization, 2011)
Portable lifts or manual folding ramps can create access to existing vehicles. But such
solutions should be viewed as temporary, because they require properly trained attendants
available for every vehicle arrival or departure. Nor are elevated small platforms served by
lifts or ramps the most effective solutions because of the difficulty of stopping a train or
bus in exactly the right position. (World Health Organization, 2011)
2.4.1. Physical Access

The physical world is primarily designed for people who can walk, see, hear, and
understand written language. When any of these abilities is absent or impaired, aspects of
the environment may become inaccessible the person experiences a disability. when people
of any ability are able to approach, enter, pass to and from, and make use of an area and its
facilities without assistance, that area would be considered to be physically accessible to
achieve independence, productivity, and social integration, people living with disabilities
13
need access to physical spaces including homes, public places such as restaurants, hotels,
libraries, retail stores and theatres, and transport. (World Health Organization, 2011)
People with disabilities, in this context, could be people who require a walker or cane,
require a scooter or wheelchair, have difficulty walking, have limited flexibility, have
limited manual dexterity, are visually impaired, have limited vision or are blind, have
difficulty hearing, are hard of hearing or are deaf. (World Health Organization, 2011)
For a person who uses a wheelchair or scooter some of their needs might include:
 Ramps or elevators.
 Automatic doors with comfortable passage space.
 Unobstructed sidewalks and pathways with curb cuts.
 Public bathrooms that have large doors and grab bars.
 Counter tops and payment machines at appropriate heights.
 Transportation that accommodates mobility equipment. (World Health Organization,
2011)
2.4.2. Bus Rapid Transit Systems

Large cities including Beijing (China) and New Delhi (India) have embarked on major
programs to upgrade their public transport, often using rail. There is a global trend towards
“bus rapid transit” which is particularly pronounced in developing countries of Central and
South America and of Asia. Low floor buses are often used to provide access. Accessible
bus rapid transit systems have been constructed in Curitiba (Brazil), Bogotá (Colombia),
Quito (Ecuador) and more recently Ahmedabad (India) and Dar es Salaam (United
Republic of Tanzania). When cities host important international events new transit lines are
often added to accommodate the expected large numbers of people attending. Although
there can be resistance to new services from existing taxi operators and local residents,
these projects offer the opportunity to create a good model that can subsequently be applied
more widely in the country. (World Health Organization, 2011)
2.4.3. Alternative Forms of Transport

Rickshaw and pedicab services, common in many Asian cities, are gaining in popularity on
other continents. An Indian design team has developed a type of pedicab that is easier for
people with disabilities to get in and out of, improving access for all users and providing
14
more comfort for the driver. Installing separate lanes and paths for bicycles, tricycles, and
scooters can improve safety and accommodate the larger tricycle-style wheelchairs often
used in Asia. (World Health Organization. (2011).
2.4.4. Universal Design

Universal design is increasingly being adopted in bus and rail transit operations in high
income countries, as in Copenhagen’s underground rail system. The most important
universal design innovation is the low floor transit vehicle, adopted for heavy rail, light rail,
trams, and buses, providing almost level access from curbs and short ramp access from
street levels.
 Lifts or ramps on all transit vehicles not only on a limited number

 A raised pad at a bus stop with ramp access, making it easier for someone with
mobility impairment to enter a bus, helping visually impaired and cognitively
impaired individuals find the stop, and improving the safety of all those waiting for a
bus
 Real-time information on waiting times
 Smart cards for fare collection, gates, and ticketing
 Visual and tactile warning systems at the edge of platforms or full safety barriers
 along the entire platform
 Railings and posts painted in bright contrasting colors
 Audible signs to help people with visual impairments find gates and identify buses
 Better interior and exterior handrails at entrances to buses
 Priority seating
 Improved lighting; raised paved loading pads where there are no pavements. (World
Health Organization, 2011)
2.5. INTERNATIONAL LEGISLATION RELATING TO DISABLED PEOPLE

AND TRANSPORT
2.5.1. Argentina
Law No. 24314 provides public facilities for the disabled to give them as much autonomy,
self-sufficiency and safety as possible in transportation. Transportation services must
15
observe several standards including: Public transportation vehicles must have two reserved
seats that are appropriately marked and close to the exit doors.
2.5.2. Australia
The Disability Discrimination Act of 1992 covers services relating to transport or travel.
They were introduced in 2002 to establish minimum accessibility requirements to be met
by providers and operators of public transport conveyances, infrastructure and premises.
These Standards are accompanied by the Disability Standards for Accessible Public
Transport Guidelines 2004.
2.5.3. Brazil
The Federal Constitution of 1988 mandates the creation of accessibility standards for public
buildings, facilities and transportation.
2.5.4. Canada
The Canada Transportation Act (1996) does not specifically define disability. The Act does,
however, address accessibility and obstacles. Part V "Transportation of Persons with
Disabilities" declares that "a safe, economic, efficient and adequate network of viable and
effective transportation services accessible to persons with disabilities" is essential in
Canada. One of the Act's objectives is that the transportation system, "as far as is
practicable," should not present "an undue obstacle to the mobility of persons, including
persons with disabilities."
2.5.5. China
The right to mobility (transportation) is covered in Article 38 on Cultural life of The Law
on the Protection of Disabled Persons 1990.
2.5.6. European Union (EU)
In 1993, the European Commission adopted a Community Action Program for Accessible
Transport. The document introduced a number of measures in order to improve
accessibility of transportation means. The EU has adopted legislative measures in the
following fields: vehicles - buses and coaches (Directive 85/EC, 2001), maritime transport
(for example, Directive 99/35/EC195), lifts and parking cards for people with disabilities.
16
Regulation (EC) No 1107/2006 of the European Parliament and of the Council of 5 July
2006 will provide disabled people using air services new protection on all flights within or
between European States.
2.5.7. France
Law 75-534 of 1975 provides that public transport must be progressively adapted to the
needs of people with disabilities by way of regulation. In addition, Law 82-1153 of 1982
on urban transport reform states that special measures must be taken to accommodate the
special needs of people with limited mobility.
2.5.8. Germany
In the realm of transportation, numerous laws were amended to ensure the removal of
barriers and the granting of full access to people with disabilities. Among these laws are
the Act on Federal Highways, the Act on Public Transportation, the Act on the Construction
and Operation of Railroads, the Act on the Construction and Operation of Streetcars, the
Act on Civil Aviation, and the Act on the Financing of the Local Communities, and the Act
on Housing Subsidies. Most of these amendments took the form of requiring barrier-free
access to people with disabilities.
2.5.9. India
The Persons with Disabilities (Equal Opportunities, Protection of Rights and Full
Participation) Act of 1995 includes stipulations to encourage accessibility of new and
existing public transportation.
2.7.10 Ireland
The Sectoral Plan for Accessible Transport under the Disability Act 2005 covers
accessibility matters relating to bus, rail, light rail, rural transport services, taxi and hackney
services, air and marine travel as well as parking facilities for motorists with disabilities.
2.7.11 Italy
Freedom of movement by public transportation must be guaranteed to people with
disabilities with the same conditions applicable to anyone. The regional government
authorities predispose mobility plans in co-ordination with municipalities. The latter,
17
within their budget resources, ensure individual transportation services for those who are
unable to use public transportation. Disabled individuals capable of driving a car modified
for their needs may obtain from the Local Health Units a contribution equal to 20 percent
of the expenses necessary for the modifications and a reduction of the tax rate on the
purchase of their car. Special spaces are reserved in public and private parking facilities.
2.7.12. Japan
The Law for Promotion of Accessibility for the Use of Public Transportation of Elderly
Persons and Persons with Physical Disabilities 2000, also known as the “Barrier free
Transportation Law,” stipulates that all newly built transportation facilities and all newly
purchased vehicles should meet accessibility standards.
2.7.13. Mexico
Mexico has enacted legislation to ensure that transportation services are accessible for
people with disabilities for example: bus terminals must level off pavements and install
accessible toilets for the disabled and airports are required to make all their facilities
accessible to the disabled.
2.7.14. Poland
The Charter of Rights of Disabled People lists rights of disabled people and includes such
rights as life in an environment free of functional barriers which include: free movement
and access to transportation means.
2.7.15. Russia
Federal Law No. 181 of November 24 1995, on Social Protection of People with
Disabilities, focuses on protecting the rights of disabled people in several major areas
including decrease of restrictions related to traveling and transportation.
2.7.16. USA
The Americans with Disabilities Act of 1990 Title: II Part B covers Public Transportation.
The Architectural and Transportation Barriers Compliance Board (Access Board) develops
guidelines for accessibility under the ADA. In 1998, the Access board published
the Americans with Disabilities Act Accessibility Guidelines (ADAAG) for Transportation
Vehicles and in 2002, they published the Americans with Disabilities Act Accessibility
18
Guidelines (ADAAG) for new construction and alterations in places of public

accommodation and commercial facilities. Section 10 covers transportation facilities.
Transportation for people with disabilities has been addressed in regard to mass transit
(Urban Mass Transportation Act Amendments of 1970).
The Federal-Aid Highway Act of 1973 allowed the Highway Program to provide curb cuts
and other features for the safety of people with physical disabilities and to provide
accessible rest stops.
The Amtrak Improvement Act of 1973 ensures elderly and disabled people are not denied
intercity transportation on Amtrak.
The Air Carriers Access Act prohibits discrimination by air carriers and gives enforcement
authority to the U.S. Department of Transportation.
The Intermodal Surface Transportation Efficiency Act of 1991 increased funds for facilities
to meet transportation accessibility needs of people who are disabled.
2.8.MOST ACCESSIBLE CITIES AROUND THE WORLD
Travelling overseas for a holiday, sightseeing, or business convention and immersing

yourself in different cultures is always an enriching experience, one that broadens and
refreshes your perspective of the world. However, as much as overseas travel is a life
changing experience, it can present many challenges, from lost luggage to flight delays to
bad hotels. For individuals with disabilities, it can present even more challenges. (Sunrise
Medical, 2017)
The reality is that the infrastructure and transit system of most countries are not tailored to
cater for people with limited mobility which presents various challenges and can make it
much more difficult to travel around these countries. There are a few cities that are ahead
of the rest. They offer hospitality services, infrastructure, and transport systems that
make travelling with a wheelchair or limited mobility easier. (Sunrise Medical, 2017)
In this article, we’ve narrowed down the best disability friendly cities around the world.
Accessible public transportation, ease of access to hotels and public attractions are some of
the main criteria we used to determine a disability friendly city. (Sunrise Medical, 2017)
19
If you are planning to travel abroad and are unsure of places that would be more accessible
then here is a list of 9 cities that are capable of giving you a stress free vacation. (Sunrise
Medical, 2017)
2.8.1. Best Disability-Friendly Cities in the United States
2.8.1.1.Washington DC, Washington

Washington DC has long been one of the most accessible cities in the U.S.A. The city’s
entire metro system is wheelchair accessible with lifts at each station. There are also
companies like Scoot Around that provide scooters and wheelchairs to those with limited
mobility. Washington DC is a city with a highly visible disability community. The public
transport systems, as well as many other places including museums and performing arts
venues like the Kennedy Centre are already easily accessible. Another city around
Washington State that provides persons with disability with the same level of ease in terms
of travel is Seattle. (Sunrise Medical. 2017).
Figure 2.8.1.1 Washington DC Source: (Sunrise Medical. 2017)
2.8.1.2.Denver, Colorado
Denver is another city in the US with a mainline metro transportation system that’s fully
accessible by wheelchair. Aside from the disabled-friendly transport system, the city offers
other mobility solutions like the door to door paratransit service which makes it even easier
20
Figure 2.8.1.2. Denver, Colorado Source: (Sunrise Medical. 2017)
For those persons with disabilities to travel around the city. When it comes to tourist
attractions and recreational amenities, the city has made great strides to ensure that they are
accessible. Many attractions around Denver such as the Children’s Museum of Denver and
the Downtown Aquarium are fully accessible while some attractions even offer special
tours for those with hearing disabilities. (Sunrise Medical, 2017)
2.8.2. Best Disability Friendly Cities in Europe
Europe has the highest number of accessible cities. Countries like the UK, Germany,
France, Spain, Portugal and several northern and eastern European countries are becoming
more accessible for people with disabilities. Major as well as minor tourist attractions of
these countries from museums to galleries are tailored towards receiving tourists in
wheelchairs. Here are three of the more popular tourist destinations that are accessible.
(Sunrise Medical, 2017)
21
2.8.2.1.Rome, Italy
Rome is one of the most accessible cities in Italy as well as being one of the most popular
tourist destinations in Italy. All modes of transport in the city are wheelchair friendly. The
ancient city has wheelchair ramps on the pavements with plenty of space for wheelchairs
Figure 2.8.2.1 Source: (Sunrise Medical. 2017)
In restaurants. There is at least a ramp going into galleries and museums. The city offers
suitable means of transport such as accessible bus tours to people with reduced mobility for
visiting some of the major tourist attractions like the Colosseum and The Vatican. There
are also specially equipped mobility scooters that can be hired. In addition, Rome is one of
the European cities with the highest number of fully accessible hotels (More than 700
accessible hotels) which are suitable for people with limited mobility. (Sunrise Medical,
2017)
2.8.2.2.Berlin, Germany
Germany is one country that has invested heavily in making more and more of its cities
more accessible for people with reduced mobility. Berlin, its capital, received the 2013 EU
City Access Award from the European Commission for its comprehensive disability policy
and investments in accessibility for people with disabilities. Berlin’s public transport
22
system is almost 100% accessible with sidewalks and guidance system for disabled people
at road crossings. Many museums, theatres and a vast majority of restaurants and bars in
Berlin are accessible. Accessible attractions include the Jewish Museum of Berlin, the
Brandenburg Gate and the Berlin Wall Memorial. (Sunrise Medical, 2017)
2.8.2.3.London, England
All public transport in London is fully accessible, but what is more surprising is that there
are many regular city taxis in London that offer wheelchair access. This means that a person
Figure 2.8.2.3 London Source: (Sunrise Medical. 2017)
In wheelchair can flag down a taxi and get both themselves and their wheelchair into the
taxi which is unthinkable in many other cities. The streets have wheelchair ramps and
almost all hotels have at least 5% of their rooms dedicated to guests with a disability. When
It comes to museums and the tourist destinations such as the London Aquarium and London
Eye, most of them offer fully accessible routes. Furthermore, the British government is
working on implementing new access laws that will require all tourist destinations to
provide adequate wheelchair access. (Sunrise Medical, 2017)
23
2.8.3. Asia and the Middle East
2.8.3.1.Dubai
As a new and very modern city, a majority of buildings, restaurants, and attractions in Dubai
offer great wheelchair accessibility. The city recently built a modern metro system that is
barrier-free to people with reduced mobility and connected to the airport. The Dubai
International Airport which is one of the best in the world as far as accessibility is
concerned. The airport offers special services to wheelchair users including expedited
screening at security checkpoints and a dedicated line specifically for wheelchair users at
passport control. There are also accessible restrooms spread throughout the terminals. The
city also offers a fleet of accessible taxis managed by the Dubai Taxi Corporation. Also,
Dubai is home to a large number of International hotel chains that have disabled-friendly
rooms specially designed for guests that may have a physical disability and need specific
amenities. (Sunrise Medical, 2017)
2.8.3.2.Singapore
Singapore is perhaps the most disability-friendly city in Asia and indeed among the most
accessible cities in the world. The city has implemented a universal barrier-free
accessibility standard to cater for the needs of diverse
groups like wheelchair travelers and people with
hearing or visual impairments. In terms of
transportation, Singapore's train system, the Mass
Rapid Transport System (MRT) is designed to be fully
wheelchair accessible and includes other accessibility
features such as Braille plates in station lifts and tactile
ground surface indicators that guide visually impaired
travelers from the entrance to ramps and other
Figure 2.8.3.2. Singapore
platforms. Also, almost half of public buses and taxis in Singapore are wheelchair-friendly
and the bus stops provide barrier-free access. A large number of buildings and tourist
attraction sites provide barrier free access to make them more
Accessible to people with disabilities. These attractions include Singapore Zoo, Sentosa
Cove and the Gardens on the Bay. (Sunrise Medical, 2017)
24
2.8.4. Our Very Own Backyard, Australia
2.8.4.1.Melbourne, Australia
Melbourne has a compact city center and a highly accessible public transport system which
makes it not only one of the most accessible city in Australia but also in the world. The
train network within Melbourne city operates around five stations with elevators leading to
platforms at every station for those with reduced mobility. There are a number of low-floor
trams as well as accessible super-stops around the city that make it easier for people with
disabilities to utilize trams. Melbourne public transport also consists of wheelchair-
accessible bus services like the Nightrider, Smart Busand Airport buses which can provide
an on demand response bus service for those with a disability who are unable to travel on
trains. Transport system aside, a vast majority of Melbourne attraction sites are designed to
be enjoyed by everyone. For instance, Philip Island has a wheelchair viewing area that gives
an incredible view of the Penguin Parade while the iconic Wilson’s Promontory National
Park offers two fully accessible cabins for disabled visitors with fully accessible bathrooms.
Furthermore, you will find many hotels and restaurants around the city that offer barrier-
free access to guests with a disability. (Sunrise Medical, 2017)
Figure 2.8.4.1. Melbourne Source:(Sunrise Medical. 2017)
25
2.8.4.2.Sydney, Australia
Sydney is one of the influential cities in the world when it comes to culture, art, cuisine and
design. On top of these, it’s one of the major cities in Australia that has great access for
visitors as well as citizens with disabilities. The city’s public transport services are widely
accessible. All trains are barrier free with boarding ramps to help travelers using mobility
aids move around the train stations. All ferries are accessible and although there some
wharves that have stairs, most of them have ramp access to allow easier boarding to all
passengers. There are as well several buses around the city that use curbside kneeling
technology and ramps for easier boarding while you can find wheelchair accessible taxis
operating around the city. Sydney offers plenty of attractions which a large number of are
accessible, including; the Sydney Opera House, the Sydney Harbor Bridge, Museum of
Sydney and the Immigration Museum. In fact, most of the main attractions include hearing
loops as well as sign language interpreters to cater for hearing-impaired travelers. This
vibrant, beautiful and dynamic city adheres to Australian legislative arrangements that
require transport, tours, and hotels to provide adequate accessibility and services for people
with disabilities. (Sunrise Medical, 2017)
2.9.INTEGRATED PUBLIC TRANSPORT IN BRAZIL
In 1970 the city of Curitiba, Brazil, introduced a modern transportation system designed
from the start to replace a system of many poorly coordinated private bus lines. The aim
was to provide public transport that would be so effective that people would find little need
for private transport. The system was to provide full accessibility for people with
disabilities, as well as benefits for the general population from the adoption of universal
design. The new system includes:
 Express bus lines with dedicated right-of-way routes into the city center.
 Conventional local bus routes connecting at major terminals.
 Interline “connector” buses travelling around the perimeter of the city.
 “Parataxis” vans for door-to-terminal service for those requiring them.
All terminals, stops, and vehicles are designed to be accessible. At terminals used by
different types of transport, local buses deliver passengers to the stops on the express bus
system. The vehicles are large “bus-trains” – two-unit or three-unit articulated buses, each
carrying 250 to 350 people. These bus-trains load and unload directly onto raised platforms
26
with the help of mechanized bridge plates that span the platform gap. All express bus
terminals have ramps or lifts. Private individuals operate the “parataxis” vans. Originally,
these were designed specifically for people with disabilities, as a means of getting from
their homes to a station. There was not enough demand, though, to make the vans
economically viable on this basis, and they are now available for all passengers.
The Curitiba system is a good example of universal design. It gives a high level of access,
and the integrated system of local routes, interline routes, and express routes provides a
convenient and seamless means of travelling. The vehicles for each type of line are color-
coded, making them easy to distinguish for those who do not read. Although there are newer
rapid-transit systems in existence, lessons can be learned from Curitiba.
Even in developing countries accessibility can be provided relatively easily throughout a
transportation system if it is an integral part of the overall plan from the start.
Platform boarding allows for the convenient and rapid movement of passengers and
provides full accessibility. The construction of “tube” stations requires the express buses to
stop at a distance from the edge of the platform, to avoid hitting the curved station walls.
In Curitiba, the emphasis was on improving the boarding and alighting from vehicles for
people with mobility impairments. While certain features help other people with disabilities
to find their way around the system, more attention needs to be paid to people with sensory
and cognitive impairments. (World Health Organization.2011).
2.10. IN HONG KONG PUBLIC TRANSPORT SERVICES FOR PERSONS WITH

DISABILITIES:
Hong Kong covers a small area of less than 1,100 square kilometers. It has one of the
world's best public transport systems comprising railways, regular and light buses, taxis
and ferries. The region serves more than 11 million commuters daily, with no direct
government subsidies during the last decade, the government of the Hong Kong Special
Administrative Region promoted accessibility by improving the transport system and by
encouraging transport operators to provide facilities for citizens with disabilities. The
Transport Department promotes access to transportation through the provision of accessible
public transport services and on-street facilities. Public transport and railway operators are
27
encouraged to make their vehicles and services accessible as far as is practicable.

(Transport Department, Hong Kong.2016).
2.10.1. Objectives:
The objectives of the research are as follows
 To investigate the problems faced by disabled persons in public transportation.

 To make recommendation and solutions for improve the facilities in public
transportation for disabled persons. (Transport Department, Hong Kong. (2016).
2.10.2. Development:
The Transport Department set up a Working Group on Access to Public Transport for
persons with disabilities. The working group was created to facilitate communication
among representatives of persons with disabilities, public transport operators, and relevant
government departments. The working group has provided a useful forum for the exchange
of views and the discussion of issues of common concern. It also takes the lead in tackling
problems common to all public transport operators, such as establishing common standards
and guidelines on the provision and modification of facilities. The working group continues
to identify new initiatives on a regular basis and monitors implementation of approved
programs. The Transport Department has developed and formulated a Transport Planning
and Design Manual, in consultation with representatives of persons with disabilities, to
provide general guidelines on the design and provision of facilities and to promote
awareness of such factors. The manual has been widely adopted by various planners and
providers of services for persons with disabilities. (Transport Department, Hong Kong.
2016).
2.10.3. Results:
As a consequence of the implemented measures, Hong Kong is better able to meet the
transport needs of persons with disabilities. The government provides accessible traffic
facilities, such as over 10,000 audible traffic signals, tactile warning strips and dropped
kerb at pedestrian crossings. The government also funds Rehabus services for those who
are unable to use public transport. It is a territory-wide transport network comprising a fleet
of about 90 wheelchair - accessible buses. The network offers scheduled and feeder services
28
on fixed routes, plus a dial-a-ride service to enable some 490,000 passengers a year to travel
to work, school etc. The bus operators in Hong Kong have introduced about 2,000
wheelchair-accessible buses in Hong Kong, or about 30% of all buses. These buses are
equipped with a fixed ramp and wheelchair parking space inside the compartment. Taxis
have been adapted for persons with visual impairment. Over 95% of all taxis have a Braille
and tactile vehicle registration-number plate inside the Also, about 7,500 newly registered
taxis in Hong Kong have been installed with talking meters that announce taxi service and
taxi fare messages in Cantonese, Putonghua and English. (Transport Department, Hong
Kong. 2016).
2.10.4. Resources Needed:
The Transport Department is in charge of monitoring the improvements to public transport
services. It is also responsible for the Design and consultation process the Highway
Department is for construction projects. The Electrical and Mechanical Service
Departments are responsible for the installation of audible tactile signals the government
of the Hong Kong Special Administrative Region provides incentives to the private sector,
in the form of a profitable operating guidelines and design standards. Major transport
companies are responsible for procurement of wheelchair accessible buses and for
installation and retrofitting of disabled facilities in railway stations, train and bus
compartments. (Transport Department, Hong Kong. 2016).
2.10.5. Partners:
The Transport Department of the Hong Kong SAR government is the agency that oversees
and implements accessible transportation. Organizations representing persons with
disabilities are part of the consultation process and provide input regarding facilities
requirements. (Transport Department, Hong Kong. 2016).
2.10.6. Key Elements

 Policy, legislation and institutional arrangements to support implementation of accessible
public transportation.
Effective coordination between government departments, major transport operators, and

organizations for persons with disabilities. (Transport Department, Hong Kong. 2016)
29
2.11. GUIDELINES AND STANDARDS FOR ACCESSIBLE PUBLIC

TRANSPORTATION
This report outlines best practices from several countries on how to design and develop
accessible transport and infrastructure. Some of these best practices will require long term
planning and considerable resource allocation however many of these practices can be
easily implemented over the short term period to overcome some of the structural
challenges of transportation and infrastructure that are currently inaccessible. (UNDP
Malaysia, 2010).
2.11.1. The Prevalence of Disability

In making transport systems accessible, disability described in functional terms is usually
a more useful measure than medically based impairment. Thus, the inability to climb steps
higher than 25cm can be caused by many different medical impairments, but it is the
functional limitation that must be considered in the design of a transport system. (UNDP
Malaysia, 2010).
2.11.2. Factors that Influence Accessibility

The term ‘accessibility’ is used in two senses. First, policies and regulations can create
barriers for disabled people. This may be a regulation that bans passengers who travel in
wheelchairs from deep underground metros, because of the difficulty of evacuating them
in an emergency; or a health regulation that bans dogs, including guide dogs, from shops,
hotels and restaurants. These examples demonstrate that even as measures are designed to
improve some situation, caution must be exercised so that these measures do not erect
barriers unintentionally for the disabled. (UNDP Malaysia, 2010).
The term ‘accessibility’ is used in a second and different sense by transport planners. This
is to describe the time or cost it takes to reach various destinations from a given origin. This
aspect of accessibility is important for everybody, including people with disabilities, and
there is a developing technique for mapping the accessibility provided by public transport
and individual car travel. (UNDP Malaysia, 2010).
30
2.11.3. The Road and Pedestrian Environment

Safe mobility is necessary for pedestrians to access public transport and also for
independent local mobility. (UNDP Malaysia, 2010).
2.11.3.1. Problems Experienced By Pedestrians

Aspects of the pedestrian environment that cause difficulties for people with disabilities
include features, such as hills, narrow or uneven sidewalks, and crossing roads, which affect
everyone, though people with disabilities are more affected. Other features, such as crowds,
curbs and steps, affect mainly people with more severe impairments. Infrastructure for
pedestrians needs to provide routes that are direct, continuous, safe, convenient and
attractive. Paths and sidewalks should be comprehensive, and provide for the journeys that
people want to make, including routes through residential areas. (UNDP Malaysia.2010).
Traffic and crossing roads affect all pedestrians. Sources of high risk for older pedestrians,
and where they find it difficult to cross roads, are:
 Crossing busy two way streets

 Crossing major roads, particularly with fast traffic
 Intersections with heavy traffic, particularly where there is no center refuge and
Complex situations, where vehicles can come from several directions where traffic is
allowed to turn across pedestrian routes at light controlled crossings
2.11.3.2. Guidelines and Standards For Pedestrian Footways

Surface quality Firm, even surfaces are important to people using sticks, crutches or
wheelchairs, and for people with walking difficulty. (UNDP Malaysia, 2010).
Cross fall Cross fall should only be provided where absolutely necessary for drainage
purposes. Where cross fall needs to be provided, it should never be steeper than 2.5% (1 in
40). Change in cross fall over a length of 610mm should not cause one wheel of a
wheelchair or one leg of a walker to leave the ground. (UNDP Malaysia, 2010).
Width Footways and paths should ideally be at least 2000mm wide in areas with moderate
to high pedestrian traffic. At obstacles and pinch points, the absolute minimum width
should be 1000mm. (UNDP Malaysia, 2010).
31
Height Clearances of at least 2100mm should be provided to prevent visually impaired

people from hitting overhanging branches or signs. (UNDP Malaysia, 2010)
Simplicity of layout Footways should be designed as straight and simple as possible, with
benches, poles, rubbish bins etc. to the side, out of the way. (UNDP Malaysia.2010).
Tactile guideways and tactile surfacing Sometimes visually impaired people need
guidance in a pedestrian area, especially if the footway crosses larger open spaces. A
continuous tactile guideway in the direction of pedestrian travel can provide this guidance.
At any point where pedestrians can leave the safety of the footway without crossing a kerb,
such as a ramped kerb at a street crossing, a tactile surface should be used to warn visually
impaired pedestrians. (UNDP Malaysia, 2010).
Gradient A gradient of 8% (1 in 12) is the absolute maximum that may be used in

pedestrian areas; a limit of 5% (1 in 20) is preferable. (UNDP Malaysia, 2010).
Maintenance The walkway must be kept clear of rubbish, dirt, street works, parked cars
and other obstacles. Street works should be guarded by a continuous, rigid barrier (not
plastic tape) along the entire perimeter. (UNDP Malaysia, 2010)
Rest areas along frequently used pedestrian ways, seating or other places to rest should be
provided at regular intervals, typically every 50m. (UNDP Malaysia, 2010).
2.11.3.3. Guidelines and standards for street crossings
Crossing design the recommended minimum width of a street crossing is 1200mm. Where
the pedestrian has to cross many lanes of traffic, center islands are extremely helpful
because they reduce the distance the pedestrian has to walk on the road at one time without
protection. The safety of a crossing can be significantly improved by extending the footway
out across any parking lanes. This serves the triple purpose of reducing the width of
roadway to be crossed, slowing vehicular traffic and improving the ability of pedestrians
and drivers to see each other. (UNDP Malaysia, 2010).
Kerb ramps Kerb ramps should be used wherever footways cross roads. The ramp should
have a minimum width of 1200mm, and at crossings the ramp should be as wide as the
crossing. The maximum gradient should be 8% (1 in 12) on the ramp itself and 9% (1 in
32
11) on the flared sides. Where possible, the bottom of the ramp should be installed flush
with the roadway. (UNDP Malaysia, 2010).
Traffic signals if a traffic signal is used, the red phase should keep traffic stopped for about
12 seconds for a 7.5m crossing. Signals that can be activated by the pedestrian using a push
button box are useful, particularly at mid-block crossings. A large diameter (up to 50mm)
raised button that can be activated by a closed fist will be usable by most people. At
signalized intersections, audible signals can be very useful to visually impaired pedestrians.
(UNDP Malaysia, 2010)
Tactile warning surfaces Tactile surfaces at the edge of street crossings warn visually
impaired pedestrians they are about to step on to the road. (UNDP Malaysia, 2010).
Traffic calming Crossing safety can be improved by reducing the speed of vehicles. Traffic
calming measures like speed bumps or pinch points can be very effective. Raising the
surface of a crosswalk can be used both to slow down traffic and to provide a level crossing
for pedestrians. (UNDP Malaysia, 2010).
2.11.4. Vehicle Design and Operation
Many of the ergonomic and design requirements for vehicles are the same for buses,
minibuses, light rail and heavy rail. For public transport, there is a distinction between two
different levels of accessibility. The first improves access for those people with disabilities
who can walk, but with difficulty, and can climb at least a few steps. These design features
often cost very little and can assist over 90% of people with disabilities. They also assist
many non-disabled people. The second level of accessibility enables a passenger in a
wheelchair to board and travel in public transport. This level of access may improve ease
of use for all passengers, as in the case of low-floor vehicles or level boarding from a
platform. But if access depends on the use of special equipment such as a lift, most
passengers gain no benefit. (UNDP Malaysia, 2010).
Incremental improvements, but not full wheelchair access
Bus entrance Entrances can be improved through the satisfactory design of steps and the
installation of handrails and grab handles. The first step from the ground should have a
maximum height of 250mm, and subsequent steps a maximum height of 200mm and a
minimum depth of 300mm. (UNDP Malaysia, 2010).
33
Handrails and stanchions Handrails at the entrance are important, particularly when step
heights and depths depart from ‘ideal’ dimensions. Entrance handrails should extend from
a point no more than 100mm from the outside edge of the first step, on both sides of the
entrance. Sloping handrails (parallel to the slope of the steps) are better than vertical ones.
Where possible, handrails should provide continuous guidance from the entrance to at least
one of the priority seats. Handrails should be round, 30mm to 35mm in diameter, and fixed
with a minimum clearance of 45mm from the adjacent surface. Inside the bus, vertical
stanchions should be no more than 1050mm apart, so people can reach one stanchion from
another. Handrails and stanchions should be a color contrasting with the surroundings, with
bright yellow preferred. The same color should be applied to step edges and bell pushes.
(UNDP Malaysia, 2010).
Priority seats Priority seats should be close to both the driver and to the entrance/exit, to
ease communication with the driver and to minimize the distance walked in the bus. (UNDP
Malaysia, 2010)
Figure 2.11.4 Recommended layout and interior dimensions for buses Source: (UNDP
Malaysia, 2010)
34
Aisles Aisles should be wide enough for all passengers to move freely: a minimum
unobstructed width of 450mm is recommended, and 550mm preferred. (UNDP Malaysia,
2010).
Bell pushes Bell pushes are needed to signal a request for the next stop. They should be
positioned so that passengers can use the bell while seated. (UNDP Malaysia, 2010).
Signage and information Clear destination and route number displays on the outside of
the bus are essential. Route numbers should be at least 200mm high, 300mm preferred, and
the destination displayed using lower case letters at least 125mm high. White or bright
yellow letters against a black background are most clearly visible. (UNDP Malaysia, 2010).
Driver operation Ease of use can be enhanced by consistently stopping the vehicle close to
the kerb and next to the bus pole at stops. The driver should wait until all passengers (and
specifically frail, older and disabled passengers) are seated before starting to move from a
stop. (UNDP Malaysia, 2010).
Full wheelchair access
Boarding for wheelchair users the best way to allow wheelchair users to board buses is
through universal design: the use of low-floor buses, or high-floor buses with raised
boarding platforms (such as those used in many bus rapid transit systems). Other options
include the use of mechanical lifts (deployed either in the main doorway or from a separate
doorway), and level boarding from small roadside platforms, using a removable bridge to
cover the gap. A Review of International Best Practice in Accessible Public Transportation
for Persons with Disabilities (UNDP Malaysia, 2010)
Wheelchair space Doorways should be 850mm wide to allow a wheelchair through, with
a clear width of 750mm from the doorway to the wheelchair bay. Wheelchair users can
travel facing either forward or backward, but never sideways. The length of the wheelchair
space of 1500mm is important – a number of guidelines recommend a length of 1300mm,
which is not sufficient. Rearward facing wheelchair spaces should allow the user to back
against a back rest. A vertical pole or fold-down armrest on the aisle side of the wheelchair
space prevents the wheelchair moving sideways when the bus goes round a corner. (UNDP
Malaysia, 2010).
35
Figure 2.11.4 Recommendation for a wheelchair space Source: (UNDP Malaysia, 2010)
2.11.5. Design and Operation of Mini and Midi Buses
Public transport is increasingly provided by informal operators who use midi-buses,
minibuses, and other informal vehicles. The vehicles operate on relatively flexible routes
and schedules, and authorities typically have little regulatory control over them. While
some vehicles have relatively low floors, others are harder to enter or exit due to high steps,
narrow doors and an absence of handrails. (UNDP Malaysia, 2010)
Vehicle entrance/exit the entrances to all vehicles (regardless of their size) should follow
best practice guidelines. (UNDP Malaysia, 2010).
Seating Seating should provide sufficient space for people with walking difficulties to enter
and leave easily. (UNDP Malaysia, 2010).
Access for wheelchair users providing wheelchair access to existing mini-buses is difficult
due to the narrow doors, low roof heights and limited internal space. Wheelchair access is
likely to be limited to subsidized operations using specially adapted vehicles. Midi-buses
with floor heights not exceeding 500mm may be large enough to provide direct access for
wheelchair users via a short ramp. (UNDP Malaysia, 2010).
Signage Route numbers or destinations should be prominently displayed. Color coding to
indicate different routes has worked well and helps not only low-vision passengers but also
people who are illiterate or unfamiliar with the system. (UNDP Malaysia, 2010).
Communication The small size of the vehicle usually aids easy communication between
passenger and driver, which is critical. (UNDP Malaysia, 2010).
Operating practices Authorities can prohibit minibus drivers from charging extra for
wheelchairs, walking frames or other personal mobility equipment. It is important for
36
drivers to be courteous and aware of the needs of people with disabilities. (UNDP Malaysia,
2010).
2.11.6. Specialized Transport Services

Specialized services refer to transport services that are specifically tailored to the needs of
passengers with disabilities. Specialized services usually use vehicles that provide full
access to wheelchair users through mechanical lifts or ramps, and differ from regular public
transport in the way they are operated. They range from door-to-door services that
exclusively serve disabled people to ‘Service Routes’ (which are scheduled bus services
routed close to the origins and destinations of journeys by elderly and disabled people).
Taxis, although not a specialized service, are also used to provide kerb-to-kerb services for
disabled people. (UNDP Malaysia.2010).
Demand responsive individual transport
These services provide transport for an individual (plus companion) door-to-door. They fall
into two categories; voluntary car schemes and accessible taxi schemes. (UNDP
Malaysia.2010).
Demand responsive shared transport
Often known as Dial-a-ride or dial-a-bus, this service provides door-to-door service, using
minibuses which should be equipped to carry passengers in wheelchairs. (UNDP
Malaysia.2010).
Community transport and shared transport services

These services, usually using lift-equipped minibuses, provide collective transport for
disabled people. They will provide a shared service from an individual’s home to a facility
such as a day Centre or luncheon club or to an accessible town Centre. (UNDP
Malaysia.2010).
Hybrid services there are services which, while not being exclusively designed for
disabled people, nonetheless offer a better level of service than conventional public
transport. An example of this is the Swedish Service Route system. This overcomes the
problems older and disabled people have in using mainstream bus services, which are
walking to and from bus stops, waiting at a stop, moving quickly to board and pay a fare,
moving quickly to alight and possibly having to stand during a journey. Service Routes
37
offer fully accessible medium-size buses; time tabling with more time at stops; routing to
reduce walking distances to and from stops, at the expense of a more tortuous route and
slower journey; flexible pick-up/set down points; and well trained drivers. (UNDP
Malaysia.2010).
Best practices Door to door services:
Choice of vehicle Door-to-door services typically use small vehicles (mini- or midi-buses)
as they are cheaper to operate. (UNDP Malaysia.2010).
Choice of operator many door-to-door services are contracted to private operators, many
of whom are taxi companies using regular and wheelchair accessible taxis. This results in
lower costs to the subsidizing agency. The use of taxis exploits the inherent efficiency of
the taxi system in high demand areas.xvi A Review of International Best Practice in
Accessible Public Transportation for Persons with Disabilities. (UNDP Malaysia.2010).
Trip reservation Reservations for door-to-door services are typically made by telephone,
between two days and a few hours in advance of the trip. This gives the operator enough
time to assign each trip to a vehicle. If telephone access is a concern, it becomes more
important to work with social workers to ensure that reservations can be made through
alternative means. (UNDP Malaysia.2010).
Eligibility Passengers are usually required to pre-register for using door-to-door services,
to make sure that only eligible people use it. Best practice uses face-to-face contact with
potential users to determine if they are eligible for specialized services. (UNDP
Malaysia.2010).
Vehicle scheduling if stops are ‘clustered’ in the same neighborhood or corridor, more
passengers will be carried at a lower cost per trip, making the service more cost effective.
(UNDP Malaysia.2010).
38
2.11.7. Bus Stops, Bus Stations
2.11.7.1. Bus Stops
Location and spacing of bus stops it is best practice to place bus stops close to amenities.
UK guidelines indicate that stops should ideally be positioned so that no passengers need
walk more than 400m along a route. A Review of International Best Practice in Accessible
Public Transportation for Persons with Disabilities. (UNDP Malaysia.2010).
Surface quality a paved and level surface around a bus stop can greatly help all passengers.
Bus stop layout Bus stops should have ample space for passengers to wait and board
without obstructing other pedestrians. The clear footway width between the shelter and the
kerb should be 1300mm. The clear width behind the shelter or waiting area should be at
least 1500mm, with an absolute minimum of 1000mm in severely restricted cases. The
length of the bus stop should be sufficient to provide access to all entry and exit doors of
the bus. (UNDP Malaysia.2010).
Bus boarders or bulbs, which extend the footway across the parking lane to the edge of a
traffic lane, can be an effective way of providing more space while at the same time making
it easier for buses to draw up close to the kerb. (UNDP Malaysia.2010)
Shelters and benches Shelters at bus stops can significantly increase the ease of using bus
transport, especially in areas with extreme weather conditions. An accessible shelter
provides space for users of wheelchairs and other aids to enter and maneuver; has a paved
floor level with the surrounding area, and has a bench or seat for waiting passengers.
Bus stop poles and information the bus stop pole indicates where the entrance of an
arriving bus will be. Where timetable information is available, this should be provided in
large print inside the bus shelter or on the bus stop pole. (UNDP Malaysia.2010).
Enforcement of no-parking zones it is important to partner with traffic authorities to paint
clearly marked no-parking zones at bus stops, and to enforce the zone. (UNDP
Malaysia.2010).
Wheelchair access using raised boarding structures an alternative to low floor buses or
mechanical lifts is to use roadside structures raising the passenger to the approximate height
39
of the bus floor, in conjunction with bridging plates and appropriately designed bus
interiors. (UNDP Malaysia.2010).
Figure 2.11.7 Layout and dimensions for ramps Source: (UNDP Malaysia, 2010)
2.11.8. Signage and Information

Signage and information is important for all passengers. They need to know when to catch
public transport, which route or service to take, how much the fare is, and where to find a
specific train, bus or minibus within a station or rank. Information should be clear, concise,
accurate and timely. Signs should be well lit. (UNDP Malaysia.2010).
Size and format of signage the minimum size of letters and symbols should be 1% of the
distance from which the sign is read. The best typefaces to use for signs and information
are sans serif, with a width to height ratio of between 3:5 and 1:1. Lower case letters are
easier to read. (UNDP Malaysia.2010).
Wall mounted signs Signs should be placed at a consistent height of between 1300mm
and 1600mm above floor level to be at an optimum viewing angle. They should be higher
in areas where they would be obscured by crowds. (UNDP Malaysia.2010).
Color contrast Letters and symbols on a sign should contrast with the background of the
sign. In general, dark text on a light background is preferable. (UNDP Malaysia.2010).
40
Tactile signage Signage can be used to provide information to visually impaired

passengers such as route numbers or the direction to ticket counters, bus bays or railway
platforms. The letters, numbers or pictograms should be fixed against the wall or bus stop
pole at a height of 1m from the ground. Most blind and visually impaired people do not
read Braille, so embossed signs will generally be more useful. (UNDP Malaysia.2010).
Audible announcements Announcements are helpful to most people but particularly to

people with visual impairments. Public announcement systems in stations or terminals
should be clear and loud enough to be understood by people with hearing impairments.
2.11.9. Training and Policies

Wherever public transport services have become more user-friendly towards people with
disabilities, the training of staff, managers and officials has been an important element. The
needs of people with disabilities can best be served if staff are not only courteous and
helpful, but are also equipped with specific knowledge on how to serve people with special
needs. (UNDP Malaysia.2010).
2.11.9.1. Training Courses

Staff training courses should include the barriers faced by disabled people; how to identify
accessibility and inaccessibility; information on all disabilities, including hidden
disabilities; suggestions for removing barriers faced by disabled people, and the skills
needed to serve disabled travelers; communication and interpersonal skills for
communicating with disabled people, particularly those with a hearing impairment or
learning disabilities; and the skills to enable staff to deal with unexpected incidents.
Training should be given to all levels of staff, including managers who set the ethos of the
organization. (UNDP Malaysia.2010).
2.11.9.2. Training of Users

In many cases travel training can assist new passengers who have never travelled by public
transport before. (UNDP Malaysia.2010).
41
2.11.10. Transport Operators’ Policies
Some of the barriers faced by disabled people are an unintentional result of the policies of
transport operators. These are often driven by concerns over the safety of disabled people
if they are involved in an emergency situation or service disruption. Any policy restricting
travel by disabled people should be examined in detail to determine if it is really necessary.
Where there is any uncertainly, the decision should be biased to enable disabled passengers
to travel independently. (UNDP Malaysia.2010).
2.11.11. Government Policies
Barriers for disabled people can be created by government policies. These are usually a
consequence of concerns over safety, though another group of barriers can be caused by
the need to ration access to special services for disabled people. (UNDP Malaysia.2010).
42
CHAPTER - 3
METHODOLOGY
3.1 INTRODUCTION
In this chapter we discussed the research design, area of the study, population, sample of
the population, sampling technique. This chapter refers to the actual plan for the collection
of data as there are many factors that can be considered when choosing an appropriate
research methodology.
In our project we have to gather the information about the total number of disables present
in Lahore for that we have been to many NGOs and got the result. The steps we took to
accomplish our project are here below.
3.2 CALCULATING SAMPLE SIZE
This research started by first defining the population of the study. The main target
population in this study consists of the disabled commuters especially in Lahore. In total,
only disabled commuters aged between 15 years and above who depend on public transport
were considered in the survey. From there, a sample size was determined using a statistical
formulation of appropriate sample size. We determine the sample size by using the formula.
N=Z^2 pq/d^2
N= Sample size
Z= the standard normal deviate (Confidence level= 80%=1.28)
p=Key proportion of population =.1426
d= Degree of accuracy =0.05 (1% to 5%)
q= Proportion of the population that doesn’t have the characteristic (1-p)
n = (1.28^2) x (0.1426x0.8573)
0.05^2
n= 80
43
CHAPTER - 3 METHODOLOGY
Methodology
Data
Collection
Interviews In field
Observation
Concern Disable
Deptt NGOs People Measure
, standards of
Buses,
Infrastructure
Non- Working Working
Issues Faced
Results and Findings
Recommendation
44
3.3 DESIGN OF QUESTIONNAIRE
At the same time, an instrument in the form of questionnaire was design to gather the
required information on perception towards the accessibility of the public transportations
terminals. The questionnaire is a structured technique for collecting primary data in a
marketing survey. It is a series of written or verbal questions for which the respondent
provides answers. A well-designed questionnaire motivates the respondent to provide
complete and accurate information. The questionnaire was designed in such a way to gather
maximum information from the people. We included all the possible questions and problem
that may arise and was refined as well so that we can extract maximum information from
person. We also considered few points while writing a questionnaire. Writing a short
questions. Using of simple words. Use of easy grammar words. Assure a common
understanding. Starting with interesting questions.
3.4 VISIT AND SURVEY:
The next job was to go to individual and interview them and ask them to fill the
questionnaire. For this task we have to work hard as we have to find the NGOs working for
disables in Lahore. We came to know about many NGOs some working on large scale some
working on small scale but the aim of every one was same to serve the humanity.
Figure 3.4.Interviews
45
In very first phase we went to Rehabilitation center for disables in Ichra Lahore. It is one
of the leading NGO in Lahore. They permitted us to come and get the survey to be
conducted. Then, we have to discover some working disables for that we hunted a
professional institute. After struggling bit we found an institute Labard. It’s a training
institute where they trained persons for professional career. We met many people there.
Continued our survey and get filled our questionnaire. We went to Labards both branches.
One in Muslim town Lahore and the other one was in Shad bagh. Its ambience and
environment was very good and friendly. The students are trained for their professional
life.
After completing the data collection, the set of 80 questionnaires were compiled for the
purpose of data editing, cleaning as well as data coding. After this we visited the local bus
stops which sample size mentioned us. We visited them measured the dimensions and
collected the data about the presence of ramps, seats, platform and sign boards. The
statistical analysis was utilized to study the relationship between infrastructure designs,
principle of universal design towards disabled accessibility.
Most of the infrastructures rated as dissatisfied by the disabled commuters. According to

the survey the poor design at public transportation terminal was at the platform. Ramps,
steps, walkway and parking were also not good enough for disable use. Overall, disable
facilities available in the current public transportation terminal is still lack in most of the
area and intensive improvement needs to be done in order the make it more friendlily to the
disable commuters.
46
CHAPTER - 4
FINDINGS AND OBSERVATIONS
4.1.INTRODUCTION
The purpose of this chapter is to summarize the collected data and the statistical treatment.
In order to do so, survey were Conducted to get the better understanding of the accessibility
for disabled the questionnaire were formulated to highlight the important of the journey
cycle among the public transport commuters.
Most of the infrastructures rated as dissatisfied by the disabled commuters. According to

the survey the poor design at public transportation terminal was at the platform. Ramps,
steps, walkway and parking were also not good enough for disable use. Overall, disable
facilities available in the current public transportation terminal is still lack in most of the
area and intensive improvement needs to be done in order the make it more friendlily to the
disable commuters.
4.2.DATA COLLECTED FROM NGOS
Lahore Business Association for Rehabilitation of the Disabled (LABARD)
TOTAL REGISTERATION 17524
PROVIDSION OF EMPLOYMENT 5637
VOCATIONAL TRAINING 3347
EDUCATIONAL ASSISTANCE 2537
FINANCIAL ASSISTANCE 2224
MEDICAL ASSISTANCE 2847
AIDING INSTRUMENTS AND WHEEL-CHAIRS 5788
CORNEA REPLACEMENT FOR VISIBILITY 491
QARZ-E-HASANAN/INTEREST-FREE LOANS 446
Table.4.1.LABARD
47
CHAPTER -4 FINDINGS AND OBSERVATIONS
HALL TOWN
TOTAL REGISTERD 11100
Table.4.2.HALLTOWN
4.3.GRAPHICALLY PRESENTATION OF INTERVIEWS OF PWDS
Data below show the findings of the survey according to the friendliness factor of disable
facilities provided at the public transportation
Q1: Do you travel in Public Transport?

(a) Always (b) Sometimes (c) Often (d) Never
a 21 26.25
b 37 46.25
c 10 12.5
d 11 13.75
Question # 1
PERCENTAGE OF DISABLED
50 46.25
45
40
35
PERSONS
30 26.25
(%)
25
20
12.5 13.75
15
10
5
0
a b c d
OPTIONS
Q2: What is the purpose of travelling?

(a) Employment (b) Entertainment (c) Others
a 14 17.5
b 5 6.25
c 48 60
48
CHAPTER - 4 FINDINGS AND OBSERVATIONS
DISABLED PERSONS (%) Question # 2

70
60
PERCENTAGE OF
60
50
40
30
17.5
20
10 6.25
0
a b c
OPTIONS
Q3: Is Bus stop present in your Area from where you start Travelling?
(a) Yes (b) No
a 54 67.5
b 13 16.25
Question # 3
80
67.5
70
60
50
PERSONS
(%)
40
30
20 16.25
10
0
a b
OPTIONS
49
(A): Does bus stop accommodates?

(a)Excellent (b)Good (c)Satisfactory (d)Unsatisfactory
a 1 1.25
b 7 8.75
c 17 21.25
d 42 52.5
Question # 3 (A)
60 52.5
DISABLED PERSONS
PERCENTAGE OF
50
40
30
(%)
21.25
20
8.75
10
1.25
0
a b c d
OPTIONS
(B) : Is bus stop plate form accessible to you in entering and exiting the bus?
(a)Excellent (b)Good (c)Fair (d)Unfair
a 0 0
b 6 7.5
c 17 21.25
d 40 50
Question # 3 (B )
DISABLED PERSONS
PERCENTAGE OF
60 50
40
(%)
21.25
20 7.5
0
0
a b c d
OPTIONS
50
(C): How much time you take to reach The Bus stop?
(a)to 5 min (b)5 to 10 min (c)10 to 15 min (d)above
a 13 16.25
b 26 32.5
c 14 17.5
d 10 12.5
Question # 3 (C)
DISABLED PERSONS
PERCENTAGE OF
35 32.5
30
25
16.25 17.5
(%)
20
15 12.5
10
5
0
a b c d
OPTIONS
(D): Does buses arrive on time?

(a)Yes (b) No
a 18 22.5
b 45 56.25
Question # 3 (D)
DISABLED PERSONS
PERCENTAGE OF
56.25
60
50
40
(%)
30 22.5
20
10
0
a b
OPTIONS
51
(E): (If No) How many minutes late it is?

(a) 0 to 5 min (b)5 to 10 min (c)10 to 15 min (d) above 15min
a 14 17.5
b 20 25
c 17 21.25
d 7 8.75
Question # 3 (E)
DISABLED PERSONS
30
25
PERCENTAGE OF
25 21.25
20 17.5
(%)
15
8.75
10
5
0
a b c d
OPTIONS
(F): If you have to wait for a bus is it Feasible for you to sit and wait?
(a)Yes (b) No
a 13 16.25
b 47 58.75
Question # 3 (F)
DISABLED PERSONS
PERCENTAGE OF
70
58.75
60
(%)
50
40
30
20 16.25
10
0
a b
OPTIONS
52
(G): Does the bus stop has chairs for you?

(a)Yes (b) No
a 15 18.75
b 45 56.25
Question # 3 (G)
DISABLED PERSONS
56.25
PERCENTAGE OF
60
50
40
(%)
30
18.75
20
10
0
a b
OPTIONS
(H): How you rate the current bus stops which you use?
(a) Excellent (b)Good (c)Satisfactory (d)unsatisfactory
a 0 0
b 8 10
c 12 15
d 41 51.25
Question # 3 (H)
DISABLED PERSONS
PERCENTAGE OF
60 51.25
50
(%)
40
30
20 15
10
10
0
0
a b c d
OPTIONS
53
Q4: Is bus stop present near your Working office/Area?

(a) Yes (b) No
a 52 65
b 15 18.75
Question # 4
70 65
60
50
PERSONS
40
(%)
30
18.75
20
10
0
a b
OPTIONS
(A): Does bus stop accommodates?

(a)Excellent (b)Good (c)Satisfactory (d)Unsatisfactory
a 2 2.5
b 8 10
c 15 18.75
d 41 51.25
Question # 4 (A)
DISABLED PERSONS
PERCENTAGE OF
60 51.25
50
(%)
40
30
18.75
20
10
10 2.5
0
a b c d
OPTIONS
54
(B) : Is bus stop plate form accessible to you in entering and exiting the bus?
(a)Excellent (b)Good (c)Fair (d)Unfair
a 1 0
b 7 8.75
c 16 20
d 39 48.75
Question # 4 (B)
60
48.75
50
40
PERSONS
30
(%)
20
20
8.75
10 0
0
a b c d
OPTIONS
(C): How much time you take to reach The Bus stop?
(a)to 5 min (b)5 to 10 min (c)10 to 15 min (d)above
a 14 17.5
b 23 28.75
c 13 16.25
d 12 15
Question # 4 (C)
DISABLED PERSONS
PERCENTAGE OF
35
28.75
30
25
(%)
20 17.5 16.25 15
15
10
5
0
a b c d
OPTIONS
55
(D): Does buses arrive on time?

(a)Yes (b) No
a 20 25
b 43 53.75
Question # 4 (D)
DISABLED PERSONS
PERCENTAGE OF
60 53.75
(%)
50
40
30 25
20
10
0
a b
OPTIONS
(E): (If No) How many minutes late it is?

(a) 0 to 5 min (b)5 to 10 min (c)10 to 15 min (d) above 15min
a 16 20
b 18 22.5
c 15 18.75
d 9 11.25
Question # 4 (E)
DISABLED PERSONS
25 22.5
PERCENTAGE OF
20
20 18.75
15
(%)
11.25
10
0
a b c d
OPTIONS
56
(F): If you have to wait for a bus is it Feasible for you to sit and wait?
(a)Yes (b) No
a 15 18.75
b 45 56.25
Question # 4 (F)
DISABLED PERSONS
PERCENTAGE OF
60 56.25
50
40
(%)
30
18.75
20
10
0
a b
OPTIONS
(G): Does the bus stop has chairs for you?

(a)Yes (b) No
a 14 17.5
b 46 57.5
Question # 4 (G)
DISABLED PERSONS
PERCENTAGE OF
70
57.5
60
50
(%)
40
30
17.5
20
10
0
a b
OPTIONS
57
(H): How you rate the current bus stops which you use?
(a) Excellent (b)Good (c)Satisfactory (d)unsatisfactory
a 0 0
b 9 11.25
c 11 13.75
d 42 52.5
Question # 4 (H)
DISABLED PERSONS
60 52.5
PERCENTAGE OF
50
40
(%)
30
20 11.25 13.75
10
0
0
a b c d
OPTIONS
Q5: The Metro bus transport service accommodates you?

(a)Yes (b)No
a 18 22.5
b 37 46.25
Question # 5
DISABLED PERSONS
46.25
PERCENTAGE OF
50
40
(%)
30
22.5
20
10
0
a b
OPTIONS
58
Q6: The infrastructure of Metro Bus stations has full facilities?

(a) Excellent (b)Good (c)Satisfactory (d)Unsatisfactory
a 3 3.75
b 6 7.5
c 8 10
d 38 47.5
Question # 6
DISABLED PERSONS
47.5
50
PERCENTAGE OF
40
30
(%)
20
10
7.5
10 3.75
0
a b c d
OPTIONS
Q7: The Speedo bus service is designed to accommodate you?

(a) Excellent (b)Good (c)Satisfactory (d)Unsatisfactory
a 0 0
b 0 0
c 0 0
Question # 7
DISABLED PERSONS
1
PERCENTAGE OF
0.8
0.6
(%)
0.4
0.2
0
a b c
OPTIONS
59
Q8: Do you get special seats in speedo Buses?

(a)Always (b)sometimes (c)often (d)Never
a 0 0
b 0 0
c 0 0
d 0 0
Question # 8
DISABLED PERSONS
1
PERCENTAGE OF
0.8
0.6
(%)
0.4
0.2
0
a b c d
OPTIONS
Q9: Is drivers cooperative with you when you are entering or exiting the bus?
(a)Always (b)Sometimes (c)Often (c) Never
a 60 75
b 5 6.25
c 7 8.75
d 8 10
Question # 9
DISABLED PERSONS
PERCENTAGE OF
80
70
60
(%)
50
40
30
20
10
0
a b c d
OPTIONS
60
Based on the data gathered above it is shown that most of the commuter feel unsafe with
the current infrastructure. Walking to and from the terminal, boarding to the chosen public
transport is the most critical part that needs to give attention in this study? Hence the design
of physical environments involving the disabled should be emphasis in a building.
Therefore it has been increasingly important to acknowledge their needs especially when
accessibility to public transport is concern.
4.4.PUBLIC TRANSPORTATION FOR DISABLED IN LAHORE
Persons with disabilities (PWDs), who make up 10 per cent of the total population of
Pakistan, have been leading discriminated lives. They have been struggling to get those
fundamental rights enshrined in the constitution. The problems of access, mobility and
government neglect for the disabled people are real and need urgent attention. (Yasir Habib
Khan, 2017)
The creation of an inclusive and accessible society should be the ideal of every democratic
government. However, access to equal opportunities, quality education, health services,
clean water, sustainable energy, housing, pedestrian-friendly roads and footpaths, safe
public transport, and an eco-friendly environment are not easy to come by in developing
countries. For most persons with disabilities, this lack of accessibility becomes an
existential problem.
4.4.1. Metro bus service in Lahore

Lahore is quick on change and development under CM Shehbaz , in recent years we have
seen “Lahore Metro” bus service which changed lives for many mobility wise, however as
we are talking about accessibility it should start from the bottom, we have to include who
are in most difficulty than an average person who can ride a bike , Rickshaw, or walk, our
wheel chair bound population are more dependent on mass transport for their daily mobility
and dignified living, the new tour bus is better equipped for wheel chair persons, but Metro
bus still have to provide accessible lift for boarding on and off for people who have some
kind of disability, or use a wheelchair for mobility. The metro-bus stations are without
ramps and the much-touted signal-free roads are anathema to the disabled.
61
According to the Punjab government, 30 billion rupees is the amount of money spent on
the Lahore Metro Bus Service billion Compare this Rs30 billion to the Rs 16.5 billion
allocated to the health sector for the entire province of Punjab
Figure 4.4.1 Metro bus Source: Google
Figure 4.4.1 Metro bus Source: Google

62
Figure 4.4.1 Metro bus
Figure 4.4.1 Metro bus
63
4.4.2. Speedo bus
The Punjab government launched a speedo bus service in Lahore no doubt bus has designed
to accommodate the disabled persons However, it has been observed that these buses are
operating without any passengers or sometimes with one or two passengers throughout
Lahore owing to a complex fare system.
To travel in speedo bus you have requirement of purchasing Rs200 card. In the given situation the
government is paying Rs165 per km to the private sector bus operator for plying these empty speedo
buses throughout Lahore while commuters are not in a position to use these buses. (Published in
Dawn, 2017)
Figure 4.4.2 Speedo bus
64
65
4.4.3. LTC,Bundial, and other transportation system in Lahore

LTC (Lahore Transport Company), Bundial, and other transportation systems are most
worst systems in terms of accessibility to disabled persons.
Figure 4.4.3. LTC
4.5.LEGISLATION RELATING TO DISABLED PEOPLE IN PAKISTAN
Government of Pakistan promulgated The Disabled Persons (Employment &

Rehabilitation) Ordinance in 1981. National Council for the Rehabilitation of Disabled
Person (NCRDP). (Khalid Salahuddin and Amanat Ali Jalbani, 2007)
Pakistan has many laws and policies to protect the rights of special persons like the
Disabled Persons (Employment and Rehabilitation) Ordinance 198, National Policy for
person with disabilities 2002 and National Plan of Action 2006. On October 25, 1994,
Pakistan ratified the Vocational Rehabilitation and Employment (Disabled Persons)
Convention 1983. In August 2011, (Rukhsana Shah, 2016)
66
CHAPTER-5
CONCLUSIONS AND RECOMMENDATIONS
5.1. INTRODUCTION
As this is last chapter of the thesis but most important chapter of this thesis because in this
Conclusions and Recommendations are made by Considering the findings of these studies,
were made in all four previous chapters and Recommendations for existing mobility issues
as well as for future research are also highlighted that can improve accessibility.
5.2 CONCLUSIONS
Considering the findings of these studies, this thesis concludes that there are significant
improvements that can be made in the development of transportation systems to
accommodate disabled persons e.g.
 While the majority percent of individuals with disabilities have disproportionate needs
that are not addressed in our communities and transportation systems.
 Our study found that the majority percent of participants felt that their social lives
were hindered by their limited access to transportation.
 This signifies that we are missing the mark even with the legislation that we have
passed to make our world more accessible
The gap between creating an institutional and policy framework and enforcing it has
been ascribed to various factors, including:
 lack of financial resources;

 A lack of planning and design capacity
 Limited research and information;
 A lack of cooperation between institutions;
 A lack of enforcement mechanisms;
 A lack of user participation;
 The training curricula of planners, architects and construction engineers
67
CHAPTER – 5 CONCLUSIONS AND RECOMMENDATIONS
5.3 RECOMMENDATIONS
The following recommendations highlight specific measures that can improve accessibility.
 Those involved in developing policy and research on transport disability need to place
transport in the bigger picture of disabled people’s participation in society.
 Disabled people need to be consulted in the design, delivery and implementation of
accessible transport systems, as well as development of policy, research and
legislation.
 The cost of providing a fully accessible transport system must be weighed up against
the cost of excluding disabled people.
 Improving disability awareness and attitudes amongst transport providers is essential
to ensuring accessible transport.
 Frame laws and rules for developing a legal framework of protection of rights and
providing services to the disable
 Raise awareness in society about persons with disabilities, their rights, their needs,
their potential and their contribution
The basic features of access in new construction should include:
 provision of curb cuts (ramps)

 safe crossings across the street
 accessible entries
 an accessible path of travel to all spaces
5.4 FUTURE WORK
 The detail study of infrastructure, which includes the measurements and facilities
provided.
 The implementation and impact of disability awareness training at all levels in
transport organizations
68
REFERENCES
SE, Smith. (2010). Social obstacles are the real problem for disabled people
Tom V. Mathew and K V Krishna Rao. (2007). Introduction to Transportation Engineering.

P.1
Dr. Jean-Paul Rodrigue and Dr. Theo Notteboom. (2017). THE GEOGRAPHY OF
TRANSPORT SYSTEMS. Chapter.1
Miller, P., Gillinson, S. & Huber, J. (2006) Disablist Britain barriers to independent living
for disabled people in 2006.
Dr.Sambhavi chandrashekar, David dyer Lawson. (2016). Making the world more
accessible. P.13, 14
World Health Organization. (2011). World report on disability.
Mashita Shamb,Mohamad Awang,RostamYaman.(2013). Accessibility for Disabled in

Public Transportation Terminal.p.4-6
World Health Organization.(2011). World report on disability.)
World Health Organization. (2011). World report on disability.)
Yasir Habib Khan. (2017). A disabling environment
Rukhsana Shah. (2016). Access denied, Published in Dawn, April 20th, 2016
Published in Dawn, (2017). Empty speedo buses
Khalid Salahuddin and Amanat Ali Jalbani.(2007). Journal of Independent Studies and
Research (JISR) Volume 5
Rukhsana Shah. (2016). Access denied, Published in Dawn, April 20th, 2016
Yasir Habib Khan. (2017). A disabling environment
Sunrise Medical. (2017).Most Accessible Cities around the World.p.1-8)
69
NDP Malaysia. (2010). A Review of International Best Practice in Accessible Public
Transportation for Persons with Disabilities.)
GOV.UK. Transport if you're disabled. )
World Health Organization. (2011). World report on disability.
Transport Department, Hong Kong. (2016). PUBLIC TRANSPORT SERVICES FOR

PERSONS WITH DISABILITIES. )
70
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MOBILITY ISSUES OF THE DISABLED PERSONS IN

PUBLIC TRANSPORTATION OF METROPOLITAN

KAMRAN IQBAL B-17748

M.SHABAN TANOLI B-18258

DEPARTMENT OF CIVIL ENGINEERING

PUBLIC TRANSPORTATION OF METROPOLITAN

KAMRAN IQBAL B-17748

M.SHABAN TANOLI B-18258

ENGR. HASSAN ALI ENGR.MIRZA IMRAN AHMED

DR. KHAWAJA BILAL AHMAD Prof. Dr. TANVIR IQBAL QAYYUM

DEPARTMENT OF CIVIL ENGINEERING

Figure No. Description Page No

Figure 1.1 Disability 1

Table No. Description Page

Table 4.1 Lahore Business Association for Rehabilitation of the Disabled 46

Table 4.2 Hall town 47

Access to transportation is essential for obtaining employment, education, healthcare, and

Any restriction or lack (resulting from an impairment) of ability to perform an activity in

Figure 1.1 Disability Source: Google

1.2.2 Problems faced by disabled persons in daily life

1.2.3 Disability Effects the GDP of Pakistan

1.2.4 Annual Growth Rate of Disabled Persons in Pakistan

1.3 IMPORTANCE OF TRANSPORTATION

1.3.1 Transportation in Human Life

1.3.2 Effects of Inefficient Transport

1.3.3 Transportation Problems for Persons with Disability

Difficulties disabled passengers face with public transport Be it trains, planes or

 Disabled people travel a third less often than other people

1.4 PROBLEM STATEMENT

 To identify the mobility issues faced by disabled persons in public transport.

1.6 SCOPE OF PROJECT

1.7 THESIS ORGANIZATION

In chapter 5 conclusions and recommendations are made by considering the findings of

2.1.1. Private Cars

Figure 2.1. The Journey Cycle Source: Lafratta (2008)

2.1.5. Air Travel

2.2. ENABLING ENVIRONMENTS

The information and communication environment is usually constructed by corporate

2.2.1. A Practical External Environment

2.2.2. A Practical Internal Environment

2.3. ADDRESSING THE BARRIERS IN PUBLIC TRANSPORTATION

Worldwide, initiatives to develop accessible public transportation systems focus primarily

 Improving accessibility to public transportation infrastructure and services

Specific obstacles related to each of these goals are:

2.3.1. Lack of Effective Programs

2.3.2. Lack of Pedestrian Access

 Inaccessible overpasses or underpasses

 Crowded pavements in the vicinity of stations and stops

 Hazards for people with visual impairments and deafblind people

 Lack of traffic controls

 Lack of aids at street crossings for people with visual impairments

 Dangerous local traffic behaviors. (World Health Organization,2011).

2.3.3. Obstacles to Special Transport Services and Accessible Taxis

2.3.4. Physical and Information Barriers

Typical barriers in transportation include inaccessible timetable information, a lack of

2.3.5. Lack of Continuity in the Travel Chain

2.3.6. Lack of Staff Awareness and Other Barriers.

2.4. REMOVING PHYSICAL BARRIERS AND UNIVERSAL DESIGN

2.4.1. Physical Access

2.4.2. Bus Rapid Transit Systems

2.4.3. Alternative Forms of Transport

2.4.4. Universal Design

 Lifts or ramps on all transit vehicles not only on a limited number