The Rea Vaya bus rapid transit system in Johannesburg has several accessibility issues that prevent people with disabilities from using it safely and independently. Ramps into stations are too steep, and there are no tactile wayfinding aids. Gaps between bus floors and platforms vary too much and pose a safety risk. Emergency exits sometimes have stairs instead of ramps. Accessible feeder services and integration of accessibility throughout station areas have not been adequately addressed. With training and minor retrofitting of ramps, the system could be made fully accessible according to South African and international standards.

1. A USER’S VIEW
Here are some of the specific issues:
PiCs: ARI SEIRLIS & HHO
Why isn’t the Entry and exit to stations
The ramp entering the station is an acceptable
gradient (1:12) but the scoops from the pavement to
road level off the ramp (in other words, the lowered
BRT universally
curbs) are way too steep (only 300mm long, but very
steep). These clearly pose a danger to a wheelchair
user, people with visual impairment and even
someone pushing a pram.
The entire precinct around the station is often
accessible?
inaccessible, so while the entry ramp into the station
itself is acceptable (at the minimum standards),
there has been no integrated approach to the
whole area. (A similar example where facilities
for universal access have not been approached
holistically is a movie theatre, which may have an
accessible toilet on the first floor that can only
People with disabilities have experienced problems approachable by an escalator.)
using the Rea Vaya system, says ARI SEIRLIS, national There is also no tactile way finding within the
station building, which directs the visually impaired
director of the QuadPara Association of South, pointing users to or from the platform, and the emergency
exit ramp is too steep for a wheelchair user without
out some of the flaws. assistance. Clearly, having emergency exits that do
T
not comply with the national building regulations is
he United Nations Convention on the not acceptable.
Rights of Persons with Disabilities came On the day we visited two of the Rea Vaya
into effect in May 2008 and was ratified stations, the keys to the emergency doors were not
by government more than a year ago, there and the doors were locked. This would pose
yet recent transport infrastructure and an immediate danger to all passengers in the case of
development still fails to cater for people with an emergency. At some stations the emergency exits
disabilities and mobility impairments in a safe, have stairs not ramps, which clearly compromises
accessible, universal and seamless manner. the safety of people with disabilities, especially
Not only is this a big disappointment for wheelchair users.
people with mobility impairments and special
needs passengers, who constitute a far larger Boarding and exiting the bus
constituency then one would imagine, but it is also Another concern is the horizontal gap between the
in contravention of the Promotion of Equality and platform and bus, which on our visit varied between
Prevention of Unfair Discrimination Act and, of 100 mm and 180 mm, when it should be no more
course, the Constitution. than 50 mm. These variations pose a safety issue and
While the taxi industry is up in arms about render the service inaccessible for wheelchair users.
the launch of Rea Vaya, the losers of this new bus There’s also the risk of people stepping into the gap
rapid transit system are some of the intended and injuring themselves.
beneficiaries — special needs passengers who have There is a solution, which involves retrofitting
never had access to a public transport system, nor extendable ramps in all buses. This would certainly
been serviced by the taxi industry itself. The taxi improve things and enable more people to use
industry has had many years to look at its own this system safely. Another option would be to
transformation and consider a new constituency of have portable ramps at the stations, to be used by
passengers, but failed to do so even when upgrading trained personnel. I have seen this system work
to new vehicles. successfully in Beijing, where the ramp is made of
So what’s gone wrong with new systems intended lightweight aluminium.
to provide a quality public transport system for all Perhaps, with further training and experience,
its users? It seems that much of the professional the drivers will gain the confidence to ensure as
advice regarding universal access that was available small a gap as possible. Correct configuration of
to the City of Johannesburg was not implemented. hydraulic systems and suspensions will also help
After opening the first prototype Rea Vaya station at minimise the gap between the level of the bus floor
Joubert Park for public scrutiny and comment, and and the platforms, which were around 40 mm.
entertaining more than one delegation of people
with disabilities and asking for their comments and Signage and way finding
suggestions, no improvements were made when the The Rea Vaya map indicating location is useful and
other stations were rolled out. an LED information board seems large enough.
However, during my visit, it was not working so I
LEFT: Short caption here... could not assess the font size and type. There is also
no tactile way finding for blind and visually impaired
20 mobilityApril/June2010 mobilityApril/June2010 21

2. people, no raised or braille signage, and no voice
recordings announcing departure and arrival times.
At the Joubert Park station, however, there
was an abundance of tactile way-finding flooring,
which could in fact confuse anybody with a visual
impairment.
Rating the feeder services
Feeder or complementary services are an important
part of a successful and integrated, safe and reliable
public transport system.
While no feeder bus system was yet operating,
the plan is to make these vehicles accessible via
an electronic hoist. Ideally, one should never
be more than 100 m from an access point to the
public transport system, with waiting areas and
bus stops that offer shelter from the elements and
good security.
When Assessing how universally accessibility
of a public transport system, there are factors to
consider that go beyond the physical infrastructure.
How have staff been sensitised to the needs of
people with disabilities? Are there employment
opportunities for people with disabilities on
the system? And, are there any empowerment
opportunities for people with disabilities within
new projects?
These are some of important issues when it
comes to Rea Vaya and similar systems planned
for other cities. In South Africa, we have a
magnificent constitution, some fine legislation and a
comprehensive national transport strategy. But, the
bus rapid transit system in the City of Johannesburg
does not live up to these standards. The good news BELOW: Caption here...
is that with a little political will, all the flaws can
be addressed and cost-effective solutions found that
will make this system, and others like it, accessible
to all. W
22 mobilityApril/June2010