On the move: Ensuring accessible transportation for everyone

Accessible transportation is not just a convenience; it is a fundamental human right. On November 8, 2024, the Supreme Court of India reaffirmed this by declaring accessibility essential for upholding the dignity and equality of persons with disabilities (PwDs). Achieving inclusive cities and spaces for PwDs requires addressing transportation as a key element of accessibility.

Global frameworks like the Sustainable Development Goals (SDGs) emphasise inclusive and accessible transport. SDG Goal 11 aims to make cities safe and inclusive, and Target 11.2 focuses on accessible, safe, and affordable transport for all, particularly vulnerable groups such as PwDs. However, existing guidance, such as the UN-Habitat manual, inadequately addresses critical infrastructural requirements like ramps, braille signage, tactile paths, and audio announcements. This highlights the gap between policy aspirations and practical implementation.

In India, the Rights of Persons with Disabilities (RPwD) Act, 2016 provides a comprehensive framework for accessibility. Section 40 mandates the Central Government to create accessibility rules for infrastructure, and Section 41 specifically focuses on making transport infrastructure and vehicles accessible, requiring features like ramps, lifts, and modified vehicles. Additionally, Section 42 ensures digital accessibility, which extends to transport-related websites and apps. Despite these robust legal provisions, there are significant gaps in their implementation, which often leave PwDs struggling to access public transportation independently. 

One major issue is the limited scope of Section 41, which mandates accessibility at bus stops, railway stations, and airports but focuses only on parking, toilets, and ticket counters. This narrow focus excludes essential elements such as fully accessible vehicles, comprehensive station layouts, or adequate signage. For example, many buses in India still lack hydraulic ramps, making them unusable for wheelchair users. Similarly, while some railway stations have accessible toilets, the absence of tactile flooring or audio announcements can make navigation challenging for visually impaired passengers.

It is important to note that the implementation of accessible transport is quite tricky as compared to other aspects of public spaces, as it comprises three different components: the mode of transport itself, the terminal of transport, and the personnel in these via mediums. 

Another challenge stems from the fragmented management of India’s transport systems. Different modes of transport—such as buses, railways, metros, and airlines—are governed by separate ministries, leading to inconsistent implementation of accessibility guidelines. For instance, Gujarat has introduced buses with hydraulic ramps and kneeling features, while Bihar relies on manual interventions like porters. Similarly, Bengaluru’s metro includes tactile flooring and visual displays, but metros in other cities, like Chennai, lack these features. This patchwork implementation leaves PwDs dependent on personal advocacy or informal solutions.

Budgetary constraints and mismanagement further exacerbate the problem. Despite funds being allocated for accessibility projects under initiatives like the Accessible India Campaign, many states fail to utilise them effectively. In Karnataka, unspent resources from the campaign in 2019-20 remain unaccounted for, raising questions about transparency and prioritization. At the same time, many states focus on providing travel concessions for PwDs instead of addressing systemic issues like infrastructure upgrades or staff training.

The lack of trained personnel adds another layer of complexity. Although the RPwD Act emphasises the importance of assistance services, transport personnel often lack the training needed to assist PwDs effectively. Even where physical infrastructure is available, untrained staff can make it difficult for PwDs to use the services efficiently or with dignity. Digital accessibility also remains a challenge, as many transport-related websites and apps fail to comply with web accessibility standards like WCAG 2.0, leaving PwDs unable to access essential services like ticket booking or real-time travel updates.

The Supreme Court’s 2024 ruling, coupled with its directive to the government to draft minimum mandatory accessibility guidelines, represents a significant step forward. This ruling provides an opportunity to address long-standing gaps in India’s transport systems and move toward a more inclusive approach. Achieving this requires a holistic strategy that integrates robust infrastructure, digital accessibility, trained personnel, and effective monitoring mechanisms. For instance, transport infrastructure must go beyond terminals to include accessible vehicles and comprehensive station designs. Additionally, digital platforms must be made fully compliant with accessibility standards, ensuring that PwDs can use online services seamlessly.

Accessible transport is about more than mobility—it is about enabling PwDs to participate fully in society. It connects them to education, employment, healthcare, and community life. Addressing the gaps in implementation and bridging the divide between the RPwD Act’s provisions and on-ground realities is vital to making accessibility a lived reality. By prioritising accessibility, India can create a transport system that ensures no one is left behind. This is not just a legal obligation; it is a moral imperative to uphold the rights and dignity of every citizen. 

(The writer manages the Yes to Access project at the Association of People with Disability)