When analysing the cost-benefit of station access via ramps/elevators, bear in mind that this also helps people with prams, bicycles, heavy luggage, the elderly... Thus it is a standard requirement in many countries.

Of course, there is a PRM TSI and a Guide for the application of PRM TSI.

This is a legal obligation in most countries.

My question was about wheelchair users only. It is clear that an appropriate transport infrastructure for wheelchairs users must be provided and that wheelchairs users transportation has to be comfortable and safe.

However, my question was whether each local railway station needs infrastructure for wheelchair users (elevators) or only the main rail

terminals? Is it better to use “door to door“ transport for the disabled in specialized vans for short distances and railways at long distances?

What is better for users and what is sustainable from the point of view of all transport modes?

I fully understand your opinion.

Nevertheless, practice is characterized by a number of specific circumstances, such as:

Early arrival of wheelchair users to the train station is important. They need to contact the info desk, announce their arrival at the station and wait for the assistance staff at the info desk or on the boarding platform (due to the gaps between the train and station platform, “bridge plates” and ramps are used to allow wheelchairs to roll smoothly onto the train.). Even more, there is great pressure for trains to depart on time. This means that station personnel dedicate extra attention to ensuring that all passengers including wheelchair users are boarded quickly. Theremore, secure hooks and straps are usually not available on trains.

We need to find the best solution that is sustainable and that meets the requirements of wheelchair users. The solution must be sustainable in practice.In the meantime, it is necessary to consider the other alternative solution.

From an ethical point of view, I agree with Marcus, all stations should be accessible to wheelchair users. I myself am on a wheelchair; nevertheless, I believe that there is an equilibrium point between the demand of disabled or elderly people in a catchment area and the choice of supply, i.e. special van services and number of elevators to be installed. The van service could be flexible, kind of dial-a-ride service; additionally, special vans like shared taxis offer a door-to-door service. The train service is obviously more rigid but is irreplaceable for medium-long distances. It requires a movement home-to-station and another one station-to-work. However, a key constraint should be the maximum distance acceptable for a disabled person to reach a train station equipped with an elevator. In my opinion, this could be a way to find a good solution sustainable in practice

Dear colleagues,

Thanks to everyone who actively or passively participate in considering this extremely important topic.

This is not a cost or operational issue , it is a case of social public responibility to ensure equal access.

It is not possible to adjust the existing infrastructure and existing vehicles with a magic wand. A sustainable strategy is needed to achieve an ultimate (long-term) goal: the same conditions for all travelers . All the solutions that contribute to the achieving the same conditions for all travelers are discussed in the meantime.

I agree with my colleagues in it being a social responsibility . This concerns captive users of transportation. It is also an operational requirement since it aids a

passengers with luggage and baby strollers.

Equality issue in the most of developed countries has been solved by integrating disable facilities as standard in every new infrastructure or revitalization project. However, even in these countires the transformation might have obstacles due to the paramount cost entailed with the technical requirements for providing a user-friendly facilities for disable people. If I may suggest, the gradual transformation could be a compromistic solution to overcome the cost overrun. For example, in the first phase the wheelchair ramp structure is compulsary for the most busiest stations and provide at least 2 or 3 passengers train cars out of 10. Thereafter, the progressive transformation can be implemented in specific planning duration (e.g. short development in 5 years, 10 and 15 years for medium and long term develoment respectively).

In India most of the railway stations are retrofitted with some or the other wheelchair access (lift, ramps etc.) but to board a train from the platform is a big challenge due to level difference between train floor and platform floor. Thus the action is required in that aspect. In India even if all the station are made wheelchair friendly, the trains themselves are not.

Dear Colleague Anubandh Hambarde ,

thanks for the honest answer. Your answer justified my question.

Administrative access without alignment of activities in the field of infrastructure and vehicles does not meet the PRM TSI requirements.

Best regards

The US has a law named the Americans with Disabilities Act that mandates it in all public facilities.

In my opinion, yes. Passengers with disabilities should deserve access to public transit as equally as the other passengers.