The other issue that has come to light in Bristol, since the new code,
is that bus companies are not explaining to staff what the difference
is between a class 3 powerchair and a class 3 scooter. This resulted
in one regular bus user who has a Class 3 bariatric powerchair being
refused by 3 bus drivers in a row. It was only when the third driver
relented (exposing himself to disciplinary action, as far he was
aware, in the process) that prevented the bus user from being
stranded.
Even if we put the issue of whether he could afford one aside for now,
he couldn't even resort to a taxi rank to get home because the size of
his powerchair means that almost none of the taxis using the ranks can
fit him in their vehicle.
The other thing that arose from this incident was to do with the
consequences of getting the certificate to indicate the bus operators
approval to use their vehicles. At the end of the form, in very small
print immediately above the space for his signature, it stated that a
condition of the certificate is that he agrees the bus operators can
'reasonably' (with no definition of what is reasonable) decline to
take him - presumably leaving him with no recourse to the legal system
to challenge such a breach of his human rights.
We already have a situation where drivers can use the H&S excuse for
not making someone vacate the wheelchair space - now these Terms and
Conditions of use for certificated 'chairs/scooters' extends that to
any old 'reason' they care to come up with!
Laura
On 22 May 2012 06:01, Keith Armstrong <[log in to unmask]> wrote:
> This Mobility Scooter Code mentioned in The
> Bulletin March/April 2012 highlights a number
> of critical issues concerning the human rights
> and dignity of disabled people when using
> so-called ‘public transport’.
>
> The statement that “all prospective passengers must obtain
> approval of operators to cover both the design of
> the scooter itself and the ability of the operator
> to control and move it safely” is basically unfair
> because these are not restrictions in using
> public transport that the non-disabled face.
> Scooters bring dignity and equality for the
> user. Sadly, the scooter retail industry often
> involves high-pressure selling to people of
> few resources. As far as I am aware there is
> no warning at present from the suppliers as
> to which mobility aids would comply with
> this code.
>
> Many scooters are bought by well meaning
> relatives or charities, not by the user.
>
> One of the problems that new users face is
> that the controls can often be adjusted to the
> specific needs of the user, but manufacturers
> and re-sellers rarely inform the user of this fact.
>
> This code will further restrict the employability
> of disabled people, against the stated
> aspirations of the coalition government.
> The human rights of disabled people should
> not have to rely on the whim of private
> bus operators when those affected are not
> consulted in the fundamental design.
>
> In the US, since the 1980s, by law, all bus
> transport providers are required to provide two
> bus spaces for wheelchair/scooter users. This
> legislation enables the operation in New York
> of what they call a ‘Bus Buddy scheme’, where
> experienced wheelchair users train new users
> in the safe operation of their wheeled mobility
> aid. Sadly, such a scheme cannot take place
> in the UK because bus operators stick to the
> minimum space provision requirements on
> board. This also prevents couples who both use
> wheeled mobility aids from travelling together.
>
> Keith Armstrong
>
> The Bulletin May/June 2012 p. 23
> The British Polio Fellowship
>
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