I hate public transit

When I was able-bodied, I was a big fan of public transit. I enjoyed how unique every bus route was, how you can "hop on, hop off" any time you want, how it saves you money and the hassle of driving, and especially the atmosphere on board if it's the same group of people who take the same route every day.

But since I started using a wheelchair, things changed.

There is a reason why I started this blog.

Many able-bodied people may find this shocking (or not, depending on who you are) but I believe that public transit has the most discriminatory atmosphere towards people with disabilities.

People with disabilities face a LOT of crap on public transit, moreso than anywhere else I have seen. Most of that crap is not something that can be controlled by the bus driver or transit agency because it often comes from other passengers.

Here's a small sample of what happens on a regular basis for me (approximately once or twice every ten days) on public transit:

• When boarding a bus, a passenger will say audibly, "Great, a wheelchair on my bus." Some will shake their heads at me instead. I'm not blind or deaf...
  
• While waiting for an elevator at a SkyTrain station, one person will express their displeasure at having to share it with a wheelchair user. Some of those people will physically cut in front to prevent it.
  
• For some odd reason, when I board a SkyTrain, some people are not happy about it. I have seen people swear under their breaths at the sight of me. Strangely, getting off never causes an issue.
  
• People hate giving up their priority seats on the bus, even for those who do not need it. Just ask this athletic guy. I could understand if they were elderly or have disabilities as well, but young and muscular athletic-looking people?
  
• Wheelchair users are often the scapegoat if the bus is late. This is true even if you boarded at the very first stop, during a layover WELL BEFORE it was about to leave. I have heard people who get upset at the bus being late saying, "It's because of the wheelchair" to their fellow passengers before – MANY times.
  
• Threats. For a variety of reasons: "making" someone late, or having to "make" someone move from a priority seat, or completely random reasons.
  

Bear in mind not all of these are guaranteed to happen, but at least one of them will likely happen during the next ten days.

Some may see this as "whining" but I do not particularly care because in society, every time someone with a disability points out a problem like this, they are immediately labeled as "whiners" – so it is nothing new.

But reading the above incidents (which occur regularly), don't you think I have a right to whine? There is no other group on public transit that receives the brunt of this abuse more than people with disabilities – not people with baby strollers, not people with bikes, not elderly people, not kids.

Unfortunately able-bodied people do not understand that and sometimes I fear they never will.

When I write something that upsets people, it is very predictable. There will be two groups: one that is very upset, and one that is in agreement. The former is often the able-bodied transit fans online and the latter is often people with disabilities or disability allies. And this pattern comes up EVERY TIME.

Quite often, someone from the disability community will tell me that it's hopeless to try to "educate" the able-bodied people (who I upset) about disability issues because they simply "will never get it."

I don't believe that. That is why this blog even exists. There needs to be a better understanding and awareness of people with disabilities on public transit, who seem to have a target on their backs simply because they chose the bus, SkyTrain, or SeaBus as their mode of transportation.

This may sound paranoid but think about what kind of situations I listed above. Right now there is very little understanding and quite a lot of hostility – and many the able-bodied people who are part of that do not even know that they are doing it. It is not always their fault but when they refuse to listen or learn more about what goes on, it effectively becomes a social barrier to inclusion.

This post will also upset a lot of people (as I expected with my previous post). I will be called a "whiner." I will likely be sworn at through e-mail (which is on the right, by the way, for the people with legitimate questions). Many people will unfollow me on Twitter. Some will block me.

But this is the cold hard truth. And the truth is never easy to take.

Faregates

It has been a long time coming but TransLink is launching a large-scale construction project involving faregates at all SkyTrain, SeaBus and West Coast Express stations. It is hoped that by abandoning the old fare paid zone "honor system," the system will attract fewer fare evaders as well as provide a feeling of security and safety on board. Also, it will integrate the new reloadable transit card ("Compass" card).

Construction is already underway at several stations. As with most new projects, TransLink is offering some information to the public about what is happening. Many people in Metro Vancouver have experienced faregate systems before; others have not.

I have had the pleasure of experiencing faregate systems in eight different cities around the world. I'm guessing that is more than the average person.

Of course, the biggest concerns I have with faregates are accessibility-related. Until recently, my concerns about TransLink's faregate accessibility were present but they were fairly minimal. But that changed the other night when I was discussing accessibility with faregates with someone online who is somewhat of an expert on public transit issues.

When stating my concerns about accessibility, the reaction from that person was, "All they need to do is widen the faregates for wheelchairs/scooters."

While that is true, it is not completely true – widening something is not all it takes to make something accessible.

That was when I realized that if someone who is so well-versed in public transit issues thinks that, then there is a chance that TransLink officials will think along the same lines.

I've been concerned about the lack of prototypes. When TransLink or Coast Mountain Bus Company introduces a new vehicle, they tend to show off a prototype before the full-scale launch. I have seen nothing of the type for faregates (and I was told that prototypes are not available yet).

At the presentation at Edmonds Station the other night, the artist's depiction of the faregates confirmed some of my concerns (though I am aware it will not be exactly as shown) and the representative I talked to did not seem to foresee some of the accessibility issues that I did.

So what does it take to make the faregates accessible?

1. Wider pathways: This was already discussed and confirmed. However, this is only the beginning.

2. Lowered displays and card-swipe area: Height is surprisingly the most overlooked aspect of accessibility, not only for transit but also for things like washrooms (where towel dispensers are often too high for people in wheelchairs to reach).

I once encountered a faregate system that was quite efficient. However, one sore spot they had was that the digital display (showing how much money was charged to your card and how much is left) faced the ceiling. For a standing person, that is fine. But for a person in a wheelchair, this is useless; how can you see a display at your eye level that is facing the ceiling?

In addition, if the card swipe pad is at the top of the faregate (a.k.a. wheelchair users' eye levels), it is nearly impossible to see WHERE we are supposed to swipe. In addition, those with limited hand and shoulder function (such as partial quadriplegics, those with cerebral palsy, etc.) will not be able to reach high enough to use their transit cards.

This is a VERY important feature that should be looked at carefully. The cities I've seen that have done it right had lowered swipe and displays, approximately 3 feet from the ground, in addition to "normal" standing-level swipe and displays.

3. Depth of card swipe area: One mistake I've seen is some cities with such "touchless" transit cards have swipe areas that are indented INWARDS towards the machine. In other words, the swipe area is in a 1-inch "sinkhole" into the machine itself. This can cause some problems for those with limited hand function.

Some cities have rectified this by doing the opposite: having the swipe area jut OUTWARDS instead. This is a very simple solution that would also work for those with limited vision -- they can feel around for the part that is jutting outwards and swipe their cards that way.

4. Audio cues: This is mostly for those with limited vision and I am sure TransLink will consider this. Some cities I have seen will play a sound clip reading out how much money is left in the card and how much has been subtracted.

5. Another possibility (perhaps a bit far-fetched): For those who use power wheelchairs and have almost no use of their hands, many choose to wear their transit passes around their neck. While bus drivers and transit police will be able to see the pass, a machine will not. I have never seen this solution before -- but perhaps a proximity reader is possible for this situation. For example, once you get 1 foot within the faregate, it will read the card.

I honestly do not know if this is possible but it might be something to think about. Perhaps the technology is available already; if not, I could see a local organization spearheading this.

Location, location

The other day, I was leaving GF Strong Rehab Centre in Vancouver and headed to the bus stop. When I got there, there were a few people waiting. Among them was a woman with her daughter, who was in a wheelchair like me. We were both waiting for the 25 bus.

Those who know the 25 bus don't need to be told how packed, off-schedule and chaotic that route can get. As the bus approached the stop, I looked and saw that it was jam packed. The girl, her mother and I quickly had a verbal plan about how to board the bus. I was going to take the forward-facing spot while she would take the backwards-facing spot. It seemed simple enough.

Of course, it was the 25 bus.

What happened afterwards could only be described as absolute chaos. I knew exactly what to do and where to go. The other passengers, however, didn't. Words can not describe how frustrating it was to repeat, "I need those seats over there" while other people just stood there and stared and the people in the seats I was pointing to were just looked around as if I was talking to somebody else.

It was stupid that it took so long to get the bus going that day. But before you think, "Of course it will take forever; wheelchair passengers always take forever!", consider this: it usually takes me an average of 15 seconds to board and be ready to go. (I'm a speed freak despite my limited walking ability.) With that kind of speed, I doubt that I was the problem. The problem was that other people had no idea how or where to vacate for wheelchair passengers.

I guess I couldn't blame them completely. After all, each bus is different. Perhaps that was part of the problem. So, without further adieu, I bring you the return of my "craptastic art" with this new informational post about the different types of buses/vehicles and which spots exactly to vacate when needed.

(All photos courtesy of BuckyHermit at Flickr.)

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New Flyer D40LF, D60LF, C40LFR (some)

The D40LF and D60LF buses (top two photos) are most common for routes operating out of Burnaby, Surrey and Richmond (as well as C40LFR, bottom photo, out of the Tri-Cities). These are the most familiar to people because the layout is very simple.

In the drawing:
-seats labeled #1 and #2: flip them up!
-restraint belts located below seats labeled #2.
-therefore: vacate if you are in seats #1 or #2.

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New Flyer E40LFR, E60LFR, D60LFR; Nova Bus

This is where some confusion occurs. The E40LFR and E60LFR buses (top 2 photos) are trolleys; the D60LFR buses are the new articulated buses (third photo from top); and the Nova Bus has the large front windows and wide front doors (bottom photo). The trick here is that the first wheelchair is behind the driver and faces backwards; the second wheelchair faces the front. Here is how it works.

In the drawing:
-seats labeled #1 and #2: if there is no wheelchair in this space, flip these seats up!
-first wheelchair parks at #1; #2 can be flipped back down if space allows it.
-seats labeled #3: if the spot at #1 is already occupied by a wheelchair, flip up all #3 seats.
-restraint belts are below the forward-facing #3 seats -- so all #3 seats MUST be vacated if a second wheelchair comes on!
-therefore: vacate if you are in seats #1; seats #2 may or may not need to be vacated (it depends on space).
-therefore: if #1 is already occupied, vacate seats #3.

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Orion V

These buses run mostly from Bridgeport Station to Delta, White Rock and South Surrey. There are a few complications here: Orion V buses use lifts instead of ramps and they only have one door. However, the process here is quite straightforward.

In the drawing:
-#1 and #2 seats must be flipped up. Obviously, only one side is needed per wheelchair.
-restraints are below #1 seats and a lap belt is next to #2 seats.
-therefore: vacate #1 and #2 when needed.

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Community shuttles

Community shuttles are kind of annoying. The only way for wheelchair users to enter is through a back door. In addition, it uses a lift that requires the driver to exit the vehicle to operate. Lastly, it requires straps and hooks that take forever to set up. Needless to say, these are not my favorite vehicles on the fleet. But nonetheless, they are still necessary.

In the drawing:
-flip up seats #1. These are finicky seats and the driver may need to assist.
-therefore: vacate seats #1.

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Bus stops

In the drawing:
-accessible bus stops are marked with a wheelchair symbol.
-therefore: allow passengers with disabilities to board first. Simple.

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SkyTrain: MK1

These SkyTrains are the old ones that first went into operation in the 1980s. They are often associated with the Expo Line but operate on both the Expo and Millennium Lines.

In the drawing:
-there are flip-up seats (#1 and #2) beside the doors. They should automatically flip up when you stand up.
-therefore: vacate seats at #1 or #2 when needed.

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SkyTrain: MK2

These SkyTrains are the newer ones that went into operation in the late 1990s with similar ones coming in during the 2000s. They are often associated with the Millennium Line but operate on both the Expo and Millennium Lines.

In the drawing:
-flip-up seats are at #1 and #2. However, they are not immediately obvious; look for signs.
-#1 and #2 seats can be flipped up like bus seats.
-therefore: vacate seats #1 or #2 when needed.

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SkyTrain: Canada Line

The Canada Line trains run exclusively on the Canada Line and have a more spacious inside layout. It is immediately obvious where the designated bike and wheelchair bays are.

In the drawing:
-wheelchair spots are at #1 and bicycle spots are at #2.
-therefore: vacate #1 when needed; #2 is often not needed for wheelchairs but it is still possible.

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SkyTrain: doors

In the drawing:
-accessible seating is often located near doors with the wheelchair symbol.
-therefore: when boarding, be aware that passengers with disabilities are likely to use this door.

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SeaBus

The Seabus connects downtown Vancouver to North Vancouver. There are no flip-up or movable seats to enhance accessibility, so things are a bit different here as well.

In the drawing:
-accessible seating #1 is often at the second door from the front or back of the ferry.
-the seating will always be next to the entrance or exit.
-therefore: if the space is needed, do not clog this area with luggage.

In the drawing:
-SeaBus doors have wheelchair symbols to indicate where the accessible spaces will be located.
therefore: when using these doors, be aware that there may be passengers with disabilities using the same doors to get on (and the same doors at the opposite end to get off).

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Whew!

That is a lot to cover. I hope it was not overly detailed. So the next time you are wondering if you should vacate your seats or spots, there will be less confusion.

If you are still unsure, pay attention to what the passenger using the wheelchair or the driver is telling you. All of us want to get moving as efficiently as possible!

Bus Stop Hop 2011: Bring your best wheels. Wear comfortable shoes.

Yesterday was the 10th annual Bus Stop Hop. For those who don't know what it is, it is an event hosted by the British Columbia Paraplegic Association in partnership with TransLink. In short, it is similar to "The Amazing Race" where you try to hit certain locations and find certain objects/facts faster the teams competing against you.

The twist to this? You must use public transit to reach those places. This includes the bus, SkyTrain, SeaBus and Aquabus. There were fifteen teams and each team consisted of two able-bodied participants and two participants with mobility impairments. My team had one absentee, so we had someone from TransLink (who was originally there to shadow us and take photos) become our unofficial fourth member. The two rolling people on my team consisted of one manual wheelchair user (yours truly) and one power wheelchair user.

It was my first time at the event and it was cool to meet so many new people, and to come across those I've met before -- definitely one of the better networking events I've come across. This year's event was apparently the largest one ever in its ten years of existence.

The day started and ended at Performance Works on Granville Island, and the locations that were required were Vancouver International Airport, the bus cloverleaf on Granville Street at West 5th Avenue, Lonsdale Quay and Science World. At each location, you must obtain a fact and write it down, get a signature from a staff member there, or complete a task.

In addition, there was a trivia sheet that each group completes for points, as well as extra tasks for bonus points. This means that even if a team came in first in terms of time, they can still slip to second or third place because of points.

Each team had their own strategy. It seemed like the majority of them decided to start inward and move outward -- in other words, start at Granville Island and move farther and farther before reaching Vancouver International Airport (the furthest destination). After all, Granville Island had the most tasks and bonus points in the race so many seemed to decide to get them out of the way first.

...which probably meant chaos at the same locations. So our team decided to do almost the opposite -- start farthest away and move inwards to the final destination.

Our idea:

• Go to the 5th Avenue bus loop: [first location]
  
• From there, catch the 50 False Creek South bus to the Canada Line.
  
• Take the Canada Line to Vancouver International Airport: [second location]
  
• Take the Canada Line to Waterfront Station.
  
• Take the SeaBus to Lonsdale Quay: [third location]
  
• Take the SeaBus back to Waterfront Station.
  
• Take the SkyTrain to Science World: [fourth location]
  
• Take the Aquabus from Science World to Granville Island: [fifth location] *
  
• Complete all the Granville Island bonus tasks.
  

* Remember this step. You'll see why later.

In short, our routing was planned to look like this:

View Bus Stop Hop route 1 in a larger map

We had it all planned out. So while everyone else tackled locations closer to home, we set out for the 5th Avenue bus stop.

And then my wheelchair decided to malfunction.

What happened was that my footplate's bolts were loosening up and the footplate slid to the point where it was scraping the ground. It was kind of dire for a few moments as we went up the hill adjacent and below the Granville Street Bridge. Somehow, we made it and as the task at the stop was bring handed off to my partner, I took the time to make a pit stop repair; thankfully my partner had a tool kit handy (lesson learned; I'm going to the hardware store tomorrow).

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EDIT: Access Eco BC blog has a photo of the wheelchair malfunction. My "greatest" moment captured on camera!
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We were the first team to that location and we had luck on our side at the start. We did not have to wait for more than a few minutes for any of the buses or SeaBuses until our return from Lonsdale Quay.

At the airport, we finally ran into some of the other teams. But we were confident; we were certain that nobody else had the 5th Avenue bus loop yet, so we were probably one stop "ahead" of the others. We completely blazed through all of the locations until after Lonsdale Quay, when we narrowly missed a SeaBus by a couple of minutes, resulting in a 15-minute wait for the next trip. Our momentum hit a snag.

Our next stop was Science World, which was conveniently under renovation. There was a bit of confusion as the lady at the information desk was not told about the Bus Stop Hop; this lapse allowed some of the other teams to catch up in the meantime.

After that, we thought we were home free -- one more Aquabus ride back to Granville Island to complete the final tasks, and that was it!

Or so we thought.

Because, you see, this is 2011. This is the digital age. That means unless something has "LOL" or "OMG" in it, we are not likely to read it.

We completely missed the tidbit in the instructions saying that the Aquabus was only running accessible services between Granville Island and... David Lam Park. From Science World, taking transit to David Lam Park was difficult if not nearly impossible on a Sunday schedule with two wheelchair users at the same time.

So we decided to hike it.

My partner kicked his power chair into high gear and I went into my wheelchair racing mindset. Our TransLink staff member had to leave after Science World, so our lone able-bodied team member had to jog it -- in her sandals/flip-flops.

It was no short trip by any means and she had to actually run to keep up with the team's high-speed power wheelchair user and rabid (though occasional) wheelchair racer. I have no idea how she did it, but she survived all the way to David Lam Park. (I had to hold on to my power wheelchair partner for a lift for about 10% of the way, so it was quite insane.)

So eventually THIS became our route (pay attention to the False Creek area):

View Bus Stop Hop route 2 in a larger map

After accomplishing the tasks there, we arrived back at base camp on Granville Island, answered the trivia questions and sent our stuff in. Third place! (We later slipped out of that position due to points, but anyways... THIRD PLACE!!! -- in our deluded little minds where leprechauns rule the Earth.)

All in all, it was pretty fun. Just waiting for the aches to kick in from yesterday's wheeling sprint from Science World to Yaletown. It hasn't happened yet but it probably will in a bit, which should be awesome.

Random post-blog thought:

(Next year, maybe have a friend stand by at Science World with a racing wheelchair. Fool me once, shame on you. Fool me twice...)

Small potatoes

On Twitter tonight, I did something that I normally don't do -- search something on Twitter just for the hell of it. And since this blog needs some new material, I decided to try to find some ideas using this method.

There are some very interesting tweets out there, but one common theme struck me: people complaining about how buses loading wheelchair users are making them late or delaying their trip.

I can understand their frustration because I need to get to places too. Wheelchair users don't want to take forever in getting from point A to B either. Personally, I try to take no more than 90 seconds loading on to a bus, and even faster getting OFF the bus.

But those people need to remember one thing -- their complaints about being late and whatnot are small potatoes compared to what we have to go through. I don't want to sound like a whiner and would like to avoid that as much as possible, but it's true.

There are some very obvious things that come to mind, such as walking on board not being a viable option. (Who know?) However, if people knew about the OTHER everyday factors that arise in using public transit, their complaints would seem a bit laughable.

Here are some of the common obstacles in using public transit systems if you're in a wheelchair:

Accessibility of bus stops

In most public transit systems I've been to, not all bus stops are deemed "accessible." There are many reasons for this, but the most common one is because there is not enough space at the stop to deploy a ramp. The sidewalk may be too narrow. The house's fence may be too close to the road. Perhaps a bus stop shelter is in the way. Whatever the reason, it would be dangerous or impossible for the stop to be used by a wheelchair user, so we cannot use it.

When that happens, we have to find the next bus stop, which might be quite far away. It would take a much longer time for us to reach such a stop than an able-bodied person just using the inaccessible stop. For my area, had my nearest stop not been accessible, I would have had to use one that is over a half-kilometre away. That can make for tired and cramped arms.

Strangely enough, there are many stops deemed "accessible" even though they are on a significant slope. Oak Street southbound at Broadway in Vancouver is one such example. If I recall, the stop at Cambie Street northbound at Broadway is like that too. And Granville Street northbound at Broadway is also challenging.

Geographical factors

Some things are uncontrollable. Geographical factors such as terrain and slope grade can be an obstacle that cannot be fixed. Regarding the last point about accessible stops, sometimes the nearest accessible stop is uphill.

One example I found was near Arbutus Street in Vancouver, where the bus stop on even terrain was inaccessible and the closest one was uphill on a slope. (I can't explain the logic of that either.)

While I was going uphill towards that stop, I was passed by some people while going uphill since it was slow going. One of them ended up waiting at the same bus stop, but she got there three to five minutes before me.

Even in an area with accessible stops throughout, the simple problem of terrain can turn a seemingly short distance into a time-consuming challenge.

Mechanical factors

This is almost exclusive to SkyTrain. As the name suggests, elevators are a necessity on this elevated system. A lot of these elevators are slow as molasses. (It is probably for safety reasons -- we don't want any fragile senior citizens experiencing exhilarating G-forces, do we?)

As a result, the time it takes for an able-bodied person to go from the train platform to, let's say, the bus loop is much shorter than for a wheelchair user to go from the platform to the elevator, then from the elevator to the bus loop. Able-bodied people would likely have a five-minute time advantage.

Elevators also have a tendency to break down, which can sometimes mean that the wheelchair user must get back on the SkyTrain, continue to the next station, and go from there (whether it be by taking another bus or two... or three...).

Imagine if one of the able-bodied complainers had to do that. He/She would explode in rage, I bet.

Stupidity of humans

This is one that can be avoided. Some people just don't get it. They try to board as the driver is activating the wheelchair ramp (and get whacked in the face as a result) or they refuse to vacate the accessible space in a timely fashion. When human stupidity comes in, there is delay and sometimes chaos. You're unhappy about how long it takes for a wheelchair user to board? Perhaps it might be because some people don't bother to understand or follow procedures that can make the process smoother.

SkyTrain crowds

SkyTrain crowds getting off a train and towards the stairs or escalators can sometimes block the path between me and the elevator, and I have to patiently wait until someone frees up a gap to let me cross or, if nobody does so, wait until the crowd thins out. Especially an issue at Broadway-Commercial Station and Lougheed Station. Enough said.

Strangely enough, when everyone is going the same direction like on SeaBus, crowds are not a problem. Weird.

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These are the obstacles that apply to me, and are not representative of everyone. But the point still stands -- when you add up the delay that these obstacles create, the people who complain about being late because of a wheelchair user needing to board look rather ridiculous. Your delay is ten minutes; ours might be twenty. Your delay is caused by one situation; ours might be caused by five. And so forth.

Of course, if you are absolutely impatient and want to prepare yourself so you won't find yourself stressing over being delayed, here's a simple plan that someone I know came up with, called the "30 Minute Rule."

It's a simple plan that works great for transit. Basically, you plan your commute as if your event will start 30 minutes early. So for example, if you go to school and your class starts at 9:00am, pretend it starts at 8:30am and aim to arrive at 8:30am.

Not only will you be early, but you will have enough time to get settled in and relax. No more frantic rushes to get there on time. Also, if anything unexpected happens (such as a bus breakdown, missed bus connection or sudden weather changes), you can be "late" according to that rule but still be early or on time in actuality.

It's a common sense rule that has worked out in my favour too many times to count. So if you don't have a similar rule in effect, think about changing that so next time, you won't find yourself tweeting about "small potatoes" delays and instead tweeting about how you made it on time.

Wheelchair users on public transit: safety vs. time

Safety is always a priority when taking transit, but something that should coincide with safety is time efficiency. I try to be as time efficient as possible despite things like loading or unloading my wheelchair, but I hear a lot of things indicating that people perceive certain procedures in this process to be a bit too time-consuming when they're actually not.

For the interest of maybe debunking some of those perceptions, I'm going to propose some scenarios. Some will appear to be time-consuming but I will try to explain why they might not be. Some will appear to be time-saving but may actually consume more time in the long run. Hopefully this will clear some things up.


Scenario #1

On one of the older low-floor buses, I often see drivers get out of their seats when the ramp is lowered to help with the straps. At first glance, this appears to be a bit more time-consuming than it is. However, it saves a bit of time if the driver does things right -- basically, the strapping can begin the very second I am in position, and I can do the other side while the driver does one side. Usually by the time I get the other side done, the driver is back in his seat and we're ready to go.


Scenario #2

On the same vehicle, a driver might not offer any assistance. While I am capable of putting on the straps myself, it actually takes MORE time because of the steps involved: wheel into position, put the brakes on, put the straps on one side at a time, etc. In addition, the driver has to get confirmation that you're ready to go. In bad situations (which have happened to me), the driver might not even wait before you're strapped in before starting the bus. Not only is this obviously dangerous, but also it throws off the wheelchair user if he or she is not finished strapping in, which means even more time is wasted trying to get things set up.


Scenario #3

On some vehicles, some drivers unexplicably wrap the straps' buckles or hooks around something like the handles above the backrest of the folding seats. This is not a good thing to do. The reason why it's bad is because the straps must be completely retracted first before you can pull it out and make it longer. Sometimes the straps take a long time to retract due to the belt being twisted and whatnot. So for drivers out there, just leave the straps alone and don't do anything fancy with them when the wheelchair spaces are empty.


Scenario #4

On the SkyTrain, there is a nice little period of time called rush hour. One thing that I really appreciate is how some attendants will try to find a way to get you on board a train despite the passenger loads. This is something that I wish I can see more often because at some stations, it's badly needed because wheelchair users can't just "squeeze on" as well as everyone else.


Scenario #5

When boarding a SkyTrain, letting a wheelchair user on board first will save you time. The reason for this is because it gives the wheelchair user more space to get positioned in the wheelchair bays, which are designed to prevent aisle obstruction. With that in mind, once in position, everyone else can get on. The same with deboarding; letting wheelchair users off first means that there will be more room for everyone else to get off the train also.


Scenario #6

People blocking the path to the elevators is a pet peeve of mine. One thing I'd like to see changed is people being more aware of where the elevators are when they see a wheelchair user, and try to at least try to clear some sort of path leading to them. Broadway-Commercial Station is a particular nuisance, because the elevator near the overhead walkway is next to stairs and escalators. Everyone gravitates towards them, creating a human wall that prevents efficient elevator access. So while I look for a lane to clear, people behind me would have to dodge out of the way and stuff, creating some slight chaos.


Scenario #7

This one is a mixed bag for me -- walking people using the wheelchair ramp to board the bus. I see this as a time-saver and a time-waster, and it all depends on what ultimately happens in each particular situation. If everyone knows where they are going, has no questions for the driver, has exact change or a fare card, etc., then it is a definite time saver. However, if someone has a question for the driver, it is a time-waster because that person will likely stand next to the farebox to ask the question, preventing the ramp from retracting when everyone else has boarded. Without retracting the ramp, the bus cannot leave, hence wasting precious time.

Mile High Fight Club

SkyTrain cars are probably the most disabled-friendly vehicles in the TransLink system (if you don't factor in rush hour, which makes NOTHING disabled-friendly). They're easy enough to get in, and easy enough to get out, and usually it doesn't take too long to do so.

For the uninitiated (or the unobservant), each SkyTrain has blue accessible stickers at some doors to indicate where accessible seating is located. On the old MK1 trains, this points you to the side-facing flip-up seats. I can wheel in and park there next to the door without obstructing people. On the newer MK2 trains, this points you to side- or rear-facing flip-up seats. These are less obvious and fewer people know about them, and are actually more difficult for me to use as well. (This is why I actually prefer the older trains despite their age and generally gloomy looks.)

One day, I was at Surrey Central Station on an unusually busy off-peak day. I had to wait for the next train because the crowding simply didn't allow me to get on the train. So I moved far away from where the stairs and elevators are, so I can avoid the crush of people coming into the station from the bus loop. This meant that I would get on the front car.

The train arrived. Some people were waiting at the same spot as me, and got ready to enter the MK1 train. The doors opened. And there was a huge mountain bike in the way, with some guy sitting in the accessible flip-up seat, with his earphones blasting away. Nobody could get on because the bike was blocking the entire entrance (not to mention people gave me boarding priority because I am in a wheelchair).

"Excuse me!" I said. No response. "Sir?" No response. I love heavy rock music as much as the next person, but this was a bit much. He wasn't paying attention to anything going on around him.

Faced with the prospect of NOBODY getting on and the doors closing soon, I had no choice but to reach out and move the bike's wheels so we could at least get on. Everyone squeezed on just as the doors closed. He remained in the priority seat, his legs splayed out in a V-shape as if to take up as much floor space as humanly possible.

As the train started moving, I felt a tug on my sweater. "Guy!" the Mountain Bike Guy barked at me. "If there's a bike on the train, you should just get on another one. Now you're just blocking the way."

I thought he was joking. But apparently not. "Well, you're in the accessible seating area. How am I supposed to get out of the way when you're in the spot?"

"I can't just move. I have a bike with me. You're not supposed to get on if I have a bike and need this space."

I was astounded. Ignoring how he seems to be clueless that my mobility is even more restricted than his, I calmly pointed to the sign on the wall. It read, Priority seating for people with disabilities and seniors. "What about that sign, then?"

"It doesn't matter," he insisted. "I'm following the rules. I have a bike, and I'm supposed to be in this space. You need to get off and get on another train." He pointed to some other guys at the other end of the train with bikes. "Those guys over there, they're not following the rules. They're not supposed to bring bikes through that door."

He was right about the other guys; I'll give him that. But at the same time, he claims to "know the rules" when he actually doesn't. According to the official TransLink website on the page about bikes on SkyTrain:

Give priority to wheelchairs, scooters, baby carriages and passengers with service animals such as guide dogs.

I was about to blow a gasket on the Mountain Bike Guy. I was tempted to start cursing him out and such, but from past lessons I know that's not a good idea. Usually, when someone with a disability starts acting out, he/she can easily end up looking like an entitled princess (regardless of whether he/she has the right of way to start with). I was sure if I kept on going, I would've completely lost it anyhow, so I silently endured while imagining the oh-so-many ways to torture him, Guantanamo Bay style.

Another passenger who saw the whole thing caught my eye. His eyes and body gesture read, "What the hell is up with that guy?" I replied with a body gesture reading, "Hell if I know." What I didn't see was another passenger who also saw the whole thing, and wasn't ready to let this slide. I'll call him the Angry Passenger.

As the SkyTrain left Scott Road Station and started crawling towards the SkyBridge, that Angry Passenger spoke. "Hey, you," he said to the mountain bike person. "Take a look at the other guys with the bikes. At least they're standing. They're not taking up a seat. You could at least stand up with your bike and give your seat to him."

Mountain Bike Guy said, "Why should I? I'm supposed to be in this area. I know the rules. This is my seat."

Angry Passenger then got angry. Or angrier, rather. "WRONG," he said. "Look at the sign on the wall. Wheelchair users are entitled to that seat. You're not."

Mountain Bike Guy didn't back down. "But I have a bike with me."

I decided to get in the fray a bit. "Can you read that sign on the wall?" I asked calmly.

"Yeah," Mountain Bike Guy said.

"Then work on your reading comprehension," I replied. "Because obviously you have no idea what it says."

"Shut up," he shot back.

Angry Passenger stood up. "If you're going to talk to him that way, you need to get off the train RIGHT NOW. You're acting so 'tough' hiding behind your sunglasses while telling someone in a wheelchair to shut up and get off the train. We don't need people like you on board."

"You'd better sit your ass back down," Mountain Bike Guy warned as he stood up as well. "I have a can of mace and if you don't sit your ass back down, you're going to be sorry."

Uh oh. The last thing I wanted was an altercation while we're on a train whizzing over the Fraser River. "All right, stop!" I yelled. "You [to Angry Passenger]! Sit down. And you [to Mountain Bike Guy]! Sit down!"

They continued to bark at each other, with some really colorful language (and that's saying something, coming from me, since I'm usually known for my colorful language as well). Some other passengers also chimed in against Mountain Bike Guy.

Mountain Bike Guy's position got weaker and weaker. He accused Angry Passenger of threatening him, to which Angry Passenger replied, "YOU were the one talking about using mace!" Eventually, he realized the battle was lost. He finally said, "I'll get off the train, but next time, y'all better know the damn rules."

After he left, I gave a small thank you to Angry Passenger and explained to him that when I told both of them to back off and sit down, it wasn't because I didn't appreciate his help, but rather I wanted to avoid a fistfight over the Fraser River.

Afterwards, I had mixed feelings about the whole incident. I felt embarrassed and uncomfortable, but also a little proud.

I was embarrassed because it was a confrontation over me. I felt like the kid in the middle of a parental dispute right before a divorce. The confrontation would never have happened if I wasn't there. I guess you can say there's a little bit of guilt in there as well.

I felt uncomfortable because all the other passengers on board had to witness the whole incident. The train's doors were closed as it went over the river; they couldn't escape the situation even if they wanted to. Any time there's some sort of dispute or confrontation, I really hate to see other people being forced to see it.

But at the same time, I felt proud of Angry Passenger. There are so many times on the bus or SkyTrain when there'll be someone who needs one of the priority seats (such as a senior citizen or someone with a disability) and nobody would give up a seat -- and nobody would say anything about it. It's quite rare that someone would actually stand up to someone like that. Angry Passenger basically personifies all the pent-up feelings a lot of people have about this issue.

Whenever I'm on a bus in my wheelchair, I'm obviously in the wheelchair bay. But I stay alert. If someone comes on board who needs the priority seat, I would look at the seats and see who can give up the seat. If that person is unaware of the situation, I'd get that person's attention and a seat would be freed up. Thankfully most people aren't like Mountain Bike Guy and usually oblige.

Oh, and I don't think mace is allowed on SkyTrain.