The people who can't use Crossrail

London's major new transport project is inaccessible to thousands for a saving of just 0.2 per cent of its budget.

Crossrail – the new, £14.5bn rail line due to open in 2019 – has come under fire today for not being fully open to women. Seven of the stations, including four in London, have been designed with a sensor that means it will be physically impossible for anyone without a Y chromosome to cross the platform. Mechanisms to address the censors are available but bosses have no plans to implement them, leaving women without full access. 

Women’s groups are understandably outraged. 

“It’s simple discrimination,” said a spokesperson for Transport for All, the group set up to address the continual exclusion of women from the use of public transport. “It’s offensive that in this day and age a woman can’t gain full access to public transport. And all because of a characteristic a person can’t help that their body has. It just doesn’t make sense. How did the many people behind Crossrail think it was okay to plan a new, major public transport link that excluded a section of the public?”

There are rumours that several other stations will only be accessible to people with light skin due to further sensor problems on the platforms, but, other than platitudes during interviews, the Mayor’s office has failed to provide any concrete commitment to make the necessary changes.

Only joking! None of that’s happening at all, of course. Or rather, it’s only happening to disabled people. Seven of the stations for Crossrail will not have step-free access to platforms, meaning wheelchair users and other disabled people won’t be able to use them. So that’s fine, then. 

It’s not like anyone involved in Crossrail could predict that disabled people might need to get around or that, you know, they even existed. They’re often shut in their house and it’s easy to forget them. 

It’s not like there was a global sporting event that specifically highlighted the inclusion of disabled people, held exactly a year ago in the same city. Or that the accessibility of public transport was actually featured in the bid for that event.

Plus, it’s not as if Crossrail is a long-term or expensive project where these sort of issues had a chance to come up. Massive infrastructure improvements that cost almost £15bn worth of public money are typically designed and approved in one afternoon on the back of a Tube map. And no matter what the PC brigade say, you can definitely put a price on equality and a human being’s right to be part of society. Sure, when it comes to making Crossrail fully accessible that price is only 0.2 per cent of the total cost, but when it comes to public money, you have to be careful not to waste it. Other than building a vast, expensive new piece of public transport that isn’t suitable for some of the public, obviously. 

As Tanni Grey-Thompson told me for the New Statesman last week, no disabled person expects existing public transport to be perfect. But what’s Crossrail’s excuse? At this point, it’s just those in power actively excluding certain people from the transport everyone else uses, and as a consequence, mainstream society. But it’s only disabled people, right? They really should be used to it by now. 

Coinciding with a week of action by Disabled People Against Cuts, on Thursday 29th August Transport for All are leading a protest against the inaccessibility of Crossrail. You can lend your support here.

The Crossrail tunnel. Photograph: Getty Images

Frances Ryan is a journalist and political researcher. She writes regularly for the Guardian, New Statesman, and others on disability, feminism, and most areas of equality you throw at her. She has a doctorate in inequality in education. Her website is here.

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Air pollution: 5 steps to vanquishing an invisible killer

A new report looks at the economics of air pollution. 

110, 150, 520... These chilling statistics are the number of deaths attributable to particulate air pollution for the cities of Southampton, Nottingham and Birmingham in 2010 respectively. Or how about 40,000 - that is the total number of UK deaths per year that are attributable the combined effects of particulate matter (PM2.5) and Nitrogen Oxides (NOx).

This situation sucks, to say the very least. But while there are no dramatic images to stir up action, these deaths are preventable and we know their cause. Road traffic is the worst culprit. Traffic is responsible for 80 per cent of NOx on high pollution roads, with diesel engines contributing the bulk of the problem.

Now a new report by ResPublica has compiled a list of ways that city councils around the UK can help. The report argues that: “The onus is on cities to create plans that can meet the health and economic challenge within a short time-frame, and identify what they need from national government to do so.”

This is a diplomatic way of saying that current government action on the subject does not go far enough – and that cities must help prod them into gear. That includes poking holes in the government’s proposed plans for new “Clean Air Zones”.

Here are just five of the ways the report suggests letting the light in and the pollution out:

1. Clean up the draft Clean Air Zones framework

Last October, the government set out its draft plans for new Clean Air Zones in the UK’s five most polluted cities, Birmingham, Derby, Leeds, Nottingham and Southampton (excluding London - where other plans are afoot). These zones will charge “polluting” vehicles to enter and can be implemented with varying levels of intensity, with three options that include cars and one that does not.

But the report argues that there is still too much potential for polluters to play dirty with the rules. Car-charging zones must be mandatory for all cities that breach the current EU standards, the report argues (not just the suggested five). Otherwise national operators who own fleets of vehicles could simply relocate outdated buses or taxis to places where they don’t have to pay.  

Different vehicles should fall under the same rules, the report added. Otherwise, taking your car rather than the bus could suddenly seem like the cost-saving option.

2. Vouchers to vouch-safe the project’s success

The government is exploring a scrappage scheme for diesel cars, to help get the worst and oldest polluting vehicles off the road. But as the report points out, blanket scrappage could simply put a whole load of new fossil-fuel cars on the road.

Instead, ResPublica suggests using the revenue from the Clean Air Zone charges, plus hiked vehicle registration fees, to create “Pollution Reduction Vouchers”.

Low-income households with older cars, that would be liable to charging, could then use the vouchers to help secure alternative transport, buy a new and compliant car, or retrofit their existing vehicle with new technology.

3. Extend Vehicle Excise Duty

Vehicle Excise Duty is currently only tiered by how much CO2 pollution a car creates for the first year. After that it becomes a flat rate for all cars under £40,000. The report suggests changing this so that the most polluting vehicles for CO2, NOx and PM2.5 continue to pay higher rates throughout their life span.

For ClientEarth CEO James Thornton, changes to vehicle excise duty are key to moving people onto cleaner modes of transport: “We need a network of clean air zones to keep the most polluting diesel vehicles from the most polluted parts of our towns and cities and incentives such as a targeted scrappage scheme and changes to vehicle excise duty to move people onto cleaner modes of transport.”

4. Repurposed car parks

You would think city bosses would want less cars in the centre of town. But while less cars is good news for oxygen-breathers, it is bad news for city budgets reliant on parking charges. But using car parks to tap into new revenue from property development and joint ventures could help cities reverse this thinking.

5. Prioritise public awareness

Charge zones can be understandably unpopular. In 2008, a referendum in Manchester defeated the idea of congestion charging. So a big effort is needed to raise public awareness of the health crisis our roads have caused. Metro mayors should outline pollution plans in their manifestos, the report suggests. And cities can take advantage of their existing assets. For example in London there are plans to use electronics in the Underground to update travellers on the air pollution levels.

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Change is already in the air. Southampton has used money from the Local Sustainable Travel Fund to run a successful messaging campaign. And in 2011 Nottingham City Council became the first city to implement a Workplace Parking levy – a scheme which has raised £35.3m to help extend its tram system, upgrade the station and purchase electric buses.

But many more “air necessities” are needed before we can forget about pollution’s worry and its strife.  

 

India Bourke is an environment writer and editorial assistant at the New Statesman.