Last week, I had the privilege of attending and speaking at the ICAO/IATA/ACI Accessibility Symposium on Air Travel in Montréal. I represented the voices of wheelchair users in the panel discussion, “Voices of experience: Stories from passengers with disabilities.” It was an incredible opportunity to advocate for greater inclusion in aviation, share lived experiences, and push for systemic changes to support passengers with disabilities. It’s clear the industry is trying, yet somehow is still failing in some critical areas. The symposium made me reflect on a fundamental question about whether current international aviation frameworks can deliver meaningful improvements in accessibility. Let’s first explore the Chicago Convention and the ICAO’s inception.

What Is the Chicago Convention, and Does It Address Accessibility?

The Chicago Convention, formally known as the Convention on International Civil Aviation (1944), is an international treaty that established the legal foundation for modern aviation. It regulates airspace sovereignty, airworthiness standards, and safety, creating the framework for international cooperation in air travel. It also established the International Civil Aviation Organization (ICAO), which is tasked with developing global aviation standards parallel to the Convention.

While its approach to safety and efficiency is comprehensive, the Chicago Convention does not explicitly address accessibility. Instead, accessibility is addressed through ICAO’s non-binding Standards and Recommended Practices (SARPs) for member states to implement.

ICAO’s Role in Accessibility

ICAO has recognised the importance of accessibility through its SARPs, particularly Annex 9, Chapter 8, which directly addresses the facilitation of transport for persons with disabilities. This chapter emphasises (and I’m summarising here):

  • Non-Discrimination: Equal access to air transport services for persons with disabilities.
  • Assistance Services: Airports and airlines are encouraged to provide support during boarding, disembarkation, and transfers.
  • Airport and Aircraft Accessibility: Recommends accessible facilities like ramps, toilets, and signage.
  • Information Accessibility: Travel information should be available in accessible formats.
  • Training Requirements: Staff training on disability awareness and handling mobility aids is encouraged.

However, Annex 9, Chapter 8’s provisions are recommended practices, not binding obligations. Implementation varies widely depending on individual states’ and stakeholders’ resources and priorities. Limiting ICAO’s ability to ensure consistent accessibility across the industry and perhaps why it has resulted in inconsistent experiences for passengers with disabilities across the globe.

This is why ICAO has adopted this symposium, but more importantly, an Accessibility Working Group, which is a pivotal step forward. Efforts from Linda Ristagno at IATA and Jean-Sebastien at ACI and beyond pushed the adoption of this group, and it should be applauded. The group aims to create actionable strategies for improving accessibility in global aviation. While this working group cannot amend the Chicago Convention directly, its work will undoubtedly shape future ICAO policies, better accessibility standards, and priorities on accessibility. But it still begs the question, will these changes be legally binding, and the answer is likely a no? However, to bolster commitment from member states, it could be advantageous for ICAO to align more closely with the UN CRPD.

Can ICAO Align More Closely with the UN CRPD?

The UN Convention on the Rights of Persons with Disabilities (CRPD) is a legally binding agreement for its ratifying states, requiring them to ensure accessibility, equality, and non-discrimination. ICAO could better align its SARPs with the CRPD by:

  1. Making Accessibility Standards Align More Closely With CRPD: Upgrade accessibility provisions in Annex 9, Chapter 8, from recommendations to a must. And align such provisions to ensure they are consistent with CRPD.
  2. Adopting Universal Design Principles: Airports and airlines must ensure their infrastructure and services are designed for everyone, regardless of ability.
  3. Mandating Accessibility Training: Make disability awareness training compulsory for aviation staff, ensuring better handling of passengers with disabilities and their mobility aids.
  4. Monitoring Implementation: Introduce a performance index to assess how well member states meet accessibility standards. Similar to that of the UK CAA Airport framework, or DOT requirement for airlines to report on damaged of EMAs as examples.
  5. Collaborating with Stakeholders: Partner with disability rights organisations and CRPD representatives to create realistic and practical accessibility standards.

Does the Chicago Convention Itself Need Revisiting?

While updating ICAO’s SARPs and potentially aligning more closely with the UN CRPD could be a wise move, the root issue lies in the Chicago Convention’s lack of recognition of accessibility as a core principle. The Convention’s priorities—safety, sovereignty, and efficiency—reflect the concerns of the 1940s and do not adequately address modern inclusivity issues.

Revising the Convention to include accessibility explicitly could:

  • Provide ICAO with a legal mandate to enforce accessibility standards.
  • Ensure that accessibility is treated with the same importance as safety and security.
  • Create a unified global approach to making air travel equitable for all passengers.

Finally, to recap

The ICAO Accessibility Symposium highlighted the progress and challenges in making air travel accessible for everyone. Establishing ICAO’s Accessibility Working Group is a historic milestone, reflecting a growing recognition of the importance of inclusion in aviation. By building on Annex 9, Chapter 8, aligning standards with the CRPD, and revisiting the Chicago Convention, ICAO has the opportunity to lead a transformative shift toward a more inclusive, seamless, safe and equitable aviation industry.