Boston’s sidewalks pose significant challenges for users of mobility aids, as highlighted by a Globe review of city data indicating a troubling backlog of sidewalk repair requests.
In 2024 alone, there were approximately 5,700 reports of sidewalk defects made to Boston’s 311 service, with an alarming two-thirds of these requests remaining unresolved as of June.
Mobility aid users consistently report enduring difficulties navigating the city’s streets due to ongoing issues such as cracks, bumps, and uneven paths.
Carol Steinberg, a wheelchair user from Jamaica Plain, pointed out that the condition of the sidewalks often forces individuals to travel in the street, increasing the risk of traffic accidents.
“People sometimes wonder why people in wheelchairs are riding on the street; they say they shouldn’t be on the street,” she said, explaining that broken sidewalks make it virtually impossible for wheelchair users to remain safely on the pathways.
Kristen McCosh, the disability commissioner and ADA Title II coordinator for the city, stated that Boston is “extremely committed” to making all street intersections accessible by 2030.
However, previous challenges have slowed this progress, including staff shortages and adverse weather conditions impacting the city’s construction timeline, which runs from April 15 to November 15.
“I completely understand the frustration that residents and visitors to the city feel,” McCosh acknowledged, emphasizing ongoing efforts to address these problems.
In 2018, frustrated accessibility advocates took legal action against the city, stating that less than half of Boston’s 23,000 curb ramps met federal disability access standards.
Since the lawsuit, Boston has averaged renovations of 1,310 curb cuts annually, including the installation of 1,586 ramps in 2022.
Despite this progress, sidewalk repair challenges remain, particularly as requests for fixes accumulate without resolution.
Julia Campbell, Boston’s deputy chief of streets, admitted that managing 311 requests poses a continuous challenge for the city, as their team strives to close requests once repairs are completed but occasionally misses some.
The estimated repair backlog for Boston’s sidewalks has reached a staggering $800 million.
Data collected before the 2018 lawsuit revealed stark inequalities in sidewalk conditions across the city, with about 65% of sidewalks in Roxbury and Dorchester rated as being in fair or poor condition, compared to 68% of those in Back Bay and downtown assessed as good.
In response, the city initiated the StreetCaster program in 2018 to address sidewalk repair disparities, focusing on neighborhoods that most needed repairs.
However, this program has since been phasing out its functions, as its strategies have been absorbed into other departments, with Campbell asserting that their approach remains focused on utilizing data and community feedback to inform repair priorities.
Many neighborhoods contain old, narrow brick pathways, and regular freeze-thaw cycles during winter complicate repair efforts, according to city officials.
In addition, the city does not own all public pathways—some are under the jurisdiction of state agencies or private entities—making reconstruction more complex and costly compared to simpler repairs.
Out of approximately 1,600 miles of sidewalks, Boston managed to repair or reconstruct over 16 miles in 2024, with plans for six sidewalk repair contracts in 2025 aimed at improving upon this figure, weather permitting.
Michael Muehe, a former Americans with Disabilities Act coordinator for the City of Cambridge and a wheelchair user, emphasized that experiences with Boston’s sidewalks can vary significantly based on the mobility devices utilized.
“I’ve found that many of us share the common challenge of navigating numerous obstacles while trying to reach everyday locations like stores or medical appointments,” he said.
McCosh noted that the Disabilities Commission collaborates closely with Public Works to design repairs to minimize future breakages.
One innovative approach being considered involves the use of pervious pavers—concrete bricks designed to allow rainfall to permeate—around trees to prevent root growth from damaging sidewalks.
Casandra Xavier, a deaf-blind disability advocate residing in the North End, shared her experience of daily encounters with subpar sidewalks, which frequently trap her white cane in cracks or holes, leading to broken tips.
“Without a functional cane, I am stranded, so I always carry a backup,” she explained.
To adapt to the uneven surfaces, Xavier has modified her cane technique from the preferred constant contact method to the more precarious two-point touch method, which diminishes tactile feedback and raises concerns about safety.
Many users recognize the discrepancies in sidewalk conditions, with Niki Kuchipudi, a wheelchair user from Allston, noting that while her area offers accessible pathways, she deliberately avoids downtown or the North End due to historic cobblestone streets.
Following the 2018 report highlighting sidewalk inequality, the city shifted its strategy from relying solely on 311 requests to integrating factors like social vulnerability and foot traffic to prioritize repair needs in upcoming projects.
Advocates assert that resolving these accessibility issues is crucial for enabling individuals to live independently.
Chris Hoeh, a wheelchair user, poignantly stated, “There are some places where I can’t even get my power chair over the way the sidewalk is. You should be able to move around the city independently.”
image source from：bostonglobe
