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Consultations
Scottish Disability Equality Forum Consultation Response
National Transport Strategy
SDEF
The
Scottish Disability Equality Forum works for social inclusion in Scotland
through the removal of barriers and the promotion of equal access for people
affected by disability.
It is a membership organisation, representing: disability organisations,
individuals with any type of impairment and groups who share our values. It
aims to ensure the voices of people affected by disability are heard and
heeded.
SDEF promotes access in its widest sense: access to the built and natural
environment and access to the same opportunities as are enjoyed by other
people in our community.
It takes a broad definition of access, within which it focuses on access to
the environment and access to information and mechanisms promoting two-way
communications. It campaigns to improve access in these areas and seeks to
become a free source of high quality information on them.
Consultation Response
CONSULTATION QUESTION 1.
Are: facilitate economic growth; promote accessibility; promote choice and raise awareness of the need for change; promote modal shift; promote new technologies and cleaner fuels; manage demand; reduce the need for travel; and promote road safety the right goals for transport in Scotland?
Yes: However, accessibility is a key issue. Many disabled people are unable to use public transport because of physical barriers, gaps in service provision and lack of sufficient, accessible and timely information. Problems with transport extend to other groups of travelers, for example, those with children and the elderly and means that a significant and growing proportion of the population experience difficulty.
CONSULTATION QUESTION 2.
Do consultees consider that the aim, vision and objectives need to be amended, for example to reflect Scottish Ministers' expectation to see Health Improvement at the heart of Scottish Executive policy?
Possibly: However, it should be recognised that walking and cycling are not always a viable option for some disabled members of the community and that they should not be penalised for this by lack of services.
CONSULTATION QUESTION 3.
Are there areas of work in relation to local/regional transport that would merit the national dissemination of best practice examples? If so, what are they and who would be best placed to lead this?
Best practice could cover matters such as disability awareness/equality training for all service providers and information provision. The Community Transport Association could contribute/lead on best practice for issues such as demand response transport, for example.
CONSULTATION QUESTION 4.
What issues must this NTS address, to ensure that the Strategic Projects Review ( SPR) which will follow it is as effective as possible? For example, should the NTS identify key
transport corridors, or key types of investment which are most effective at growing the economy, to inform the SPR? If so, which ones?
The national transport strategy could identify regeneration areas where investment in infrastructure is necessary; a higher proportion of people affected by disability live in such areas, face extra barriers to transport systems and thus are unable to contribute to or benefit from economic growth.
CONSULTATION QUESTION 5.
Do we have the balance of investment right between spending on new and existing infrastructure and other non-infrastructure activities and between different modes of transport? If not, how should it change over time?
No: There still needs to be investment to ensure that different transport modes are fully accessible and that the system is integrated.
CONSULTATION QUESTION 6.
To what extent should transport spending be targeted specifically at areas with significant potential for regeneration? How should transport spending be balanced between regeneration areas and other key areas, such as rural Scotland?
There is a need to prioritise regeneration areas - see ‘5’ above.
CONSULTATION QUESTION 7.
What further steps need to be taken in Scotland to facilitate the development of international connectivity both by air and by sea?
Again services need to be accessible to people with disabilities. For example, the Rosyth Ferry service has now been cut to three times a week and it is impossible to get a berth during many periods.
CONSULTATION QUESTION 8.
Do consultees consider that there are issues relating to cross-border connectivity by rail and road, and within devolved competence, that the Strategy should consider?
CONSULTATION QUESTION 9.
What view do consultees take on whether there is a need for a faster Scotland to London rail service, to provide an alternative to flying in the long term?
The rail system has to be expanded to cope with the demand there is for environmentally friendly, travel as it could be quicker than flying in many instances. Fuel costs and environmental issues are a consideration here.
CONSULTATION QUESTION 10.
How do we ensure that all local authorities spend their Grant Aided Expenditure allocation for local roads on local roads? Do consultees think anything more needs to be done to ensure appropriate management, maintenance and operation of the Trunk Road Network?
Local authorities should be encouraged to spend funds available on road maintenance. Many people are adversely affected by bad road surfaces and inappropriate traffic calming measures that can aggravate injury and cause pain, such as speed bumps.
CONSULTATION QUESTION 11.
What are the issues relating to the management and maintenance of the road and rail networks over the long term that the Strategy should address?
Again the strategy should ensure that rail services are fully accessible by all travelers.
CONSULTATION QUESTION 12.
What should the NTS say about freight, bearing in mind that a freight strategy is under development? In particular, what should the NTS say about meeting the different needs of freight and passengers on the road and rail network, and how to balance these competing demands?
CONSULTATION QUESTION 13.
What, if anything, should the NTS be saying about skills, bearing in mind the leading role that the Sector Skills Councils have in reducing skills gaps and shortages in the public and private sectors and the role Transport Scotland has in promulgating good practice across the industry? Is it right to integrate skills issues into the NTS?
YES: If Transport Scotland is to deliver a safe and efficient transport system then promoting best practice through training is a key issue. All employees should undertake disability awareness/equality training. This would have a beneficial effect on customer care in general and should result in higher quality service.
CONSULTATION QUESTION 14.
Bearing in mind that investment in new transport infrastructure is not covered in the NTS, as it will be addressed in the forthcoming Strategic Projects Review, what specific steps, if any, does the NTS need to set out to support tourism?
NTS can support tourism by working towards a fully integrated, well maintained accessible public transport system, supported by well trained staff and the provision and dissemination of accurate, timely and accessible information.
CONSULTATION QUESTION 15.
What are the key barriers to developing effective Demand Responsive Transport and how should they be overcome? For example, legislative, regulatory or operational barriers?
Demand response transport has a key part to play for people with reduced mobility. At present customers suffer from lack of capacity in terms of adapted vehicles and trained drivers. Additionally, these services cost more for the user. Barriers to developing effect services include the cost of providing and maintaining suitable vehicles and the question over who is responsible for co-ordinating DRT so that it links with other public transport provision. There are too many separate providers working independently with little co-ordination between services.
CONSULTATION QUESTION 16.
Where are there examples of particularly good practice in demand responsive transport?
CONSULTATION QUESTION 17.
Is accessibility planning something that should be considered for local or regional transport strategies in Scotland? If so, should it be compulsory, or (as at present), one of a suite of possible approaches?
YES: accessibility planning should be compulsory for both regional and local transport strategies. It should be flexible depending on local and regional requirements. Community planning partnerships can ensure that local systems meet the needs of users.
CONSULTATION QUESTION 18.
How can we improve the accessibility of public transport to disabled people? For example, how far should concessions be extended for disabled people?
Public transport can be made more accessible by the increased introduction of suitable vehicles with space for more than one or two people, the provision of information and a commitment to adhere to published timetables. At present it is difficult for disabled people to travel together because of lack of seating or designated spaces. There should be review of the timescales for achieving this as people with disabilities are being made to wait for another 14 years for full accessibility.
The free bus scheme and Thistle card are helpful but concessions for taxis etc are limited, particularly in rural areas, where they are used more than buses. Again, many people cannot take advantage of the free bus scheme as they cannot physically get onto buses. DRT services that employ empathetic staff who give assistance and care to the user are absolutely invaluable to those who need to get out. It's not just about providing free travel to those over 60 and those with disability, but providing the means for them to take advantage.
Concessions should also be extended to cover carers, who also have to travel to visit the cared-for in hospitals. Carers in rural areas are particularly affected.
Special offers should be more widely advertised so that all travelers can take advantage of them.
Driver and service provider training to ensure passengers feel comfortable and safe to travel is crucial. On many occasions buses and trains move off before passengers are safely seated or wheelchairs secured. Bus and railway stations and drop-off points should be safe environments that are adapted to suit individuals with differing abilities.
Better funding for and development of Demand Response Transport systems to increase capacity and to ensure that individuals have better opportunities for travel and have less need to book journeys days in advance.
CONSULTATION QUESTION 19.
How do we make sure that transport operators and drivers follow best practice in dealing with older people, with disabled people and other groups who may have difficulties with transport? For example, should it be a condition of funding that such best practice is demonstrated?
YES. Access is still a problem for people if the service providers (eg transport drivers) are not compliant, trained, and capable to assist people. Information and accredited training is essential. Safety and risk of injury is an issue for disabled and elderly passengers where good practice would ensure that the travelers were securely seated before the vehicle moved off. Service providers should be monitored to ensure that standards are adhered to.
CONSULTATION QUESTION 20.
What more could be done through transport means to tackle social exclusion in rural areas?
The development of DRT and extension of concessions to make transport more affordable or the provision of regular, accessible, public transport would help to tackle exclusion. Public transport should be more flexible and take account of reasons for travel eg. access to leisure, shopping, health and employment. For car users, the disparity in fuel costs should be addressed, bearing in mind that households containing disabled people are more likely to have a lower than average income.
CONSULTATION QUESTION 21.
What do we need to consider in reflecting on the future of the lifeline air and ferry network?
The needs of disabled and elderly passengers should be built into the air and ferry transport plans.
CONSULTATION QUESTION 22.
What more should be done to ensure that there are connections from outlying estates to towns and cities?
Regional and local transport strategies should adopt a co-ordinated approach.
CONSULTATION QUESTION 23.
Are there are any specific areas or events in Scotland where transport particularly well or particularly poorly supports access to cultural opportunities? Are there any specific societal groups disproportionately disadvantaged in accessing cultural activities because of transport issues?
YES: The lack of information and an integrated transport scheme creates problems for those with disabilities to access cultural and leisure opportunities. For example, disabled travelers hoping to attend events such as T in the Park, may be unable to access shuttle buses and to reserve seats online.
CONSULTATION QUESTION 24.
Should travel plans be required of all "larger" employers? If so, how should we define "larger" and should Travel Plans be required of all public bodies such as local authorities and Health Boards to show public sector leadership on this issue?
CONSULTATION QUESTION 25.
What should the relative roles of the Executive, regional transport partnerships and local authorities be in increasing the uptake and how might it be ensured that travel plans required of developers under the planning system are systematically enforced?
CONSULTATION QUESTION 26.
Should we be investing in "smart measures" to promote modal shift? If so, what degree of investment is required; what measures are most effective; and what should be the role of the Scottish Executive (for example, promotion of the concept, sharing best practice, running a scheme or funding others to run a scheme)?
The disabled community as a whole use multi mode travel. However, according to location and personal circumstances choices can be limited and forcing modal shift will not meet people’s needs.
CONSULTATION QUESTION 27.
Is there a need for a single national travel awareness "brand" that the Executive, RTPs and local authorities could all use? If so, what should it be?
There could be a national brand that could promote awareness but also establish information access points for travelers.
CONSULTATION QUESTION 28.
We want to promote walking and cycling as healthy, sustainable ways to travel - what more should be done in this regard?
Pavements, cycle paths, trails and walkways can be improved to reduce hazards. Signage and information can be updated to reflect the needs of all users.
CONSULTATION QUESTION 29.
How can the NTS maximise its contribution to improving the health of the nation?
CONSULTATION QUESTION 30.
How do we make buses more attractive for people to use, and therefore allow them to make the choice to take the bus rather than using their car? How do we ensure that the quality of the travelling experience is made a priority by bus operators?
As previously stated buses need to be accessible and should have sufficient space to accommodate wheelchair users and parents with children in buggies and prams. Information and timetables need to be freely available and placed in shelters. Smaller buses with more flexible routes would encourage more people to use this mode of transport. Rural areas are sometimes particularly badly served. An end to last minute rerouting and cancellation of services to make up for shortfalls elsewhere in the network would give people more confidence to travel without the fear of being stranded. Bus service providers should undertake customer care training to improve service quality and attract more passengers. Long distance bus travel should also be accessible for disabled people and those with special requirements.
CONSULTATION QUESTION 31.
Is there a need for change in how the bus industry operates, or are the current arrangements working? If so, what should this change be?
CONSULTATION QUESTION 32.
How do we make rail more attractive for people, and therefore allow them to make the choice to take the train rather than use their car?
Rail services that more accurately reflect passengers’ needs, particularly for those in rural areas, would encourage more people onto trains. Stations need to be upgraded to enable passengers who are less mobile to access platforms and trains (in both directions). The need to pre-book journeys for some disabled people means that rail is not always their first choice of travel. A clearly identifiable member of staff who is available to help would make some travelers feel more comfortable about using rail services. Additionally, not all stations are served by accessible taxis or buses. Again training of service providers would increase confidence in rail transport. Pricing has to be low enough to tempt users to switch from their own transport.
CONSULTATION QUESTION 33.
What else should be done at a national level to support improvements in travel information? How do we capitalise on the potential opportunities created by new technologies - such as 3G mobile phones - to improve the provision of travel information?
Travel information should be more widely available and the use of a national single gateway would be helpful. Travel information for those with special needs should be available and disabled people should be able to make online bookings. Information regarding the different modes could be co-ordinated on a local basis. Use of good practice in information provision, for example, guidance from the Scottish Accessible Information Forum should be standard.
Information at the point of delivery could also be improved with more consistent announcements and more accessible displays or methods of dissemination. Continued use of technology to provide better ways of keeping passengers informed, for example, talking bus stops, is welcomed.
CONSULTATION QUESTION 34.
Do you consider that we need to change the cost of public transport fares and, if so, what changes should be brought in?
CONSULTATION QUESTION 35.
If you support lower fares, would such reductions need to be funded by tax revenue, or are there schemes which consultees consider could pay for themselves through modal shift ( i.e. because more people would be travelling, albeit paying somewhat lower fares)?
CONSULTATION QUESTION 36.
How can we promote integrated ticketing between different operators?
CONSULTATION QUESTION 37.
How do we promote additional modal shift from road freight to rail and waterborne freight?
CONSULTATION QUESTION 38.
How do we ensure that people are safe, and feel safe, on public transport, at stations and bus stops, and while travelling by foot, bike or car? For example, what needs to be done to tackle anti-social behaviour on public transport and on our roads?
Good lighting together with the use off CCTV in ‘risk’ or isolated places would help people to feel safer. Better policing (a knowledge that someone will intervene if problems arise) and accessible help points are required. Some level of authority given to transport personnel and training to deal with problems.
CONSULTATION QUESTION 39.
Within a UK market, what, if anything, should Scotland specifically do to promote the uptake of biofuels?
CONSULTATION QUESTION 40.
Where are the commercial opportunities for biofuels in Scotland? What, if anything, is the role for the public sector in supporting commercial biofuels developments? Are there down-sides of an increased bio-fuel market in Scotland?
CONSULTATION QUESTION 41.
Within the context of a UK regulatory framework, what more, if anything, should be done to make motor vehicles in Scotland cleaner to run?
CONSULTATION QUESTION 42.
Where are the potential gains in terms of new transport technology in Scotland? How do we capture the potential economic benefits of developing them in Scotland? What, if anything, is the role for the public sector in supporting the development of such new technologies?
CONSULTATION QUESTION 43.
What needs to be done to ensure that parking policy - on-street parking, bus and rail park and ride and so on - is more effective in managing demand and promoting modal shift?
On street parking should be accessible to disabled people. Safety from other road users for the less mobile and those with children needs to be considered when locating spaces. Drop off points need to be in dedicated areas free from turning traffic and delivery vehicles.
CONSULTATION QUESTION 44.
How might park and ride schemes best be developed to further encourage modal shift and reduce congestion? How should enhancements be funded and what should pricing policies be?
CONSULTATION QUESTION 45.
Should we pilot new approaches to improving demand management on the trunk road network? If so, which approaches should we pilot (for example, bus priority measures, multiple occupancy vehicle and heavy goods vehicle preference, metering, more park and ride) and do you have any views about where and when they should be piloted?
CONSULTATION QUESTION 46.
Given the difficulties in managing demand for road space by other means, do consultees agree that, in principle, national and/or local road pricing in Scotland could be an effective way to manage demand?
There are concerns that road pricing schemes could force people off the road. For some people with disabilities travel by car is often their preferred option and sometimes there is no realistic alternative, either due to rural location or lack of accessible transport. Given that a large proportion of this group might be in the lower income brackets road pricing might be an additional unfair burden. Concessionary measures, therefore, would have to be in place.
CONSULTATION QUESTION 47.
Does the Executive need to do more to build support for road pricing? Should there be funding made available to local authorities and regional transport partnerships which wish to promote local/regional road pricing schemes. If so, what model should be used to provide such funding?
CONSULTATION QUESTION 48.
What should be the objectives of any future national road pricing scheme? For example:
* Should it primarily be concerned with cutting congestion levels?
* Or should it also reflect environmental concerns about CO 2 and other emissions?
* Should it be a means by which, in Scotland, we try to achieve our aspiration of stabilising road traffic volumes at 2001 levels by 2021 (see Chapter 4)?
* Should it aim to reflect better the true cost of motoring (including the costs to other people, the economy and the environment), or should it cost about the same to drive overall as at the moment?
CONSULTATION QUESTION 49.
If there were no UK-wide national road pricing scheme, should a Scotland-only scheme be considered?
CONSULTATION QUESTION 50.
Do consultees support the inclusion of surface transport in any future CO 2 emissions trading mechanisms? What impact could this have on transport's emissions of CO 2?
CONSULTATION QUESTION 51.
What more, if anything, needs to be done to ensure that transport considerations are taken into account in the location decision, for example of health services and schools?
The provision of accessible transport and links to existing systems should be a key consideration in the decision-making process for locating health services, schools and other core public services.
CONSULTATION QUESTION 52.
What contribution can broadband and flexible working practices make to reducing individuals' need to travel? What else should be done to reduce the need to travel?
CONSULTATION QUESTION 53.
We are tackling road safety and are on track to meet our targets. But is there more that should be done at the national (rather than local) level?
CONSULTATION QUESTION 54.
What more can be done to make our streets safer and more pleasant places to be?
Greater care should be taken with the design and location of street furniture to remove obstacles for those with reduced mobility and with sensory impairments. The time period for crossing at traffic lights could be increased to reflect more realistically the time required for people with disabilities, the elderly and those with children to cross the road. Greater use of ‘puffin’ crossings should be considered.
CONSULTATION QUESTION 55.
What issues should be considered in implementing the NTS following its publication later in 2006?
CONSULTATION QUESTION 56.
Do consultees consider that "traffic intensity" is likely to be a useful overall indicator of our success with the forthcoming NTS? If not, what alternative(s) would be preferable?
CONSULTATION QUESTION 57.
Are the indicators outlined for each transport goal useful? If not, what alternative(s) would be preferable?
Performance indicators could include the number of journeys made by people with disabilities, purpose of travel and frequency combined with demographic data.
CONSULTATION QUESTION 58.
Are consultees content that the target of quadrupling cycle use should now be reviewed? What, if anything, might replace it (for example, local authority-level targets on the DfT model)?
CONSULTATION QUESTION 59.
Are there other measures which should be considered in Scotland which would move us towards the target to stabilise road traffic volumes at 2001 levels by 2021, recognising that significant fiscal measures would have to be agreed by the UK Government?
CONSULTATION QUESTION 60.
Do consultees agree with the proposals to:
* Continue to have stabilisation of road traffic as a high level aspiration;
* Use indicators measuring modal shift to measure how our modal shift policies are working; and
* Redirect our efforts more clearly at the environmental and congestion issues which underpin the traffic stabilisation aspiration, by:
* Considering new transport-related target(s) for CO 2 (see further below); and
* Continuing to monitor congestion trends on our trunk roads as at present, and considering what further measures might be required.
CONSULTATION QUESTION 61.
Do consultees have any views on the idea of a move to regional traffic reduction targets in place of a national target?
CONSULTATION QUESTION 62.
Given the difficulties with the national traffic stabilisation aspirational target, do consultees agree that realistic, deliverable milestones towards its delivery cannot be put in place at present?
CONSULTATION QUESTION 63.
Do consultees agree that setting a level of contribution for reductions in Scotland's CO 2 emissions which are directly linked to the impact of our policies in areas which are devolved would be the best measure of the Scottish Executive's effectiveness in tackling transport emissions?
CONSULTATION QUESTION 64.
What specific reduction level(s) for CO 2 should be put in place for transport?
CONSULTATION QUESTION 65.
Do consultees have any views about the timing or scope of reviews of the NTS?
Scottish Disability Equality Forum
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Springkerse Business Park
Stirling
FK7 7UF
01786 446456
01786 450902 (fax)
Email: [email protected]
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