Integrating community transport in the Borders
I’ve just completed a rewarding year providing support to the formation of Borders Wheels, the new integrated community transport service for the Scottish Borders. Formed by merging two separate services, there's been a host of challenges - to establish common governance, finance, human resources, corporate policies, booking systems, fares, insurances, etc. But as always in any partnership work, the key to success hasn’t been technical or operational matters, but in getting the right people in place with a clear plan and a common purpose. I'm please to leave Borders Wheels in good hands and I look forward to seeing it thrive! https://borderswheels.org.uk/
More on 'how disabled people travel'...
The Department of Transport published its latest ‘Transport: disability and accessibility data tables’ (DIS04) this week. This is a brief update of my observations on ‘how disabled people travel’, especially to compare changes with my comments from 2017 (see below).
Travel by private car continues to dominate, with 61% of disabled people’s ‘main mode’ journeys being by car, as either driver or passenger. However, this is down from 66% in 2017. There appeared to be a small shift towards more trips being made as the driver (increasing from 39% to 42%) and markedly fewer trips as a passenger (down from 27% to 19%).
Travel by private car continues to dominate, with 61% of disabled people’s ‘main mode’ journeys being by car, as either driver or passenger. However, this is down from 66% in 2017. There appeared to be a small shift towards more trips being made as the driver (increasing from 39% to 42%) and markedly fewer trips as a passenger (down from 27% to 19%).
The other main mode to see a percentage fall appears to be by bus - accounting for only 5% of disabled people’s trips, compared to 7% previously. Modal share by rail, bicycle and ‘other’ continued to be very small, while trips by taxi also declined a little (from 3% to 2%). The one mode seeing a significant increase in share was ‘walk’ (including use of a mobility aid, such as a wheelchair), rising from 18% of all trips to 28% of trips. The patterns here are clearly linked to the COVID 19 pandemic: journeys involving sharing a vehicle (eg as car passenger or by bus) fell significantly.
It is important to note that these are percentages - the actual number of trips made, by both disabled and non-disabled people, fell significantly during the pandemic. We know that disabled people make substantially fewer trips (at least 20%) than non-disabled people in any case. For 2021, the average number of trips by disabled people and non-disabled people were 594 and 821 respectively. For 2018, the respective figures were 743 and 1061.
The only modes which saw disabled people make more trips than non-disabled in 2021 were by car/van passenger (average 115 trips vs 95 trips), bus (32 vs 27), taxi (11 vs 6) and ‘other private’ (4 vs 3). Disabled people made fewer trips by all other modes.
It is important to note that these are percentages - the actual number of trips made, by both disabled and non-disabled people, fell significantly during the pandemic. We know that disabled people make substantially fewer trips (at least 20%) than non-disabled people in any case. For 2021, the average number of trips by disabled people and non-disabled people were 594 and 821 respectively. For 2018, the respective figures were 743 and 1061.
The only modes which saw disabled people make more trips than non-disabled in 2021 were by car/van passenger (average 115 trips vs 95 trips), bus (32 vs 27), taxi (11 vs 6) and ‘other private’ (4 vs 3). Disabled people made fewer trips by all other modes.
A few pieces of context: this data is for England only. This means that public transport modes are probably over-represented (compared to Scotland at least) because of the high use of buses, and especially the tube, in London. Also, as with all main mode data, ‘stage’ journeys are excluded. This means that walking trips are especially under-recorded; none of the walks to and from the bus stop, station or car park are counted. And of course, there's a lot of variety and nuance among how disabled people travel: for example, older disabled people are more likely to use taxis than younger disabled people; who are much more likely to cycle or use the train than older disabled people...
2022: some highlights
With the New Year well underway, here’s a short update on some of my work in the past year…
I’ve just completed a series of street access audits with the lovely folk at the Tweeddale Access Panel in the Scottish Borders, specifically for West Linton, Innerleithen, Walkerburn, Eddleston and Broughton. These built on a 2020 project in Peebles and the new reports should all be available here soon too. It’s aways fascinating to visit new places with people who bring their diverse perspectives and insights on how public spaces work (or don’t work!) for them. I hope that the reports help achieve some tangible improvements in partnership with Scottish Borders Council, which funded the project.
I’m always pleased to do street audits, especially with a focus on access and inclusion, so please get in touch if you have a project or idea you’d like to discuss!
I’ve just completed a series of street access audits with the lovely folk at the Tweeddale Access Panel in the Scottish Borders, specifically for West Linton, Innerleithen, Walkerburn, Eddleston and Broughton. These built on a 2020 project in Peebles and the new reports should all be available here soon too. It’s aways fascinating to visit new places with people who bring their diverse perspectives and insights on how public spaces work (or don’t work!) for them. I hope that the reports help achieve some tangible improvements in partnership with Scottish Borders Council, which funded the project.
I’m always pleased to do street audits, especially with a focus on access and inclusion, so please get in touch if you have a project or idea you’d like to discuss!
TAP member Callum in Eddleston
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TAP members Paul and Iain in Innerleithen
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Another interesting project during the year, was advising Motability in setting up the new ‘evidence centre’ for accessible travel recently awarded to Coventry University. Interesting too to see a new research Centre for Transport and Mobility (CeTraM) established at Aberystwyth University with an inclusion focus. We already know (too well!) what many of the barriers are to disabled people’s mobility are. But hopefully these centres can use research and academic insight, guided by ‘lived experience’, to influence practical action to make a real difference.
I’ve also continued to support HcL (Handicabs) as they develop their range of door-to-door and ‘through the door’ services. A fantastic organisation with decades of experience in delivering ‘Demand Responsive Transport’ long before it became trendy! smiley
Finally, this year will see completion of my two terms on the Mobility and Access Committee for Scotland (MACS). This will leave a big gap (not least, in my diary!) If you are passionate about making mobility for disabled people easier, you might like to consider applying? Look out for the adverts; I’m very happy to chat informally with anyone who may be interested.
I’ve also continued to support HcL (Handicabs) as they develop their range of door-to-door and ‘through the door’ services. A fantastic organisation with decades of experience in delivering ‘Demand Responsive Transport’ long before it became trendy! smiley
Finally, this year will see completion of my two terms on the Mobility and Access Committee for Scotland (MACS). This will leave a big gap (not least, in my diary!) If you are passionate about making mobility for disabled people easier, you might like to consider applying? Look out for the adverts; I’m very happy to chat informally with anyone who may be interested.
'Floating Bus Stops': an interpretation of evidence
Floating bus stops were first introduced in Edinburgh on Leith Walk in 2016. They attached controversy, because of a perceived increased risk to bus passengers and pedestrians - especially the less mobile. Following publication of two evaluation studies (to a limited group of stakeholders), I have produced this short paper in an attempt to understand what this evidence says about that risk and to draw out some wider conclusions.
| fbs_an_interpretation.pdf |
An update, September 2020
It’s a while since I’ve provided an update…so here are a few short highlights from this year so far……the Covid19 pandemic has of course changed so much. For me, my work with the Mobility and Access Committee for Scotland (MACS) https://www.transport.gov.scot/our-approach/accessible-transport/mobility-and-access-committee-for-scotland-macs/ has come to the fore, with so much re-thinking of travel and transport assumptions required during and after ‘lockdown’.
While there are opportunities to break free from car-dominated conventions, we also need to make sure that changes don’t further disadvantage disabled people; I’ve played a leading role with MACS in trying to make sure this doesn’t happen. I’ve led MACS work on producing guidance for councils and transport operators on temporary street management and assisting disabled passengers respectively, assisted Sustrans prepare their guidance, featured in webinars with Disability Equality Scotland and Sustrans again and represented MACS on the national Transport Transition Planning Advisory Group. Active and accessible travel don’t need to be mutually exclusive if we go about it the right way! (Of course, all this activity has been as a member of a public body, not as a consultant.)
Two interesting small projects with Berwickshire Association of Voluntary Service (BAVS) and with SEStran, both on ‘demand responsive’ transport. While the geographic scope of these were different they both raised similar questions - how can we get the best possible service and value from the network of community and third sector transport providers? Many of these serviceshave provided demand responsive, door-to-door transport for decades and with are sometimes taken a little for granted. The SEStran study https://sestran.gov.uk/news/sestran-strategic-studies/ concluded that the full potential value of these services is undermined by fragile and disjointed funding streams.
I’ve also continued to support HcL, the long standing Lothians ‘dial-a-ride’ service with their strategic planning https://www.hcltransport.org.uk This resulted in the agreement of a revised 5 year organisational strategy; inevitably, the pandemic seriously disrupts its implementation as with so many community transport services.
Finally, a couple of written pieces, both broadly on making streets inclusive places for disabled people - for Disability Scotland’s Open Door magazine and contribution to an interesting ‘special’ on active travel in the Geographer from the Royal Society of Geographers in Scotland:
https://www.rsgs.org/Handlers/Download.ashx?IDMF=969efc14-4ac3-410d-9ee1-446dcd3b2001
Of course, if you’d like to know any more about any of this, do get in touch..!
While there are opportunities to break free from car-dominated conventions, we also need to make sure that changes don’t further disadvantage disabled people; I’ve played a leading role with MACS in trying to make sure this doesn’t happen. I’ve led MACS work on producing guidance for councils and transport operators on temporary street management and assisting disabled passengers respectively, assisted Sustrans prepare their guidance, featured in webinars with Disability Equality Scotland and Sustrans again and represented MACS on the national Transport Transition Planning Advisory Group. Active and accessible travel don’t need to be mutually exclusive if we go about it the right way! (Of course, all this activity has been as a member of a public body, not as a consultant.)
Two interesting small projects with Berwickshire Association of Voluntary Service (BAVS) and with SEStran, both on ‘demand responsive’ transport. While the geographic scope of these were different they both raised similar questions - how can we get the best possible service and value from the network of community and third sector transport providers? Many of these serviceshave provided demand responsive, door-to-door transport for decades and with are sometimes taken a little for granted. The SEStran study https://sestran.gov.uk/news/sestran-strategic-studies/ concluded that the full potential value of these services is undermined by fragile and disjointed funding streams.
I’ve also continued to support HcL, the long standing Lothians ‘dial-a-ride’ service with their strategic planning https://www.hcltransport.org.uk This resulted in the agreement of a revised 5 year organisational strategy; inevitably, the pandemic seriously disrupts its implementation as with so many community transport services.
Finally, a couple of written pieces, both broadly on making streets inclusive places for disabled people - for Disability Scotland’s Open Door magazine and contribution to an interesting ‘special’ on active travel in the Geographer from the Royal Society of Geographers in Scotland:
https://www.rsgs.org/Handlers/Download.ashx?IDMF=969efc14-4ac3-410d-9ee1-446dcd3b2001
Of course, if you’d like to know any more about any of this, do get in touch..!
More on 'How disabled people travel…'
I have updated tables showing the number of trips made by people with mobility difficulties in England by mode of transport, taking account of statistics published by the DfT for 2016 and 2017. Disabled people continue to travel significantly less than people with no mobility difficulty. They make more trips as a car passenger and by taxi; and markedly fewer trips by rail and or by bike.
February 2019
February 2019
| more_on_travel_patterns_of_disabled_people_in_england….pdf |
Evidence to Transport Committee Active Travel Enquiry
Here is my evidence submitted to this Inquiry; I know that my principal point - that the balance between walking and cycling is all wrong - may not be universally popular but needs, I think, to be said!
| active_travel_enquiry_dh.pdf |
Less travel, more dependence?
I’ve published this new analysis of disabled people’s travel using National Travel Survey data for England from 2007 to 2015. This shows the different pattern in the use of certain modes of travel between disabled and non-disabled people, and how travel has changed over time. The most striking finding is that travel by people with mobility difficulties fell by every mode of transport recorded except one. The single exception was travelling ‘as a passenger in a car’, which increased slightly over this period. This suggests that not only are disabled people travelling less often (as is the general population), but they are also becoming less independent. I would welcome further research aiming to understand the reasons for this, and would be interested to hear about similar longitudinal studies.
June 2018
June 2018
| less_travel_more_dependence_.pdf |
Community Transport licensing
The Department of Transport is currently consulting on community transport (CT) licensing. In short, it believes that CT providers including charities must now adopt PSV licences, if they are ‘acting commercially’. Since the 1985 Transport Act, a less onerous licensing regime using ‘Section 19’ or ‘Section22’ permits has been the norm for CT groups. According to the DfT, a CT operator is now acting commercially if they charge anything more than a token amount for their services, even if they operate wholly on a not for profit basis. I think this is fundamentally wrong: many charities make some kind of charge for their services without acting commercially. My response to the DfT is here:
| ct_nfpp.pdf |
Some recent work updates...
… include a couple of interesting projects for Living Streets Scotland. One involved reviewing Kirkintilloch’s new ’shared space’ street design for access and inclusion aspects. Secondly, I’ve been preparing a case study called ‘Streets for Everyone’, based on recent collaboration between Living Streets Scotland, Perth and Kinross Council and the Centre for Inclusive Living P&K. I’m also preparing workshops on this theme in Edinburgh, Glasgow and Perth.
Finally, I am working with EVOC for a few months, looking at opportunities to redesign community transport support to a number of lunch clubs and day centres.
February 2018
Finally, I am working with EVOC for a few months, looking at opportunities to redesign community transport support to a number of lunch clubs and day centres.
February 2018
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Seven simple steps to strategic planning (a guide for not for profit organisations)
I have produced this simple, short (2-page) guide on strategic planning for voluntary organisations and other not-for-profit bodies. I hope that this provides some useful tips and guidance especially for smaller organisations that may be daunted by some of the jargon and mystique that so often surrounds business planning. Feedback from anyone who uses this would be welcome!
| seven_simple_steps.pdf |
Concessionary Travel Review: an opportunity to focus on need, not age
Here is my article in this week’s Local Transport Today arguing that a review of the scheme offers a real opportunity to spend more wisely, with a focus on need, not age...(see also blog)
| concessionary_travel_ltt.pdf |
Blairgowrie Community Street Audit
I was pleased to help Living Streets Scotland carry out a street audit in Blairgowrie and Rattray last month; part of a package of walking initiatives they are carrying out for Perth and Kinross Council. Although the context for a small town like Blairgowrie is different to major cities like Edinburgh or Glasgow, many of the issues are fundamentally the same: dominance of public space by traffic, inadequate pavements and difficulty crossing the road. Hopefully a few ‘quick wins’ will be delivered, as well as highlighting some of the tough long-term issues.
Rehabilitation International World Congress
I was pleased to be given the opportunity* to talk to the Rehabilitation International World Congress last week in Edinburgh about how involving disabled people in street audits can help make streets better for everyone (you can see the slides here ). These ‘inclusive design’ principles will also feature in the ‘Walkable Communities’ workshops I’m presenting for Living Streets Scotland later this month (see below).
November 2016
* thanks to Edinburgh Napier University and Living Streets Scotland
November 2016
* thanks to Edinburgh Napier University and Living Streets Scotland
“Making Communities Walkable”
I’m looking forward to leading three *free* workshops on “Making Communities Walkable” for Living Streets Scotland next month in Aberdeen, Glasgow and Perth. Anyone with an interest in making local streets good for people walking is welcome - e.g. from local authorities, public health, community groups - or just interested individuals. For details and booking please see: http://bit.ly/2duAzHL
October 2016
October 2016
Inquiry on Disability and the Built Environment
The UK Parliament’s Women and Equalities Committee has launched an Inquiry on Disability and the Built Environment. My short submission (see below) says:
September 2016
- The poor state of British streets is a major obstacle to disabled peoples’ mobility.
- Significant problems exist with regard both to how streets are designed, and how they are managed.
- Effective systems for design and management will benefit everybody (not just disabled people) and need not cost anything at all, if built in from the outset.
- Official guidance on barrier-free street design (‘Inclusive Mobility’) is out of date and needs to be revised.
- The 2010 Equality Act has not yet been influential in improving streets for disabled people. The EHRC should bring forward more cases against authorities which fail to take into account the needs of disabled people in street design and maintenance works.
September 2016
| nfpp_builtenvironment.pdf |
Partner Update
A short update on some partners I’ve had the pleasure of working with recently:
SKSScotland, on ‘Transforming Community Transport in Argyll and Bute’
http://www.sksscotland.co.uk
Meriel Young, on evaluating support to Gaelic Medium Education
http://www.merielyoung.info
Derek Halden, on ‘Smarter Choices, Smarter Places’ and Car Club guides
http://dhc1.co.uk/about
David Spaven, on ‘Smarter Choices, Smarter Places’ for Edinburgh Council and Living Streets Scotland
http://www.deltix.co.uk
August 2016
SKSScotland, on ‘Transforming Community Transport in Argyll and Bute’
http://www.sksscotland.co.uk
Meriel Young, on evaluating support to Gaelic Medium Education
http://www.merielyoung.info
Derek Halden, on ‘Smarter Choices, Smarter Places’ and Car Club guides
http://dhc1.co.uk/about
David Spaven, on ‘Smarter Choices, Smarter Places’ for Edinburgh Council and Living Streets Scotland
http://www.deltix.co.uk
August 2016
Street Reviews and audits, Edinburgh
I’ve been doing some interesting work over the past few months devising - and implementing - methods for reviewing the walkability of streets in Edinburgh. This work (as an associate for Living Streets Scotland) is funded through Transport Scotland's Smarter Choices Smarter Places programme. The work involved a number of technical reviews, logging the extent to which streets conform to the standards set out in the Council’s new Street Design Guidance along with a community street audit of the Cowgate. All streets reviewed are in the Council's capital maintenance programme over the next two years, so the findings can contribute not only to policy but also to the practical works on the ground.
March 2016
Update September 2016: Report of the Cowgate street audit now available here: http://bit.ly/2covj3Q
March 2016
Update September 2016: Report of the Cowgate street audit now available here: http://bit.ly/2covj3Q
Trends in the use of UK dial-a-rides
My new paper on the usage trends of UK dial-a-rides can be downloaded below. This research was carried out as part of my work with Edinburgh dial-a-ride HcL to produce a new organisational strategy (see below); their permission to publish this information is gratefully acknowledged. The study of ten UK services meets an important information gap, as data on the actual use of dial-a-ride is surprisingly hard to find.
The research found that passenger ridership fell in eight of the ten services, and the average annual change in use was a fall of 2.4%. My conclusions are firstly that detailed research is needed to understand the reasons for these usage trends. But I think we also need to take a fresh look at the dial-a-ride model itself, in a time of more accessible buses and taxis and the rise in the number of Motability cars. Having been involved with dial-a-ride services for some thirty years, I hope that the research will encourage new and more imaginative thinking on how dial-a-rides can develop to meet disabled peoples' mobility needs.
February 2016
The research found that passenger ridership fell in eight of the ten services, and the average annual change in use was a fall of 2.4%. My conclusions are firstly that detailed research is needed to understand the reasons for these usage trends. But I think we also need to take a fresh look at the dial-a-ride model itself, in a time of more accessible buses and taxis and the rise in the number of Motability cars. Having been involved with dial-a-ride services for some thirty years, I hope that the research will encourage new and more imaginative thinking on how dial-a-rides can develop to meet disabled peoples' mobility needs.
February 2016
| trends_in_the_use_of_uk_dial-a-rides.pdf |
Street audit: Tollcross
I recently organised a street audit in Edinburgh's Tollcross district for Living Streets Edinburgh (on a voluntary basis). Many of the problems identified are simple things - street clutter, poor pavement surfaces, etc - which can be easily fixed if there's a will. The obstacle presented by the Tollcross junction itself to people on foot is a more fundamental problem. The report has now been published on the Living Streets Edinburgh website - please see a link to the full report below. This was an interesting exercise with excellent involvement of the local community including the Community Council and Access Panel. Discussions are underway with the Council staff and I'm looking forward to seeing improvements on the ground soon!
http://www.livingstreetsedinburgh.org.uk/2015/10/15/tollcross-edinburgh-street-audit-final-report/
October 2015
Update November 2015 - pleased to report that the derelict phone box in the picture has been removed!
http://www.livingstreetsedinburgh.org.uk/2015/10/15/tollcross-edinburgh-street-audit-final-report/
October 2015
Update November 2015 - pleased to report that the derelict phone box in the picture has been removed!
HcL
Pleased that HcL (Handicabs) have approved their interim strategy 'Opening Doors' following a major review of their services. The strategy focusses on the twin aims of continuing and improving dial-a-ride and Dial-a-Bus services, while also developing new innovations in meeting the needs of people with mobility challenges.
9 June 2015
9 June 2015
Client update
Pleased to be working for Bòrd na Gàidhlig, helping to review progress on a number of statutory Gaelic Language Plans, in association with Meriel Young Consulting. Equally pleased to be working again with HcL, the long established accessible transport service, helping to develop long term strategy and business plans.
6 December 2014.
6 December 2014.
Accessible Transport Strategy for Scotland launched
The Scottish Accessible Transport Alliance (SATA) launched a proposed strategy to make Scotland's transport accessible to disabled people today (9 October 2014). Accompanied by an Action Plan of some 87 specific measures, SATA seeks support and comments from all involved in transport as providers, planners or users, by 16 January 2015. See the SATA website for full details.
Update 5 November 2014: Pleased to see the Scotsman newspaper feature my article on the SATA strategy, written for CILT. The original text can be dowloaded below.
Update 5 November 2014: Pleased to see the Scotsman newspaper feature my article on the SATA strategy, written for CILT. The original text can be dowloaded below.
| accessible_transport_strategy_scotsman.pdf |
'Streets for All' report published
Living Streets Scotland and the Scottish Disability Equality Forum have jointly published a new report (5 August 2014) analysing what each of Scotland's 32 councils say in their published equality outcomes about making streets and public spaces accessible to disabled people. Susan Grasekamp, SDEF Chief Executive Officer, said “We urge Local Authorities to make that commitment towards adopting a more inclusive approach to public spaces". As in its sister report 'Transport for All' (see below), the evidence shows that most councils have yet to make a link between equality outcomes and accessible mobility.
David Hunter, who carried out the research and wrote the report, said "Every council in Scotland - rural or urban - should surely aspire to designing and maintaining streets that make our cities, towns and villages easy for everyone to get around. As councils review and revise their statutory equality outcomes, I hope that more local authorities will make formal commitment to really make 'Streets for All'. "
Download the Streets for All report report below. Or see the Living Streets Scotland website or SDEF website.
July 2014
David Hunter, who carried out the research and wrote the report, said "Every council in Scotland - rural or urban - should surely aspire to designing and maintaining streets that make our cities, towns and villages easy for everyone to get around. As councils review and revise their statutory equality outcomes, I hope that more local authorities will make formal commitment to really make 'Streets for All'. "
Download the Streets for All report report below. Or see the Living Streets Scotland website or SDEF website.
July 2014
| streets_for_all.pdf |
Councils miss the bus in promoting equal transport for all
A new report - Transport for All? - analysing what Scottish Councils say about transport for disabled people has been published (15 May). It shows that fewer than half of Scottish councils say anything at all about disabled people’s transport needs in their published Equality Outcomes. The analysis of the equality outcome statements of councils (a legal requirement under the 2010 Equality Act) shows that only 14 out of 32 local authorities make any reference to accessible transport.
Where councils did talk about transport transport for disabled people, typical aspirations included:
Report author David Hunter said: “Given that councils have a lot of influence on transport services - from taxis to buses to community transport - it is surprising and a little disappointing that more councils haven’t committed to making transport more accessible for disabled people in their areas. The research does however highlight some examples of good practice and I hope that all councils can learn from these as they review the progress they have made on implementing Equality Outcomes next year.”
May 2014
Where councils did talk about transport transport for disabled people, typical aspirations included:
- making bus services more accessible (Aberdeenshire, Edinburgh)
- providing door-to-door services (Aberdeenshire, Dundee, Shetland)
- aiming to improve infrastructure (Angus, Inverclyde, Renfrewshire)
- improving information (Highland, Shetland)
- assisting disabled motorists (Renfrewshire, South Lanarkshire).
Report author David Hunter said: “Given that councils have a lot of influence on transport services - from taxis to buses to community transport - it is surprising and a little disappointing that more councils haven’t committed to making transport more accessible for disabled people in their areas. The research does however highlight some examples of good practice and I hope that all councils can learn from these as they review the progress they have made on implementing Equality Outcomes next year.”
May 2014
| accessible_transport_equalities.pdf |
