Priorities
This section aims to use examples of some of the key priorities within the six areas of the ATF and to highlight some positives and areas for further development within the work action plans of these priorities. Specifically, looking at testimonies and experiences disabled people have had with these priorities, and most importantly reflecting on what has been shared from their lived experience and making recommendations of how these priorities could be developed and changes implemented in the future.
By demonstrating this through examples of priorities thus far, this section aims to illustrate how using lived experience data can be used to put in place actionable tasks moving towards wider priority goals identified by the user, and how the values and priorities articulated in lived experience data can be used to create indicators of progress.
This section of the report reflects some of the most relevant priorities previously outlined by Transport Scotland in their two annual delivery reports (2019 and 2021). It also includes one additional priority suggestion which focuses on consultation and co-production and active & sustainable travel. As is evidenced by recent engagement exercises with disabled people we can see that co-production is highly valued and acknowledged as incredibly beneficial to upholding the work of the ATF.
Where available data allows, each section will reflect on how Transport Scotland have worked towards action(s) in this area, using this collected data as the basis to make recommendations for these areas that could be developed further.
Including all priorities was out with the scope of this report, either due to the time constraints of the project or due to a lack of clear data and information pertaining to the work packages and monitoring channels of the particular priority.
Areas such as taxis, clear pathways, journey planning and active/sustainable travel, were all key priorities which were repeatedly raised throughout testimonial evidence within stakeholder engagement exercises recently conducted by Transport Scotland and via online consultation and weekly polls.
Passenger assistance
This priority was outlined in Transport Scotland’s first Annual Delivery Plan (2019), which described the priority as:
“More people with reduced mobility using public transport who require passenger assistance use trains and ferries”
Accessible Travel Annual Delivery Plan-2019-2020 (pdf)
There is an identified need, mentioned in Transport Scotland’s Annual Delivery plan 2021-22 and on their website for a similar service to be provided by bus services.
This is based on the increased usage and satisfaction rates of rail passenger assistance, and the recent Disability and Transport survey data which showed that a higher number of disabled people are using buses as their primary mode of public transport. We can see an increased need for bus passenger assistance to be made a priority moving forward.
This development is a marker of positive progress for the rail passenger assistance work which has been implemented over the last five to seven years.
One of the key ways of monitoring the progress of this priority specifically for rail is through the Transport Focus Passenger Assistance data gathered primary from ScotRail and though the Office of Rail and Road Data Portal.
This shows that the majority of those using the service had a positive successful experience.
Booked assistance outcomes for 2017-18 were at 81% all assistance received and 10% no assistance received.
In 2021-22 we can see that 93% satisfaction with assistance received at stations
- 83% overall satisfaction with the service.
- 76% reported having received all assistance booked.
- 12% no assistance booked was received
These areas’ steady progression would evidence that it is no longer a high priority as work is continually being undertaken and satisfaction rates are high.
We can also see an increase in usage whilst also seeing that the experience and satisfaction rates have stayed the same which is a positive sign of increasing quantity of service without losing quality of service.
As the graph above demonstrates, the number of passenger journeys - and consequently the number of passenger assists in 2020/2021 - was significantly impacted by the Covid-19 pandemic.
However, the impact of the Covid-19 pandemic was more far-reaching, in terms of the personal testimonies shared, in terms of the decrease in satisfaction and in the change in usage.
Through the ORR statistics provided we can see that the satisfaction rates have remained quite stable and high, spanning from the beginning of this data collection in 2017 until the most recent release in 2022.
There were 356,500 passenger assists requested during rail periods 5 to 7 of the latest year - up 44.8% on the same rail periods in the previous year. There were also 113,956 passenger bookings requested during rail periods 5 to 7 of the latest year, up 48.3% on the same rail periods in the previous year.
Satisfaction with service received at 96% in 2017-18 and 93% in 2021-22. This small change is indicative of some of the impacts of the Covid-19 pandemic.
Another priority area listed in the annual delivery plan looked at buses which intersect with the passenger assistance priority.
With the 2021 Annual Delivery Plan published by Transport Scotland showing some key actions exploring this:
“Undertake a poll, through Disability Equality Scotland to gauge the lived experience of our disabled bus travellers.”
Through discussions with bus operators consider a trial of assistance at interchanges and bus terminals.”
We can see that these actions have been undertaken through the Bus Station Passenger Assistance weekly poll carried out in 2021, alongside more recent travel experience data gathered through weekly polls, and through collecting experiences via webinars hosted by DES in 2021 and 2022.
We can also see that this has been acted upon with Transport Scotland collecting data from bus operators and stations in 2021-22.
This priority has been acted upon through the continued support and awareness raising activities undergone by Transport Scotland, to ensure that disabled people are aware of these services.
We can also see from the perspective of disabled people using some of these services that the priority for them is in the implementation of a consistent user experience throughout different transport modes, and some of the testimonial data reflecting on both bus and rail shows that there are inconsistencies with the delivery of passenger assistance across different stations and regions.
The data gathered from DES members reflects that many disabled people travelling do not have access to apps or consistent Wi-Fi, or do not feel comfortable using apps or websites. Many respondents in recent engagement exercises commented on the need to prioritise in person or live phone conversation to arrange and clarify their passenger assistance needs within the next iteration of Transport Scotland’s Annual Delivery Plan.
Bus passenger assistance was also highlighted as an area to be pursued in the 2021-22 delivery plan. Transport Scotland carried out a bus operator survey in February 2021, to gather information as to what forms of passenger assistance were offered currently and would the station be open to trialling passenger assistance services in the coming years.
Gathering this data to establish a baseline has been extremely beneficial and will inform the next stage of this project moving forward.
Follow-up consultation conducted by DES with disabled people indicated:
*Source: Accessible Travel Framework Weekly Poll Series, DES (Oct/Nov 2022)
*Source: Accessible Travel Framework Weekly Poll Series, DES (Oct/Nov 2022)
Most respondents (89%) stated that they require passenger assistance when travelling to and from bus stations in Scotland.
From the respondents who had requested passenger assistance, 96% (137 respondents) indicated that their request was not met.
Respondents also highlighted the importance of ensuring that when travelling by bus, there is a commitment to communicate in an accessible manner that considers the principles of Inclusive Communication. This includes awareness of communicating in a manner which matches the strengths and preferences of each individual, as well as the availability of information in a range of accessible formats, including Easy Read, a format that uses simple, jargon-free language, shorter sentences and supporting image.
These are all areas raised in the recent DES poll series, “Accessible Travel Framework Four Part Series: Communication with transport providers in Scotland,” which focused on access to information and communication channels and disabled people’s recent experiences with them.
Many respondents noted that these issues have been made worse by the impacts of prevailing external factors such as:
- the Covid-19 pandemic.
- industrial action within the transport sector and.
- the cost-of-living crisis.
These issues have been reinforced throughout various stakeholder exercises conducted with disabled people over the last year.
Improvements to accessible travel on buses had been a high priority since the first annual delivery plan in 2019. However, we can see that this priority has developed into more tangible outcomes since the 2021 Annual Delivery Plan was published, which is a sign of positive work which needs to be continued to address some of these priority issues raised.
User satisfaction rates generally maintained a high level, with issues raised within personal testimonies, polls and webinars pertaining to localised issues.
A further positive improvement was the ‘Turn up and Go’ scheme Scot Rail and other rail transport providers now offer. This is an extremely positive development, as independence to travel and being able to travel without having to pre-plan journeys is something that many disabled people particularly with mobility issues requiring passenger assistance have raised as a key barrier to their feeling confident and at ease with travel.
This report identifies this as a positive step forward in prioritising actions which bring disabled people closer to independent travel where possible. This is also a positive example of clearly identifying a particular value within the travel experience for many people with disabilities traveling via rail, and putting in place a trial initiative which moves towards resolving this issue clearly and effectively making a meaningful impact on individuals’ travel experiences.
The Passenger Assistance priority also encapsulates the Thistle Assistance card and app and the National Entitlement Card as well.
This is an area with active concerns raised via engagement exercises. These concerns have been raised by DES members since 2021, when polls reflected dissatisfaction with the user experience of the Thistle Assistance card.
The Thistle Assistance card has increased its reach, offering services to many disabled people in Scotland. It has also continued to be a responsive company which provided a face mask exemption aspect to the card as part of its adaption to the Covid-19 pandemic. This was a positive adaptation, much needed during the pandemic.
More recently Thistle Assistance has been developing their work into the Wayfinding and Journey Planning priorities outlined in both Transport Scotland’s priorities and reflected in recent stakeholder engagement exercises with disabled people.
The Thistle Assistance VoyagAR is aimed at the journey planning issues identified across many key stakeholder consultation exercises with disabled people.
For this project Thistle Assistance have partnered with Sentireal to develop this further. However, from the lived experience feedback collected as part of the recently staged ATF poll series, run as part of this project, we can see that many people are still experiencing inconsistency with delivery of services, support, and recognition of services.
Respondents have commented that there have been many inconsistencies with what support is provided and how bus and rail staff treat disabled people and the requirements to provide accessible services.
Confounding the whole area of travel applications (apps) is that many transport providers have now developed and are offering their own apps, or systems of booking passenger assistance. Feedback has indicated that many disabled people find this confusing and even more difficult to manage.
Indeed, respondents have additionally commented that there were too many different options when it came to assistance cards and that there should be some way of combining them.
“If it isn’t possible to have one app for all operators then an uber-app that links to the other apps would be useful to find appropriate apps when in different regions of Scotland. Combining all of these individual ideas into one app and allowing for a printed card to be produced would really help in making travel easy. It should also be possible to extend this into non-travel uses in a similar fashion to hidden disabilities to allow more flexibility.”
In association with Thistle Assistance, feedback from disabled people noted that they felt that additional disability and equality awareness training was needed based on their experiences.
Some respondents commented that they felt that the cards could only be effective once relevant training had been administered and frequently monitored.
Whilst there were some positive experiences recorded, many respondents felt that having multiple different cards and apps was confusing and became a barrier to their travel. Having something which linked them all together could be beneficial.
In terms of the success of the Thistle Assistance card, poll respondents supplied the following overview in 2019:
*Source: Weekly Poll, Disability Equality Scotland (2019).
Slightly more respondents (81) answered this question, than the 71 respondents who indicated that they were current users - with 17% of respondents identifying that the Thistle Assistance Card was useful in accessing public transport (Ref. Thistle Assistance Card Disability Equality Scotland briefing paper 2019).
In 2021 a follow-up poll was conducted, where a question was asked about Travel Assistance Cards and Apps.
*Source: Weekly Poll, Disability Equality Scotland (2021).
We can see that there has not been a significant change in this response from disabled people, reflecting that issues are still arising with the delivery of this service.
This is further demonstrated through the comments collected in the 2019 and 2021 weekly polls, with many responses stating that disabled people experience issues with front-facing staff:
- not recognising the card, or.
- not offering assistance when the card is shown.
Concerns were raised about the incorporation of Thistle Assistance Card training for bus and rail front-facing staff especially. These issues were more recently raised in the November 2022 ATF poll series, reflecting that these issues have been consistently recurring since 2019.
As noted above, both the 2021 and 2022 polls reflect that many members feel that there are too many different apps and websites, and that there is work to be done to simplify this. This may suggest:
That further resources and information apps and websites have become available and that transport providers are working harder to provide passenger assistance information and booking systems, which is a positive development - showing progression since the first Annual Delivery Plan in 2019.
That these further resources potentially have led to some confusion, are not always accessible and not effective at providing easy assistance and information to facilitate accessible and inclusive travel opportunities.
Through responses to this and other recent polls we can see that many respondents stated that they had positive experiences with the National Entitlement Cards.
“The NEC card gives me confidence that I can go many more places around Scotland that I could do without it have only used the National Entitlement card and have found this to be invaluable for going to clinic appointments”.
Whereas many respondents stated that they had difficulties with the Thistle Assistance card.
Respondents stated that they had received a negative experience with transport staff, of them:
- not providing the necessary support and help for the passenger, or.
- being rude or argumentative, and in many instances making the disabled person very uncomfortable during their journey.
“I use the Thistle App on the bus to show I can’t wear a mask, but the driver screamed at me while at the stop before seeing this app meaning I was stopped from showing it until I calmed enough at the end of the journey to be able to counter him. I’ve not travelled by bus since as I’m too afraid of repeats, the public humiliation and excruciating fear his reaction induced.”
It was noted that many transport staff were not aware of all the different kinds of assistance cards available, and in some instances the staff were not aware what some cards were, or what support they may need to offer.
A measure of progress for this in the short term could be creating a consultation group of disabled people to work on the testing phases and completing a successful phase of user testing from a wide test group of disabled people, with a variety of different disabilities. This testing phase could yield positive results showing that disabled people find the service successful and supports individuals to make successful door to door journeys.
Furthermore, a successful outcome in this area might be that Thistle Assistance and other similar passenger assistance and wayfinding apps and websites are supported to come together with some DPOs and disabled people interested to form a consultation group, to put together training and best practice guidelines for transport providers.
Whilst we can see that great progress has been made in the area of passenger assistance via both increased reach and satisfaction rates of passenger assistance on rail, reflecting on the user feedback evidenced within this review, we cannot conclude that this priority is successful at this stage and suggest that further work is undertaken to collect user data to monitor delivery.
A measure of progress from this priority might be that further work is undertaken to implement similar services with bus operators and to run a bus operator trial of this service.
Within the original driver map uncovered within the research phase of this report the driver map states that the aims are that:
‘By 2020 every disabled person will have access to an assistance card.’
We can see from the DES membership data, that many disabled people have access to and use assistance cards to varying degrees of success.
From examining this priority, we can see that the combination of poll data gathered by DES - posing specific questions - and the quantitative data gathered from Rail and Bus Passenger Survey and the ORR Data Portal, this is a positive use of both forms of data collection and allows for an informed decision and implementation plan to be carried forward by Transport Scotland.
We can see clear outcomes and actions moving forward in this area informed by recent travel experiences and identified needs from disabled people, and we can also see positive impacts and satisfaction with services via the experience data collected.
Taking this as an example of successfully gathering and connecting the different qualitative and quantitative indicators as suggested by the original framework, all areas should have both strands of data feeding into its continuing monitoring.
Training
Staff training is one of the most frequently raised issues across lived experience data, throughout the lifespan of the ATF to date.
Training of staff and issues raised due to inconsistencies of that training, have been raised since the ATF was originally published in 2016. Predominantly these issues pertain to Rail and Bus travel experiences.
This section aims to explore some recent changes and experiences pertaining to this priority and based on testimonials shared from disabled people in Scotland, through recent stakeholder engagement exercises.
Training is referred to as “an action within multiple priorities” within the 2019-20 Annual Delivery Plan but is not named as a specific priority.
This is a multi-modal priority which spans across rail, bus, ferry, and aviation and was raised by disabled people predominantly in relation to bus driver training.
Consultation respondents shared that this would positively impact their ability to make successful journeys. Many shared experiences highlighted discrepancies in services offered, with staff unaware of what support was required and usually offered for disabled people - with staff often not recognising assistance cards such a Thistle Assistance card.
Some respondents also shared that further training for rail and taxi services would also be vital to improving their journey experience and would go a long way to building their confidence and trust in public transport. Many respondents noted that across rail, bus and taxi services discrepancies and inconsistency had increased and that monitoring and incentivising more up to date and comprehensive front facing staff training would be of great value.
We also see through the bus operator survey that another area of training development needs to be with station staff as they are also providing passenger assistance and providing information and supports for disabled people using passenger assistance services.
Bus staff training
This intersects with the legacy Bus priority originally put forward in the 2019 Annual Delivery Plan and carried forward in the 2021 plan:
“To enable more disabled people in Scotland to use buses by working towards fully accessible information, infrastructure and design.”
Some of the original driver maps for the bus priority - which we suspect were drafted in 2018 or 2019 and recently discovered within archive material - reflect that two key areas of development were training and access to information, which sits within the wider scope of multiple key priorities being carried forward by Transport Scotland since 2019.
There have been some recent efforts to recover this data but at this time, the rest of these have not been discovered. It is suspected that in staffing changes, the impact of the pandemic and working from home, that these driver maps have been lost.
The information component of the bus priority is apparent in the improvement and developments in the passenger assistance priorities, with the use of the Thistle Assistance card, and with the potential trialling of bus passenger assistance.
However, in the recent poll series focusing on transport, we can see that the availability of inclusive and accessible formats has increased - however there are still many instances where inclusive communication options are not available.
The other element of the bus legacy priorities, focused on disability and equality awareness training and ensuring that staff are confident and effective at delivering support and delivering positive and successful travel experiences to disabled people.
Engaging with the recently collected bus operator data gathered by Transport Scotland (2021), we can see that in different geographical areas, there are noticeable differences and discrepancies with the services on offer.
The survey covered eight areas around Scotland, and asked providers in each area a series of questions about what accessible services they offered:
- Five out of eight stated that they provided passenger facing duties and had the scope to provide help to passengers getting around the station, or on/off buses.
- Four out of eight stated they had staffed information desks to provide support and advice. Glasgow only having one staffed information desk for passenger information.
From data previously collected, staffed information desks in stations are a high priority for many disabled people traveling in Scotland, with many commenting on the impact that closures and limitations due to the Covid-19 pandemic, and other external factors have affected in-person services within travel.
Whilst the responses show that it needs to be made a priority to consider new ways of providing in-person support for disabled people travelling by bus, recent data shows that a barrier to many passengers is having the confidence to plan journeys and make multi-modal journeys. This subsequently impacts their experiences and their likelihood of being able to make linked journeys.
We can see that there are some really important accessible services and features being added and improved in many areas - such as talking signs being added to some Glasgow stations.
This is something that many disabled people have commented on as something that could benefit their travel experience. Further progress in this area could be collecting what accessible services and supports are available and creating a database of this in partnership with Transport Scotland.
Many areas also noted information displays, however not much detail was stated about the forms of display and how inclusive the forms of information were - something that is vital to develop further.
Operators were asked what forms of assistance they offered at their stations, with five out of eight stating that they did offer assistance and that staff could assist when needed. From these responses we can note that none of the operators responding were openly advertising the kinds of assistance that they offered.
When asked whether they offered a range of methods to enable passengers to book, every operator responded that they did not. This is something that could be supported and developed with transport operators individually - or could be developed as a wider body of work with Thistle assistance, and other apps. Alternatively, a hub of booking information could be worked towards on the Accessible Travel Hub.
When asked regarding what processes were in place to enable staff to carry out the passenger assistance requests, four out of the eight areas that responded, stated that this was not applicable, or they do not have processes in place. The other four areas stated that they do not have specific processes - but that staff will be made aware of access requirements and will support passengers where possible.
Participants in the survey were also asked about how they delivered staff training. The main challenge identified from the perspective of participants was staff availability. With a couple of areas stating that one way that this is resolved in the short-term is through other staff onsite taking on additional responsibility, which may be one of the causes of issues arising from disabled people’s experiences, such as discrepancies in services quality, and lack of staff training.
Training delivery inconsistencies
We have seen inconsistencies across all areas, with some having stated that they do provide training (and in some cases that this is mandatory), with others having stated that it is a third parties’ responsibility or the operators responsibility.
Across all eight areas there are inconsistencies with who delivers training - when training is delivered - with only three areas stating that they deliver training on an annual basis to staff.
From the recent Transport Scotland survey with bus station owners, we can see some positives coming through which evidenced some areas evidencing good practice in training, including Aberdeen and the North East.
We also observed that across all eight areas, none of them have a protocol in place for refresher training, with some areas having stated that training refreshers are provided on an ad hoc basis. A further two areas stated that refresher training was considered and provided on a case-by-case basis.
Four areas did not provide station staff training, and the other four areas noted that this training was covered as part of other training that staff must go through. Observing this discrepancy between different areas, is further reflected in the loss in confidence and the disparities in experience by disabled people and evidenced in testimonial data collected.
The issues raised around inconsistencies and discrepancies of care, clearly demonstrates the need for this baseline survey and prioritised action to resolve this. The positive arising out of this is the identification of these discrepancies as a root cause of some of the issues reported by disabled people travelling in Scotland.
Five areas questioned stated they are currently reviewing how they may improve passenger assistance in their stations which is a positive sign, and three areas stating that they are also considering reviewing their staff training as well. Prioritising working on a trial of this in one or two areas and working in consultation to create passenger assistance service training with disabled people could be incredibly beneficial.
We can also see the need for bus providers to be supported and incentivised to actively offer these services, to promote them, and find easier and more open, inclusive ways of communicating the options of this assistance more widely.
From the Disability and Transport survey, it’s evident buses are one of the most used transport services, and yet from testimonial data shared, and from baseline data collection such as bus station operator surveys we can see that this is a vital area for further development moving forward.
This survey was a really positive step in establishing a baseline of what services are being gathered and clearly and effectively met the actions outlined in the Transport Scotland 2021 Annual Delivery Plan. Repeating this in two years’ time, would be helpful to see what has been achieved/improved by then.
Based on poll data, we can see that the priority from the perspective of those disabled people currently using buses, is that many issues arise from accessing information when they are not able to travel from a station, and when they are waiting directly at bus stops.
This review reflects on recent feedback from disabled people about what they would prioritise in relation to having more confidence and progress in door-to-door journeys using buses.
- Success at stations:
- Inclusive communication
- Clearer information about accessing passenger assistance.
- Success at bus stops:
- Updated bus stop timetables
- Phonelines
- Live text options
Some positive developments can be evidenced through accessibility strategies and training systems such as Lothian Buses, who have a publicly available Accessibility and Inclusion Review published in 2020, which outline their Accessibility and Inclusion Goals and a plan of actions for the next three years.
Accessibility and Inclusion Strategy - Lothian Buses
This practice of transparency, having all of this information available, and clearly having goals which align with those priorities and values that many disabled people have recently articulated in engagement exercises and consultations is a very important positive step forwards - alongside evidencing consistency of service and training of their staff, implementing accessibility, equality, and diversity training to across all staff.
Whilst we can see some bus operators implementing changes and evidencing best practice when it comes to providing accessible services and training to their staff, recent testimonial evidence suggests that there are still many issues and barriers to consistent and confident use of bus services on a daily basis.
Taxis and Private Hire Vehicles
Taxis and Private Hire Vehicles (PHV) are a key set of issues and priorities outlined in the ATF in 2016. This review observes that many of the issues acknowledged in the testimonies provided in the ATF are still echoed in the lived experience data collected more recently.
Whilst we can see through recent surveys of taxi operators that the spread of taxis with accessible provision has stabilised and remained similar across the 2021 and 2022 data collection from Transport Scotland.
Scottish Transport Statistics 2022 (pdf)
In the Accessible Travel Annual Delivery Plan 2021-22 (pdf) it stated that 23% of all taxis and PHVs were accessible.
The Scottish Transport Statistics 2022, published in March 2023 shows that in 2022 there were 20,709 total PHV vehicles across Scotland, showing a drop of approx. 3,000 - with 4,381 accessible vehicles, roughly 21% of the total taxi cohort across Scotland. This shows a minor decrease of 2% since 2021.
This combined with the recent testimonial data (February 2023) - where many respondents shared issues and concerns with accessing accessible taxis - particularly in more rural areas - indicates that the spread of available accessible taxis has decreased. This may be impacted by a number of factors, including the Covid-19 pandemic, cost of living crisis, Covid-19 pandemic, and that disabled people are experiencing this impact across different regions of Scotland.
Taxis and PHV however have not appeared as a high priority across many stakeholder engagement exercises, such as the survey conducted by Transport Scotland (2021). With Training, Journey Planning, and priority areas which span across transport modes ranking as a much higher priority.
Within poll data in the last three or four years, many disabled people’s comments articulated that they rely on taxis primarily in more rural areas, in order to access other modes of transport that they cannot wheel/walk to.
Many individuals noting that if there is an issue, or additional barrier to accessing another form of transport, that this is when they rely on a taxi/PHV service. Some respondents have shared experiences where they have been stranded in these situations, due to not being able to contact an accessible taxi/PHV service.
An ‘Accessible Railway Stations’ poll (December 2019), included testimony from disabled people where taxis were referred to as a solution to a problem caused by other transport providers not being able to offer travel supports. However, with the limited data currently collected on disabled people’s priorities when it comes to taxi use, it is difficult to ascertain the true impact from some of the positive changes implemented in recent years.
Accessible Railways Poll - Comments.pdf
The findings from the 2021 Scottish Local Authorities survey shows that whilst all 20 regions who took part offer accessible taxi services, many regions do not currently offer a full range of accessible services including, ramp access, lift access, side entry, rear entry, etc (Transport Scotland Taxi Survey 2021).
Within the Accessible Travel Annual Delivery Plan (ADP) 2019 to 2020, Taxis and PHV’s was listed as a priority area and outlined as one of the eight priorities to be carried forward into 2019 and 2020. Taxi and PHV’s are available across Scotland and meet the needs of disabled people.
It was noted in this first ADP that taxis and PHVs are locally regulated. There were over 10,000 taxis and nearly 14,000 PHVs in Scotland in 2018.
In the ADP it was stated that this was a key objective:
“To work with local authorities and MACS to develop a good practice guide for Local Authorities and taxi operators to ensure the provision of taxis and private hire cars meet the needs of disabled people.”
However, when looking closer at the data from the Transport Scotland survey (2021), we can see thirteen out of the nineteen areas showing no change or decreases in what resources are made available when it comes to accessibility requirements and services. This would appear to be a negative sign of development, in that whilst the number of accessible taxis has stayed the same, overall taxi numbers have increased.
This is further evidence that it is a priority to find ways of supporting and incentivising taxis to provide support.
The survey also finds that many smaller and more rural regions have very little access to accessible taxis and PHV - with the largest numbers of accessible vehicles centred in Glasgow and Edinburgh.
Excluding Edinburgh and Angus, there were 7,745 taxis and 10,566 PHV’s licensed in Scotland, based on figures provided by Scottish local licensing authorities during October-November 2021. The figures show that of the 7,745 licensed taxis, 3,288 (42%) are wheelchair accessible. The proportion of wheelchair accessible vehicles varies across different authority areas.
Scottish Transport Statistics 2021
Excluding Clackmannanshire, there were 9,271 taxis and 12,438 PHV’s licensed in Scotland based on figures provided by Scottish local licensing authorities during 2022. The figures show that of the 9,271 licensed taxis, 4,381 (47%) are wheelchair accessible. The proportion of wheelchair accessible vehicles varies across different authority areas.
Chapter 01 - Road Transport Vehicles
These statistics indicate that there is still significant work to be done to support taxi providers to prioritise providing accessible taxi services.
The Accessible Travel Hub provides some information on taxis in Scotland, however there is further work to be done to make this section of the hub effective and increase its usage.
One of the ATF’s original indicators and goals outlined for the progress of accessible taxis was to:
“Use taxi licensing to ensure 20% of taxis at any one time are accessible to wheelchair users in each local authority area.”
The 20% indicator and goal outlined in the ATF has been an effective measure, and something to be continued as an indicator moving forward.
MACS indicates in a recent “Call for Evidence on Accessible Transport 2023 – Response” that disabled people are in some instances reliant on taxis and PHVs, due to:
- not being able to drive.
- not having access to a car, or.
- other transport services not being suitable for a variety of access factors.
Furthermore, MACS raises a vital point, that new app-based taxi services such as Uber should have to comply more consistently with accessible travel law and best practice policies.
Using some of the identified issues within the ATF as guidance, we can see that it is suggested that taxi licensing is used to ensure 20% of taxis at any one time are accessible to wheelchair users in each local authority area.
Using this a guide to a positive step forward for taxi priority in Scotland we can see that:
- small geographic areas which have less than 200 taxis/PHV, have an average percentage of accessible taxis of between 5% and 10%.
- large areas and more urban areas with a larger quantity of taxis/PHV have an average percentage of accessible taxis of between 25 and 40%.
Whilst we can see a positive increase in the percentage of accessible taxis - with many areas exceeding the original measurement - we can see that a positive step moving forward would be to see a more even spread of accessible taxis across all areas of Scotland.
For example:
- Aberdeenshire: 46% of their taxis are accessible.
- Edinburgh 34%.
- Glasgow 27%.
- Fife 10%.
- Perth & Kinross 9%.
- Dumfries & Galloway 2%.
This review can see that the development of the taxi priority work has been carried forward primarily by Transport Scotland and MACS, and that progress has been made in:
- stabilising the spread of accessible taxis.
- developing guiding principles and best practice documents.
And the positive impact of this has been that the offering of accessible taxi services has remained stable at approximately 21%. However, many providers do not offer a range of accessible services and vehicles, and there are still gaps across different regions of Scotland. Specifically with key disparities between rural and urban areas, with the majority of taxis being in urban areas. Urban areas tend to have a better ratio of taxi licenses to accessible taxis. Which indicates that whilst the quantity of licenses being distributed across Scotland is increasing, many of these additional taxis are not accessible.
This is a key indicator that the landscape of accessible taxis across Scotland has become more challenging since the Covid-19 pandemic began in 2020. This evidences that there is still a significant amount of work to be done with this area, and that further work needs to be done to incentivise taxi license holders to ensure that their taxis, are accessible.
Closing the gap between these discrepancies would be a key step in narrowing the mobility gap for many disabled people, with a particular positive impact for many disabled people in rural areas, who require taxis in order to complete door-to-door journeys.
The negative impact that Covid-19 has had on taxi services has been felt by disabled people all across Scotland - specifically raised as a key issue for disabled people in rural areas. These issues were raised at a recent ATF focused webinar with some of the comments recorded from this reflecting that:
- Most companies have a lack of access to taxis that can support wheelchair customers.
- It’s more expensive to have wheelchair accessible taxis.
- It’s more expensive for disabled people to book taxis.
- Before Covid, we were well supplied with taxis (numbers). Now post-Covid, there is a lack of taxis.
South East Scotland (SEStrans) partnership is trialling an app which helps journey planning. This trial includes taxis, which would help with linkages and planning, and access to taxi information.
The above, recent lived-experience testimonies also note that many disabled people use taxis in rural areas in order to reach other transport services.
There are three key actions within the taxi priority and work package based on recent findings of disabled people’s use habits of using taxi services to travel:
- To find ways of implementing support, incentives and structures which can mitigate the need for disabled people to use Taxi services where possible, ensuring that public transport services are available, and that Community Transport Services are also used to support gaps in services and additional access requirements.
- To undertake data collection and consultation which provide clear information on the priority actions and changes to implement moving forward and will provide indicators of progress in this area.
Affordability of taxi services as well as lack of access to accessible taxi services is raised as an issue. To look into additional support in this space of accessible taxi service provision due to the cost-of-living crisis.
MACS has been an active advocate for accessible taxis as a priority issue stating:
“Many disabled people need door-to-door transport and are therefore heavily dependent on taxis (which are used by disabled people approximately twice as much as by non-disabled people). We therefore advocate the setting up a new national taxi scheme, which could be a gold standard scheme for Scotland in promoting accessible travel. It would also increase passenger demand for taxi drivers, many of whom have suffered severe income loss since the pandemic and encourage taxis (and private hire vehicles) to remain viable, especially in marginally profitable rural and island communities.”
MACS Letter to Transport Scotland 28 October 2022
We can see some progress being made within the taxi priority area over its lifespan to date. Specifically, within the work reported by MACS and supported by Transport Scotland, where a collaborative approach resulted in co-signing a letter to all 32 Local Authorities.
The letter invited them to take account of their obligations within the Equalities Act to encourage disability training, whilst promoting the free REAL (Respect, Empathise, Ask and Listen) "Real Passenger, Real Person" training package developed by the Department for Transport. This also invoked the Triple A (Available, Accessible, Affordable) standard for taxis and PHV, as a key provider of transport for the most vulnerable in our society.
Work Stream Leaders Top Three Highlights
Further positive developments to this priority were that there was an updated Statutory Taxi and Private Hire Vehicle Standards document published in 2020 (for England and Wales).
The Scottish Government first published its Taxi and Private Hire Vehicle Licensing Best Practice for Licensing Authorities in 2007. The guidance set out to offer best practice advice to licensing authorities on a range of issues relating to the licensing of taxis, private hire cars and their drivers and was most recently updated in May 2023.
Taxi and private hire car licensing: guidance - third edition - gov.scot (www.gov.scot)
The 2020 (England and Wales) document notes that consultation at the local level of licensing authorities - specifically when making changes which might impact passengers – should include disabled people and DPOs. This is a positive development, which should be followed up, to look into facilitating consultation exercises as noted in this report recommendation. It would be a positive next step to see Transport Scotland take this further and look at ways of incentivising and trialling consultation activities.
Additionally, in relation to training, the 2020 document states that all those with a licence should be required to undertake sufficient training, with the minimum training required including disability and equality awareness. It further states that:
“Training should not simply relate to procedures but should include the use of case study material to provide context and real scenarios. All training should be formally recorded by the licensing authority and require a signature from the person that has received the training.”
Funders such as Scottish Government could offer grants to help taxi firms:
- improve their fleet to include accessible taxis and;
- provide a minimum standard of training around disability and equality awareness.
As stated in the ATF, the number of accessible taxis should increase. However, we can see that from the recent data gathered that there has been a minimal change in numbers over the last three years.
We can see that some key priorities outlined within the framework sit within Area 2 of the ATF. These include:
- Gathering data on best practice and issues identified in both the accessibility of information and the use of taxi services.
- Updated information gathered and put on the Accessible Travel hub.
- An increased effort to look at ways of providing more accessible taxi services in rural areas.
- Beginning work looking at where community transport can provide additional support and reach some of the outcomes set out for taxis.
- A guidance document which directs taxi companies on who to contact for training, advice, what they are required to offer, and best practice examples.
Once this information has been gathered significant progress on developing this work package will have been undertaken and this information can be used to lobby for specific changes and resources.
Example of priorities to take forward from framework issues:
- Make booking of accessible taxis more accessible.
- Taxis to be contactable by SMS, not just a phone number.
It was noted from the ATF poll series that whilst many members had been involved with bus and rail consultation activities, there were several comments made noting the reliance on taxis as an additional and back up support.
However not many references to travel issues related to taxis could be found across the hub portal and further research could be done to provide this.
Current information shows that whilst taxis are a priority area, it is not ranking highly on the priority lists of many disabled people and many of the key stakeholders and transport providers involved in recent years. This is reflected in the Disability and Transport Survey, where Taxi was under 10% of use across all areas of the household survey, indicating that disabled people still find taxis to be inaccessible in many instances.
Disability and Transport: Findings from the Scottish Household Survey
Compiling data on taxis should be a priority moving forward. Funds to reach out and contact taxi companies to gather information on what services they offer and ways that disabled people can plan journeys using taxis in various areas around Scotland. This is supported by data gathered during a recent ATF consultation (2022)
Appendix 1: Accessible Travel Framework Weekly Poll series October & November 2022.
Appendix 2: Discussing the Future of the Accessible Travel Framework Webinar February 2023.
Community Transport
Community Transport (CT) has been raised in connection with exploring the issues raised in association with taxi and PHV work packages.
CT involvement could assist in mitigating some of the issues raised in completing door-to-door journeys in rural areas, where access to taxis is evidently limited, and many disabled people are not within walking or wheeling distance of the bus or rail services they wish to access.
CT does not play a large role in the outlined priority issues or solutions across the ATF, with only one of the forty-eight issues directly referencing it. However, developing CT directly relates to many issues and priorities raised within the ATF and the subsequent delivery plans and ATF work packages. Particularly when it comes to the intersection of accessible taxis and rural access relating to planning and making door-to-door journeys.
Going Further: Scotland’s Accessible Travel Framework (pdf) pp-60
CT has been increasing its reach over recent years, and the Community Transport Association (CTA) published the “More Than a Minibus” report in September 2022 after both quantitative and qualitative research with CTA members across Scotland. This research included:
- Over 51% of CT operators serve disabled people.
- Over 54% of CT operators serve older people.
- 68% of the whole CT fleet is accessible.
- Over 802,000 passengers in Scotland in 2021.
- 44% of CT operators are rural, with 10% on islands.
- Minibus Driver Awareness Scheme (MiDAS) most common training delivered to CT drivers by half of all CT operators.
- 26% of CT operators don’t have a website – bookings largely focused through phone across the sector.
- Over 4% deliver mobility scooter and/or wheelchair loan service.
We can see from some recent polls where CT has been raised as an option, where individuals have been unable to access other forms of transport - or there have been no available accessible taxis.
Areas for further development could include:
- To support CTA through advertising and awareness raising in the first instance.
- To meet with and devise support plans to involve CT providers into the work of the ATF.
- To update CT information on the Accessible Travel Hub.
Further feedback and comment have been received from disabled people in regard to issues relating to Community Transport (Appendix 2: Discussing the Future of the Accessible Travel Framework Webinar February 2023):
- CT groups experience difficulty in obtaining blue badges.
- The CTA was very important, with disabled people sharing positive experiences.
- CTA was suffering from a lack of volunteers, as many volunteers are retired. This is impacted by retirement age going up and opportunities for retirement going down.
- Lack of communication and advertising for CTA is a huge issue - people don’t know they are available or where or how to book.
- There is not adequate funding for voluntary groups to support them.
- Marketing support for CTA – ways of marketing in connection and support with other transport modes to support multi-modal and linking journeys – supporting journey planning with CTA.
- There should be a database and marketing for journey planning with community transport.
- Active travel and CTA company options should be more widely supported and known about (Appendix 2: Discussing the Future of the Accessible Travel Framework Webinar February 2023).
As a wider finding, many of the issues arising from the gaps within accessible taxi offerings could potentially be developed and supported by CT offerings.
Consultation and co-production
Consultation has been clearly set at the heart of the ethos of the ATF, with the fifth and sixth areas of the ATF underpinning these priority themes:
- Area 5: Co-production of transport policy and practices.
- Area 6: Sharing experiences, feedback, knowledge, and learning.
Both these areas are vital to the overall progress of the ATF goals, as both areas sit at the centre of the ethos of the ATF intentions.
Noted in the four-part poll series for the ATF is that consultation is highly valued and that active consultation, which involves disabled people throughout planning, implementation and monitoring phases of a project’s lifespan can be of significant value. These are priorities to uphold and practice across all other areas of the ATF work packages.
It may be pertinent to consider some of the key outcomes from the National Transport Strategy (NTS) and align priorities and recommendations accordingly - specifically with the practices of co-production and consultation - which need to come to the forefront of the ATF’s work moving forward into its last few years.
A core component of any consultation process will be channels of inclusive communication.
This review finds that there are no clear indicators, monitors, or goals set to indicate success or progress working towards the goals of consultation and knowledge sharing. Moving forward, setting measurable targets for how meaningful and on-going consultation work is going to take place (in connection with the ATF) will be vital in subsequent assessments of the progress on these work packages.
Inclusive communication formats, including Easy Read, large print, Braille, sign language interpreted video, are vital for many disabled people in order for them to independently access information and communicate with transport providers.
It is a measure of progress that some 82% of disabled people completing the Disability and Transport survey found it easy to access information.
This is supported through recent online events and polls, where respondents were asked about the availability of accessible information and Easy Read. The responses from a DES poll (2022) show that the majority of those responding noted that they did receive information from business and public services in formats that met their accessibility requirements.
That said, some 75% of respondents noted that they were not aware of business or public services that offer information in an Easy Read format. This data is reinforced through a number of recent polls and online events where disabled people repeatedly share experiences which echo these results.
This reflects that there is significant progress yet to be made in this area, as it relates back to facilitating and ensuring productive consultation, feedback, and knowledge sharing opportunities, and alongside other vital priority areas such as journey planning and wayfinding.
Easy read and inclusive communication formats come underneath Transport Scotland’s Journey Planning priority, outlined in the Accessible Travel Annual Delivery Plan 2021-22 (pdf)
. This states that their aim was to:
‘’Promote and raise awareness of technology and initiatives that provide passengers with timely and up to date information to help them to make informed decisions in order to complete their journey”
However, within the scope outlined in Transport Scotland’s Journey Planning plans and actions, we can see that this is only one aspect of the journey planning experience.
From engaging with feedback surrounding journey planning, whilst this area is still seen as a high priority area to be continuously developed, the needs and barriers raised have changed due to the external factors of the Covid-19 pandemic, alongside other factors. We can see from testimonial data that the priority actions have shifted slightly away from providing journey planning information digitally.
In more recent data collection (October/November 2022), many disabled people noted that access to staff in-person at stations, live text, timetables and signage at bus stop and stations, along with a telephone line would all be key improvements to many people’s abilities to access information and communicate effectively with transport providers.
Many individuals have cited the impact of the Covid-19 pandemic as a root cause to many staff reductions, information desk and station closures - which have severely impacted their ability to and confidence in travel in the last two years.
Areas for further development identified by disabled people included:
- The Accessible Travel Hub.
- Inclusive communication formats.
- Consistency of information being distributed by transport providers.
These issues have been repeatedly raised since the beginning of the ATF in 2016.
When the Accessible Travel Hub was first proposed and reported on in 2016, DES noted that its core purpose was to begin to mitigate some of the above issues.
“One of the key things we have found throughout the process has been a lack of awareness of things like the legal rights of disabled people to accessible travel, but also the various support mechanisms and guidance which already exists. SDEF will also develop and host an online hub – accessibletravel.scot – which aims to draw together up-to-date information about all aspects of transport accessibility in a one-stop-shop so that everyone can learn from good practice, make connections, and share their work. SDEF will also publish a newsletter in accessible formats to keep people up to date with what is happening as we implement this Framework.”
Recent data shows that these issues are still very common to this day, and that further progress needs to be made in these areas. However, in order for the Hub to perform effectively, it requires further support from transport providers through the provision of more up-to-date information.
Active and sustainable travel
This review finds that throughout the recent data collection, there has been a significant increase in disabled people raising active and sustainable travel as a priority moving forwards.
This is partially to do with wider impactful changes occurring across Scotland, and the UK at large in relation to the climate crisis, and the shifting landscape of the needs of travel and transportation across Scotland.
An example of this being at an online event discussing the future of the ATF (February 2023), where many participants articulated issues and concerns relating to the forthcoming implementation of Low Emission Zones in June 2023. Arising from this event and the feedback received, a separate, specific webinar for issues and queries pertaining to Low Emission Zones was organised.
This is a positive development in consultation and receptive engagement, particularly relating to contemporary travel issues such as Low Emission Zones and Blue Badges.
The report finds that regional events and engagement exercises specifically pertaining to areas of the NTS2, particularly the areas of sustainable travel, need further consultation work.
This report can also see that in order to align with the sustainable and active travel plans outlined in the National Transport Strategy, there is further work to be done to consult with and consider appropriate actions and implementation plans, which work towards the goals outlined in the NTS2. These should ensure consideration of the needs of disabled people and awareness of the impacts of key actions, finding ways to ensure that these goals can be reached an inclusive and accessible manner, with disabled people’s needs at the forefront.
Sustainable travel and the National Transport Strategy
As these changes are proactively moved towards there is an anticipated increase in disabled people using public transport to go to work. It therefore becomes more imperative than ever that transport providers improve their accessibility services and overall travel experience for disabled passengers.
By evidencing improved quality of services, more disabled people will feel confident using public transport for their commutes, and this will further work towards this identified goal in the NTS2.
Active and sustainable travel goals in the NTS2 also intersect numerous priority areas already identified in Transport Scotland’s annual delivery plans.
The rural focus which Transport Scotland highlighted in the 2021 delivery plan requires further development with specific measures and indictors put in place, which relate to data collection channels which engage with disabled people living in rural areas of Scotland.
As the work of the ATF adapts to reflect the priorities of disabled people in the current travel/transport landscape, the rural focus and its initiatives will evolve - with work such as the 20-minute neighbourhood initiatives.
Feedback on these developments are archived via the DES weekly polls In these, many disabled people noted the benefits of moving towards this goal in order to work towards wider NTS2 goals. However, they noted that they felt this would be difficult to initiate in rural parts of Scotland where there are significant issues when it comes to accessing amenities and utilising public transport.
We can see that through both national and regional strategy documents published in the last two years, the majority of these focus on the move towards accessible sustainable travel goals, noted in the NEStrans Regional Strategy for example.
Regional Transport Strategy | Nestrans
This regional strategy document marks a positive change in the development of action plans toward these overarching goals at a regional level. This review finds that it would be of benefit to work with Access Panels in different regions and create qualitative indicators, in collaboration with them, as a way of monitoring, developing, and supporting the development of these priority areas as they intersect and progress.
Another positive example of this shift being the receptive work on issues in relation to Low Emission Zones (LEZ). There has been positive consultation activities with members of Transport Scotland’s Accessible Travel Policy Team, with receptive engagement over LEZ issues recently identified at an online event hosted by DES and Transport Scotland.
Recent engagement exercises by DES indicate that Low Emission Zones and other issues relating to sustainable travel initiatives will increase as priority issues in the next few years. Previous poll data has indicated that disabled people are seeking an active voice in active and sustainable travel projects. The review finds that regional events and regional engagement exercises relating to these developing priority areas would be of benefit moving forward.
We can also see that in order to align with the sustainable and active travel plans outlined in the Sustainable Travel and the National Transport Strategy an increase in disabled people using public transport to go to work is expected. This further increases the need to develop strong accessible public transport services to support this anticipated increase in use.
Some respondents noted that consideration and thoughtful inclusion of disabled people’s voices and experiences in the active and sustainable travel strategies and plans moving forward, would be a positive indicator of success, with reasonable adjustments put in place relating to active travel plan implementation and planning.
Clear Pathways
The active and sustainable travel priorities - specifically as they relate to disabled people - also intersect with the clear pathways work packages - as street clutter, uneven pathways and many other issues are barriers to disabled people to participate in active travel, walking and wheeling.
This aspect will also intersect with the active and sustainable travel goals of the NTS2, and this also notes further increases in disabled people walking and wheeling to work, to meet friends and family, and access resources.
This review notes that Clear Pathways and Journey Planning are both vital priority areas that have been worked towards over the lifespan of the ATF. However, it is out with the scope of this report to cover them both in significant detail.
This review finds that Clear Pathways indicators, as evidence in the ATF, includes:
- Ensuring paths are clear, safe, and obstacle-free;
- Research/Develop local clear path strategies aimed at removing unnecessary street furniture and providing an accessible streetscape for everyone, and develop a tool to educate people about the impact of obstructions on disabled people;
- Solid structures with good accountability and clear pathways to local bodies and Scottish Government as this will help to effect change on a local and national level;
- Ensure paths are clear of obstructions like bollards, road works and wheelie bins and are accessible for all.
Going Further: Scotland’s Accessible Travel Framework (see pages-53, 56 and 59)
However, the original ATF and planning documents have not provided clear SMART measurable indicators of progress relating to the above points. A key barrier to clarifying and analysing impacts with these work packages being that annual data collection points for these issues both nationally and regionally have not been clearly outlined and annually or bi-annually implemented.
Alongside additional planning documents, shared barriers, and priorities from recent lived experience data, and from identifying intersection with other key strategic documents, we can see the that Clear Pathways has developed significantly since the start of the ATF. It should be noted that the review found it challenging to identify and track stakeholder organisations who carry forward actions in this area.
As part of looking into the success and impacts pertaining to the on-going clear pathway priority and in order to gather some responses on various areas that impact this priority, this review used the summary reports from various weekly polls undertaken to gather some data on the recent impacts and changes in the landscape of travel in Scotland.
Recent impacts in this area which DES members have shared experience of and feedback on are in relation to 20-minute neighbourhoods (November 2020). A 20-minute neighbourhood means having all your basic needs – shops, health centres, work opportunities, and recreation - within a mile of where you live and close enough to walk or wheel.
The majority of respondents stated that they could not access local services in their community within a 20-minute walk or wheel from where they live. Many respondents commented in the poll that the built environment in their local area(s) were still quite inaccessible, and this limited their access to these resources. Whilst respondents recognised the benefits that can be gained from having key services within a walking and wheeling distance, on a practical level, this is challenging due to the inaccessible nature of the built and natural environment. Disabled people raised concerns about poor pavement infrastructure, lack of dropped kerbs and safe crossing places.
20-minute Neighbourhoods (DES Summary Report).pdf
The respondents raised on-going concerns pertaining to poor pavement infrastructure, lack of dropped kerbs and safe crossing places This would indicate that there has not been a significant impact in the built environment accessibility as part of the clear pathways priority within the annual delivery plan.
Clear Pathways has been a priority identified by Transport Scotland in their recent Annual Delivery plan, however the priority remains an on-going concern, with many issues remaining unsuccessfully resolved at least within the specific consultation(s) conducted by DES. Street clutter specifically, was raised as a key issue still being frequently experienced.
Disabled people continue to face ongoing challenges accessing key services due to obstructions on pavements created by street clutter, such as café furniture, street signs, A-boards, bollards, and wheelie bins. Pavement obstructions can force wheelchair and scooter users, visually impaired people, and people with pushchairs onto the road and into the path of oncoming traffic.
In the Clear Pathways report in Transport Scotland’s annual delivery plan of 2021, it became evident that there were a vast number of organisations who all need to feed into one another and work collaboratively to achieve the goals of this priority.
Some of the key stakeholders identified in Transport Scotland’s report being:
- Guide Dogs.
- Royal National Institute for the Blind (RNIB).
- Mobility and Access Committee Scotland (MACS).
- Society of Chief Officers of Transportation in Scotland (SCOTS).
- Disability Equality Scotland (DES).
The summary report concluded that there were still many barriers arising out of issues of clear pathways, which shows that this priority is still an on-going area of concern. Indeed, for many disabled people, street clutter has increased as an issue over the last few years.
A DES poll conducted in 2021 reflected that the overwhelming majority of respondents (96%) had found it more difficult to navigate town and city centres due to an increase in street clutter. As part of these particular transport-related issues, it was further noted that obstructions with parked vehicles were also a concern.
Weekly Poll – Street Clutter (Week Beginning 21 June 2021) - Disability Equality Scotland)
One positive development in this area was noted to be Spaces for People. This was a temporary infrastructure programme that was first introduced in April 2020, to provide additional space for physical distancing for people to walk, wheel or cycle while COVID-19 restrictions remain in place. Examples of the measures taken included the introduction of temporary cycle lanes, extensions to pavements, roads closed to traffic and removal of parking and loading spaces.
However, a DES poll (September 2020) found that 77% (333 respondents), believed Spaces for People changes had made it more difficult to get around local streets and town centres, with respondents sharing their concerns regarding the programme.
Many respondents to the poll stated that they felt the Covid-19 pandemic and changes to public spaces had negatively impacted this issue and caused more street clutter than before.
“Sadly, COVID has brought a complete change with many streets cluttered with eatery tables, trader’s boards, adverts tied to the many items of street furniture which themselves are a hazard. My wife is in a wheelchair which I have to manoeuvre around these.”
It is evident from the lack of monitoring data that there is further work to be done in developing indicators for this area as Transport Scotland works closely with DPOs and other stakeholders, to progress this work package. This is particularly important as current data around walking and wheeling reflect trends in increased use of walking/wheeling to get to work and shops.
This review proposes putting in place key data collection points to monitor progress in this area, and support those implementing changes. In particular:
- How actions will be monitored.
- How many issues have been reported across different regions.
- How local authorities have acted on reported issues.
It is appreciated that this area will be partially impacted by the interconnected nature of this priority with the work packages of the Active and Sustainable Strategies moving forward with the plans of the NTS2.