Key Findings
As set out above, impact was assessed against each protected characteristic group. Evidence showed that some groups are more likely to feel a direct impact than others as a result of proposals. There will be little direct impact on people due to their sexual orientation or gender re-assignment status as a result of reduced car use, so this has been assessed as neutral.
Potential positive impacts
Positive impacts have been identified for the equality groups who are less likely to use car and/or more likely to use other modes. These are young & older people, women, disabled people and minority ethnic groups.
Positive impacts have been identified for the equality groups that are more vulnerable to the harmful health impacts of transport, including from air and noise pollution and road traffic danger. These include children, older people, pregnant women and minority ethnic groups where the prevalence of chronic disease such as diabetes and cardiovascular disease is higher.
Positive impacts have also been identified for the equality groups that would benefit from increased opportunities to be physically active through active travel. These include children and older people, disabled people, women, pregnant women and minority ethnic groups where the prevalence of chronic disease such as diabetes and cardiovascular disease is higher.
Positive impacts have been identified for all equality groups through the dimension of ‘promoting good relations’, as reducing car use can help reduce community severance. Interventions such as road space reallocation away from private car use can facilitate increased quantity and higher quality of public spaces that allow people of all ages, abilities and backgrounds to come together.
Consultation feedback supported the conclusions above, although with a caveat that the degree of positive impact will depend on the extent to which improvements are made to public and active travel infrastructure. Additional positive impacts were identified by consultation respondent of ‘providing easier use of cars for disabled people who are car dependent due to the targeted overall reduction in car use’, and ‘benefits from perceived intermixing via increased use of public transport and active travel, engendering more community spirit’.
Potential negative impacts and mitigations
Consultation feedback also cited some negative impacts in response to the question ‘could the proposals in this plan have positive or negative impacts on any groups of people with protected characteristics?’. While we welcome this feedback, the Analysis of Consultation Responses Report states ‘It is important to note that these negative impacts generally relate to perceived disbenefits to individuals if they are prevented from driving, rather than disbenefits to individuals from an overall reduced level of car use across Scotland [and] the route map has explicitly set out that there is no intention in its policies to prevent individuals who need to use a private vehicle as a mobility aid from doing so’. Messaging will be tailored in future car use reduction policy and communications to re-assure those that rely on cars as a mobility aid for example, that car use is not being banned, and that they are not going to be looked on unfavourably for their continued car use.
While no direct negative impacts have been identified because of the commitments made in the renewed policy statement, it is acknowledged, in line with the comments received via consultation, that in the implementation of individual policy measures, guidance on inclusive design will need to be followed. This will ensure that restructured environments, including online environments, are accessible, inclusive and safe for use by disabled people and older people, including those with sensory and/or physical disabilities. This includes ensuring that access is maintained for those who need to use private vehicles because of their disability.
It is also recognised that in the implementation of individual policy measures consideration will need to be given to safety and security. This will ensure that travel environments do not exclude women; those of different sexual orientations; those of different ethnicities; and those of different religions or beliefs; who may fear the risk of harassment or assault.
Importantly, it is also recognised that the implementation of individual policy measures should consider ways to avoid placing any unfair financial burden on those who are less able to reduce their car use, including disabled people, older people, carers, those on lower incomes and those in rural areas.
The consultation on the draft route map and impact assessment also sought feedback on measures that could be taken to maximise positive impacts or minimise negative impacts. The majority of measures identified in this question were in fact measures that will be delivered through the interventions that were set out in the previously published route map, including reduced traffic speeds; banning of pavement parking; segregated cycle infrastructure and safer routes to schools; improved pedestrian environments; 20-minute neighbourhoods and Mobility as a Service. As the car use reduction policy develops, we will ensure to take measures which mitigate these concerns when developing delivery plans with local authorities.
Additional suggested mitigation measures included engagement and consultation with impacted groups on the detailed design of specific interventions and Transport Scotland and the Scottish Government will seek to involve disabled people in the design and development of policies which are likely to affect them. This includes via the national communication and engagement campaign which will aim to set out a positive vision around how reducing car use can deliver outcomes for public health, air quality, and the environment.