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Chapter Four: Identification of Possible and Most Popular Transport Solutions for Disabled Travellers

Chapter 4 Objectives and Sources:

To identify the most useful transport solutions to enable disabled people and those with a long term illness to travel more than they do currently;

Drawing on:

• TNS Survey;
• Case Studies of existing schemes and initiatives;
• Results of a feedback exercise.

Introduction

4.1 The preceding chapters have sought to identify the extent of the inequality between disabled and non-disabled adults in relation to travelling and outlined some of the key difficulties and problems contributing to the inequality. This chapter seeks to examine some of the potential solutions to such difficulties and problems as identified in the process of conducting the research. A range of key sources will contribute to the section. First, an examination is presented of the views of the survey respondents in relation to which potential schemes or initiatives they feel would make a positive difference to their travel opportunities. Second, case study evidence from a range of schemes and initiatives currently or historically functioning in the UK and Europe is examined to identify previous successes and pitfalls in order to inform future practice. Finally, results of a feedback exercise aimed at getting the views of service providers and disabled people on the solution priorities identified are presented.

4.2 Two elements of survey analysis are presented here. The first focuses on a broad range of schemes or initiatives that might enable people to travel more easily or ore widely, while the second part attempts to identify what types of initiatives and ideas might realistically encourage or enable people to use public transport specifically.

Travel Schemes and Initiatives: TNS Survey

4.3 Respondents were shown or read a list of schemes or initiatives and asked, "as we've talked about, there are different things that might make travelling easier. Which of the following would you say is the most important thing?" The figure below shows the most common travel schemes or initiatives chosen by respondents.

4.4 As Fig 4.1 shows, the most commonly chosen option is 'someone to accompany you on the whole journey', mentioned by 16% of respondents. Combined with the 17% choosing either 'someone to accompany me on part of journey', 'assistance with connections' and 'staff who understand my needs' and 'help to get to public transport' suggests that the absence of a trusted and reliable person to provide information or assistance throughout a journey is a key barrier to travelling for disabled adults with almost a third of all respondents choosing options relating to this issue.

4.5 Tables 4.1 and 4.2 show the travel schemes or initiatives broken down by a range of demographic characteristics. The tables indicate that, although the most commonly chosen option is accompaniment, as expected, there are real differences between different groups in relation to perceptions of the most useful schemes and initiatives. The fact there is such divided opinion as to the most useful option demonstrates that different people in different circumstances have different priorities.

4.6 In relation to current level of travel difficulty, shown in Table 4.1, those who always experience difficulty travelling and those who never travel are significantly more likely than those in other categories to select 'someone to accompany me on the whole journey' as the most important option. In other words, this is by far the most important initiative for those who experience the highest levels of difficulty travelling.

4.7 Those who experience less difficulty travelling are more likely to select options more associated with existing conventional public transport options such as more bus routes, more frequent buses, more affordable transport and more flexible transport.

4.8 These two findings indicate that for some groups of disabled travellers, marginal changes to existing public transport, for example, in relation to the frequency and convenience of buses might make a difference to their ease of travel, but for those who experience more difficulties, more radical or fundamental approaches might be required.

Table 4.1: % selecting option as the most important by current travel difficulty

Source: TNS Survey 2005

4.9 Table 4.2 demonstrates that accompaniment is not universally the most common option across all sample sub-groups. Respondents in paid work and respondents with children do not fit the pattern demonstrated by most other sub-groups. For those in paid work, the most common factors are increased public transport, more frequent public transport and public transport which is easier to get on or use. Similarly, respondents with children more commonly chose public transport related options such as 'increased public transport routes'.

Table 4.2: % selecting option as the most important by key variables

Source: TNS Survey 2005

4.10 In relation to type of illness or disability, being accompanied for the whole journey is most important for those with mental health problems or learning disabilities.

4.11 As well as being asked to rank a range of schemes which might make travel easier, respondents were asked to assess whether each of the initiatives would enable them to travel a lot or a little more, or would make no difference. Table 4.3 provides an overview of the perceived impact of a range of initiatives on the travel behaviour of all respondents. Clearly, the 'door to door' aspect of transport appears to be a very important factor influencing whether a scheme or initiative will increase the amount of travel. Almost two-thirds (62%) of all respondents said they believed they would travel more if they had access to an on-call, accessible, inexpensive door-to-door taxi service and over half believed that access to an on-call door-to-door bus service would increase their travelling frequency.

4.12 Also, it appears that door-to-door transport in the form of a bus or taxi is more popular than self-driven options. Having said that, the proportion who believe they would travel more if they had access to a shared accessible car is not insignificant, with 14% believing it would help them travel a lot more and 15% believing it would help them travel a little more. Just over a fifth of all respondents felt that a scheme to help buy or adapt a car would enable them to travel more.

4.13 Interestingly, some of the options which respondents believed would make a real difference to their ability to travel more are issues which did not emerge strongly as barriers or difficulties in early evidence. For example, almost a fifth of respondents believe they would travel a lot more if there were more provision and stricter enforcement of disabled person's parking. Additionally, although Fig 4.1 above showed that only 3% of all respondents chose 'information in advance of journey' as the most important travel initiative, information and journey planning emerges as very important in Table 4.3 with a third of respondents believing such a service would increase their frequency of travelling.

4.14 Similarly, 'help to get to public transport' was not often ranked first (as shown in Fig 4.1 above), but the table below indicates that around a third of all respondents feel that 'company/assistance to and from bus stop/ train station/airport etc.' would enable them to travel more.

Table 4.3: % indicating the impact each initiative would have on their travel behaviour

Source: TNS Survey

4.15 In order to avoid over-estimating the potential impact of each initiative or scheme on potential future travel behaviour, the following tables (4.4-4.6) examine the proportions in each sample sub-group indicating that the initiative or scheme would encourage them to travel A LOT MORE. It is, important to note that over a third of all respondents believed that the first two options would encourage them to travel 'a lot more' again demonstrating the importance of both the door-to-door and the on-call elements of transport options.

4.16 As Table 4.4 indicates, a greater proportion of those who currently experience the greatest difficulty travelling than other groups believe that the first two options, both involving on-call and door-to-door elements, would encourage them to travel more. The differences between the sub-groups in relation to the other options are less pronounced.

Table 4.4: % indicating the initiative would encourage them to travel 'a lot more' by frequency difficulty of travelling is experienced

Source: TNS Survey 2005

4.17 The first two options are the ones seen as making the most difference across all types of disability as shown in Table 4.5. There are, however, some other initiatives which appear to appeal more to some groups than others. For example, 'company/assistance to and from bus stop etc' was more commonly chosen by those with mental health problems or learning disabilities than those in other groups. Similarly, the chance to own or share an accessible car is also more popular among those with mental health problems or learning disabilities than other groups, perhaps suggesting that independent travel is particularly important for some individuals within this group (whose particular difficulties included agoraphobia and panic attacks for example).

Table 4.5: % indicating the initiative would encourage them to travel 'a lot more' by banded type of disability

Source: TNS Survey 2005

4.18 Table 4.6 shows that there are some differences between some of the demographic and economic sub-groups in the sample. For example, the first two options and the option of 'company or assistance to and from bus stops' were particularly popular among the economic sub-group who were of working age but who were unable to work owing to sickness or disability. Higher proportions of adults of working age and those with children see a scheme enabling them to buy or adapt a car as enabling them to travel a lot more than adults in other sub-groups. Enforcement and provision of disabled person's parking was more commonly chosen by those in rural than urban areas perhaps reflecting the higher reliance of rural dwellers on personal transport.

Table 4.6: % indicating the initiative would encourage them to travel 'a lot more' by sub-group

Source: TNS Survey 2005

4.19 The analysis above relates to travelling in general and respondents were choosing from a pre-developed list of options. For each of the journey types discussed in Chapter 2, respondents were asked to say what initiatives or changes would make specific trips easier to undertake for respondents without any travel options being provided. Table 4.7 shows that 'door to door transport' was most common for most journeys; exceptions were 'going away on holiday', where accompaniment was most often mentioned, and 'visiting local shops' where cheaper taxis/taxi cards were identified more frequently. The importance of accompaniment appears to be greater for trips away for weekends or longer holidays.

Table 4.7: Most common things which would make travelling easier or encourage more trips for main trip types

Source: TNS Survey 2005

Key findings in relation to schemes and initiatives designed to increase travel opportunity were:

• The most popular choice from a provided list was 'someone to accompany me on my whole journey'.
• Options that provided door-to-door transport, either buses or taxis were most likely to enable people to travel a lot or a little more.
• The actual solutions varied according to different circumstances, such as degree of difficulty travelling, type of disability and demographic characteristics of respondents.
• For individual trips, door to door transport was most often mentioned as being important, though there was some variation for particular trips.

Demand Responsive Solutions: Evidence from the Literature Review

4.20 On-call door-to-door services are often referred to as demand responsive transport ( DRT). A recent, as yet unpublished, study commissioned by the Scottish Executive ¹⁹ was designed specifically to review evidence on DRT and the contribution it can make to accessibility in urban and rural areas and provide guidance on scheme delivery.

4.21 Demand Responsive Transport ( DRT), was defined in the report in simple terms as any form of transport where day to day service provision is influenced by the demands of users. Within the definition, the researchers incorporated taxis; shared taxi/taxibus; community car schemes; non-emergency patient transport; 'joblink' services; ring-and-ride; social services transport; education services transport; dial-a-ride, community buses, and many other related services. DRT schemes can operate as area wide services with few or no defined stopping points, resulting in maximum flexibility, although to allow links with other parts of the transport system and to ensure area coverage some degree of flexibility can be applied to particular schemes. Most DRT services are on a small scale, or targeted at specific categories of people in the community.

4.22 There are particular types of transport needs, which cannot be met without the ability to provide a flexible transport solution. In particular, some user groups require door-to-door DRT provision to access the services that they require. This may include for example trips to hospitals and for other medical care. The researchers concluded that expansion of DRT provision is an essential aspect of improving accessibility in Scotland.

4.23 Overall the review concluded that DRT should not be planned in isolation from other transport and recommended that DRT development should form an essential part of an overall transport and accessibility plan. Currently, DRT services often overlap; the strengthening of one service may transfer trips away from others. A second problem is that there is no single legislative niche for DRT services; three main options are currently used which actively constrains the development of or ability to develop efficiencies in DRT services. Sustainability of services was also found to be an issue. The long term sustainability of most of the pilot DRT projects set up by the Scottish Executive was uncertain. There is a heavy reliance on the Scottish Executive funding and for most pilots, the researchers suggest, DRT would probably not be prioritised highly enough by the councils to obtain funding within mainstream budgets.

Increasing Public Transport Use: TNS Survey

4.24 Respondents were asked a set of questions about public transport and which initiatives or schemes were likely to encourage or enable them to use public transport more. Initiatives and schemes relating to public transport were divided into different elements - availability, accessibility and information.

4.25 The next set of figures (4.2 - 4.4) and tables (4.8 - 4.12) relate specifically to current conventional public transport and show the most commonly chosen elements of public transport provision which respondents said would most encourage them to use public transport more. Perhaps the most significant result to be taken from the tables is the very high proportion of respondents indicating that they believe that nothing that could be done to public transport would enable them to use it or use it more. This suggests that the changes required are more fundamental and far-reaching than adaptations to current transport provision. However, the tables do indicate that there are some key changes and improvements which would either make using public transport easier for existing users or encourage some current non-users to use public transport.

4.26 The proportion of respondents believing that nothing would enable them to travel more by public transport varies by sub-group in the sample and in relation to the different tables. The groups containing the highest proportions who say that nothing could enable them to use public transport more are:

• Those who currently experience most difficulty travelling or who never travel
• Retired adults
• Those living in rural areas (areas where generally provision of public transport is more limited owing to demand issues)

Public Transport - Availability

4.27 In relation to the range of schemes or initiatives grouped under the heading 'availability', the element most commonly selected as encouraging respondents to use public transport more was 'staff who understand my support needs' again indicating that the absence of help during a journey is a key barrier.

4.28 The requirement for 'staff who understand my support needs' was particularly common among those who most often experience difficulties travelling. This finding supports the earlier assertion that one of the key issues relating to the use of public transport by disabled people is the understanding and helpfulness of staff. 'Staff who understand my support needs' was the option most commonly selected by those with all types of disability (Table 4.8).

Table 4.8: % indicating the initiative would encourage them to travel 'a lot more' by banded type of disability

Source: TNS Survey 2005

4.29 Table 4.9 shows that 'staff who understand support needs' is not the universally most popular option across the different sub-groups. Groups by which it was selected more often included retired people, those in urban areas and those without children. People in work more often chose more flexible public transport, while those unable to work and in rural areas favoured cheaper fares/concessions. Equal proportions of respondents with children suggested all of these three options would help them use public transport

Table 4.9: % indicating the initiative would encourage them to travel 'a lot more' by sub-group

Source: TNS Survey 2005

Public Transport - Accessibility

4.30 In relation to the range of aspects grouped under 'accessibility', the most commonly selected option was 'kneeling buses' indicating that for those who can access bus stops, the physical action of getting on to the bus is a key barrier. Almost half of all respondents felt that nothing would make it easier for them to access public transport.

4.31 The options selected as most important in relation to accessibility varied by the disability of the respondent. For example, a higher proportion of adults with difficultly walking chose 'kneeling buses' as the most important option than did those with other disabilities. Conversely, a standardised layout was most important for the majority of those with difficulty seeing.

Table 4.10: % indicating the initiative would encourage them to travel 'a lot more' by banded type of disability

Source: TNS Survey 2005

4.32 'Kneeling buses' were the most commonly selected option across all the sub-groups (Table 4.11). However, almost as high a proportion of those with children and those unable to work selected 'more accessible taxis' as the most important option.

Table 4.11: % indicating the initiative would encourage them to travel 'a lot more' by sub group

Source: TNS Survey 2005

Public Transport - Information

4.33 The fact that six in ten say none of the initiatives mentioned would help them to use public transport more (Fig 4.4) suggests that although lack of information provision appears to be a key barrier to use of public transport, the provision of information in the formats suggested in the table are not likely to have a major impact on use of public transport without other factors being addressed.

4.34 Just over one in ten respondents said that 'bus stops with visual information' and a slightly lower proportion said 'timetables and information in large print or audio' would be the most important information factor encouraging them to use public transport. However, almost a third felt that none of the suggested changes in relation to the provision of information would encourage them to use public transport more, perhaps suggesting that none of the proposed changes were comprehensive or radical enough to make a difference.

4.35 There was little variation by demographic sub-groups in terms of information on public transport in Table 4.12., except that a greater proportion of respondents in rural areas said that none of the options would help them use public transport more.

Table 4.12: % indicating the initiative would encourage them to travel 'a lot more' by sub group

Source: TNS Survey 2005

4.36 In addition to the options shown, respondents were asked what, if anything else, would make them use public transport more, without any further options being provided. The most common options mentioned in addition to those already shown in the tables were:

• More seats at bus stops 1%
• Being eligible for free pass 1%
• Toilets on buses 0.5%
• Cleaner buses 1%
• Better security on buses (cameras or wardens) 1%
• Help getting on and off 1%
• More comfortable seats on buses 1%

Key findings in relation to initiatives that would help increase public transport use include:

• A high proportion of respondents indicated that they believe that nothing could be done to public transport that would enable them to use it or use it more.
• Proportions were higher for those who had most difficulty travelling, who were retired, and those living in rural areas.
• Measures related to availability were more often considered to be of benefit that those relating to accessibility or during journey information
• Where respondents did think initiatives would made a difference, 'staff who understand my support needs' and 'more flexible public transport' were considered important.

Evidence from Best Practice Case Studies

4.37 The principle behind the selection of Case Studies for consideration was that the list of those selected should be representative of different modes of transport and different types and lengths of journey, and that they should have the potential to be rolled out in different parts of Scotland. This necessitated a co-ordinated search for examples of good practice in Scotland and elsewhere in the UK, avoiding overlaps and duplication, but ensuring that ideas for accessible transport provision were set in contexts ranging from rural environments to cities.

4.38 For example, three variations of demand responsive transport were included in the recommended list of studies. Bristol's dial-a-ride service operates within a city of over 500,000 people. The remaining two case studies described operated in rural Scotland. The five Dial-a-bus services in Aberdeenshire are intended to improve the mobility of older and disabled people. Strathclyde Passenger Transport's ( SPT) Ring and Ride and Dial a Bus provide a door-to-door, fully accessible bus service with trained drivers for the entire Strathclyde Passenger Transport area, funded from Rural Transport Fund monies as well as core SPT funding. Passengers must book their trips, but this can be as little as a few hours in advance, and users make around 300,000 trips per year, at a current average subsidy per trip of £8. The buses will take passengers anywhere within one of 25 defined rural and urban service zones for a normal (concessionary) bus fare. A limitation of the service is that users can only book on the service within the zone in which they live. Despite this, the service has been growing for the past ten years. Its longevity can be ascribed to the fact that it is a core part of SPT's operations, and is clearly identified with the achievement of SPT's wider strategic objectives.

4.39 Similarly, improving the accessibility of taxi services for disabled people was examined in the contexts of both a rural and an urban environment, with studies of Kirklees MBC's taxi voucher scheme for making this mode of transport more affordable, and West Lothian's rural taxi service, "Carlink". Dundee's Local Transport Strategy was reviewed in the context of the ways in which the Council has promoted social inclusion, the reduction of car dependency, the provision of information on alternative modes of transport and the creation of a safe and attractive pedestrian environment, whilst Victoria Coach Station, in London, provided an example of the accessibility features that might be incorporated into a major urban transport interchange. The list of case studies also featured two alternative schemes for improving the mobility of people with learning disabilities, namely Warrington Borough Council's scheme which includes the provision of a special travel wallet and electronic key fob that can be used to access information, and the visual mapping training initiative run in Montrose by the Angus Transport Working Group. Case studies were also made of two unique schemes that feature important aspects of the travel needs of older and disabled people. These were the Transport Matters service, which provides travel information and support for disabled people in Bedfordshire, and the Scootability service, which provides a loaned electric mobility scooter for older and disabled residents of the London Borough of Camden.

4.40 Information or knowledge provision was examined in the study of the Angus Visual Mapping Scheme which assists independent bus travel for clients experiencing learning disabilities attending an Adult Resource Centre, in Montrose. The scheme was started by Angus Transport Working Group ( ATWG) working in collaboration with parents and the Council. The main focus of the scheme is the provision of training for these clients to use a new tendered bus service (52) from Montrose town centre to the Resource Centre. This scheme very much reflects the 'knowledge' rather than 'information' focus of initiatives as it consists of a combination of training and information. The relative success of the scheme is illustrated as in mid 2002, four individuals travelled independently to the resource centre. By April 2005, this figure had grown to 43. Some users are now making independent journeys to other areas using the same method.

4.41 The key issue of staff awareness and training was examined by consideration of the Travel Dundee Driver Disability Awareness Training. The disability awareness training for Travel Dundee drivers started in September 2004 and 263 out of 270 drivers are now trained. The programme consists of 17 minute video, going through a booklet with an explanation of Driver Conduct regulations, some basic sign language and training in the use of the ramp on Travel Dundee's 100% low floor bus fleet. The latter includes role playing different passengers. Drivers are encouraged to treat all disabled people with respect, to pay attention to their needs (e.g. announcing stops), and to deploy the ramp whenever and wherever it is needed, and safe to do so. Disability awareness bus driver training is overwhelmingly welcomed by disabled people and representative groups in Dundee and should be considered as a good model for other operators to adopt.

4.42 The studies listed above were assessed using a common methodological framework, which included consideration of the type of geographical area and population served by each scheme, the type of trips facilitated, the extent to which each scheme was part of an overall strategy for improving the mobility of older and disabled people, and the evidence that existed for measurable outcomes on people's lives.

4.43 The full case study assessments are provided as Annex Four while here in the body of the report we summarise the key benefits and drawbacks. The aim of this exercise is to outline how the positive elements of previous initiatives can be taken forward in Scotland while learning from any pitfalls or problems.

4.44 Broadly, it is fair to say that each of the case study initiatives, in itself, makes a positive contribution to some element of the travel needs of its target groups. There are, however, some key structural or organisational drawbacks which need to be addressed in order for such schemes to make a fundamental difference.

4.45 First, and perhaps most fundamental is the fact that the considerable majority do not operate within coherent strategy (with perhaps the SPT example being an exception). As a result, many are reliant on short term funding leaving them vulnerable - e.g. Kirklees taxi card scheme. Such schemes are rarely funded as part of an overall strategy and commitment - good schemes are all too often reliant on charitable donations or the energy and driving force of one individual. The problem, then, is that the scheme merely raises expectations, which are ultimately not fulfilled. Several of the Case Studies can be seen as good examples of potentially useful schemes which could have been very successful given different approaches to long-term strategy and resourcing. The lack of a strategic context also means that many of the initiatives are piecemeal, addressing the needs of particular groups of disabled people or of specific aspects of travel and leaving other needs unmet.

Key findings from the case study evidence was that as well as an initiative or scheme needing to fit within an overall package of services or a planned strategy, a crucial element of the success of any scheme is sustainable funding and resourcing.

Feedback from Transport Operators and Groups Representing Disabled People

4.46 Although a broad range of organisations and individuals (see list at Annex 6) were invited to contribute to the feedback exercise (a copy of which is provided as Annex 6) response was limited. However, the responses received were broadly positive about the aims of the research and supportive of the key findings indicating that the research evidence reflected the experiences of those providing feedback. In addition, some important additional points and issues were raised

4.47 The key issues raised by respondents were as follows:

• Broadly, the solutions and initiatives suggested as being important by the researchers are accepted by respondents although several indicate that the ideas are not new but any move toward their introduction so far has been limited.
• The need for schemes to be national, fair and simple in relation to eligibility was considered important to avoid confusion and inequality.
• It was pointed out that transport in Scotland comprises more than buses, trains and taxis and that all ideas, initiatives and legislation should also relate to ferry services.
• The key role of information and the importance of the way it is provided was broadly embraced. Some operators pointed out that they were already participating in schemes to improve information provision - for example real time information. Some representatives of different disability groups re-iterated the need for careful consideration of the range and format of information provision so that it meets the needs of the broad range of users (for example those with dementia and those with visual limitations). The provision of standardised information in Plain English and available in a range of formats was seen as crucial.
• Additionally, the concept of 'information' was broadened out by some respondents to relate to 'confidence and trust' or 'predictability'. Information provision was seen as just one element of the broader range of initiatives and services required to enable transport to be seen as safe, familiar, reliable and predictable to disabled users. It was noted that perhaps the term 'knowledge' should be used rather than 'information' - i.e. the aim being to ensure that people have the full range of information about how to use transport, what facilities will be available, the necessary knowledge to use transport and the certainty that what they are expecting to happen will happen.
• Furthermore, it was noted that several key factors need to be considered in relation to whether a transport system (or element within a system) is accessible - people need to know about it, be confident to use it, be able to get to it, be able to get on it and be able to afford it. This demonstrates the need for initiatives to be set within broader strategies.
• Some operators raised the issue of the importance of infrastructure and that to a certain extent, what individual operators can achieve is dependent on broader initiatives in the hands of other agencies and/or authorities. In particular, it was noted that the broader physical environment is a challenge but not just for operators - it needs to be seen as the responsibility of local and central government as well.
• The issue of funding such infrastructure and broader environmental changes was also raised as a key issue. Funding is a particular issue given that discretionary funding is currently seen as being in crisis - it is rising at less than the rate of inflation alongside cutbacks in local authority funding leaving non-statutory services potentially vulnerable.
• Another key issue related to infrastructure and funding was raised by a large operator. It was noted that it is important for targets and standards to be set, a timetable agreed and the requirements not be changed in the meantime. Problems with current or previous changing or conflicting guidelines and targets was raised as an issue. Consultation with operators in relation to setting targets and good practice guidelines was seen as crucial in order to set realistic and practical targets.
• Other operators also pointed out the importance of recognising how initiatives aimed at improving the situation for one group of disabled travellers can have an adverse affect on other travellers. Therefore, the challenge is to find ways to meet the needs of a range of (disabled and non-disabled) people while not adversely affecting other groups or individuals.
• It was also noted that mainstream public transport is limited in the service it can provide for disabled travellers owing to other pressures and demands and that, therefore, additional services are required to provide the total service necessary.
• The area of disability awareness training and staffing at all journey points was considered of crucial importance. While recognising the importance of removing physical barriers to travel, some disability groups also noted the importance of less physical issues relating to, for example, route recognition, paying fares etc.
• The option for accompaniment (or at least free travel for companions) was noted as being particularly important for some groups of disabled travellers.
• Several respondents noted particular issues relating to parking for disabled travellers. While all who commented felt that such provision was crucial, some felt that the current blue badge scheme was not working well while others felt that additional provision of parking for disabled would not be necessary if current provision were adequately policed.
• In relation to potential legislative 'teeth' for helping in a move towards equality for disabled travellers, the Disability Rights Commission for Scotland note that the Disability Equality Duty is likely to be crucial. Whilst the Disability Discrimination Act ( DDA) 2005 enables retrospective powers (i.e. the power to take an authority to court for discriminating against disabled people), the DED will force local authorities to develop a strategy for promoting equality. Even the Scottish Ministers, including those in key Cabinet positions, will be subject to the Specific Duties. The DED should have a similar impact to the Race Relations Amendment Act. Furthermore, monitoring of performance against this detailed strategy will be carried out through current audit and inspection bodies. The DRC has produced a code of practice to support this legislation, entitled "The Duty to Promote Disability Equality: Statutory Code of Practice for Scotland". DED will relate to all policies and procedures, and will be the responsibility of senior, strategic management. It will involve Equality Planning.

Summary

4.48 By far the most common suggestion in relation to what might make people use public transport more is 'transport from door to door/someone to pick me up' suggesting that the problem is not with existing modes of transport but with getting to stations and bus stops from home and getting to the final destination at the other end. Similarly, the options considered by the largest proportions of respondents as likely to encourage them to travel a lot more were 'an on call, inexpensive and accessible door-to-door taxi service' and an 'on-call accessible door-to-door bus. This further demonstrates that the key element is the door-to-door factor perhaps coupled with the 'on-call or on-demand' element. A further significant proportion of respondents suggested that 'someone to accompany me' would be the most important solution to their travel difficulties. A significant minority feel they are unable to travel without a companion suggesting that any change to existing transport options in relation to accessibility, frequency etc will not make a difference.

4.49 Although several specific suggestions were made in relation to improving some aspects of existing public transport provision - for example, 'more frequent trains/buses', 'more direct buses/train routes', these were less common and in fact, largely reflect the comments made by the general population in relation to what would make them use public transport more.

4.50 Broadly, it would suggest that apart from some marginal or minor changes ('seats for use while in queues', 'more lifts and ramps at stations' and 'more help from staff on transport'), the significant changes required are not necessarily to the functioning of the existing public transport system but rather an additional element to be overlaid enabling people to get to and from existing services and, in some cases to be accompanied while doing so. One of the following most common suggestions was to make taxis cheaper or provide taxi cards which again echoes the importance of the door-to-door aspect of transport. There is a significant minority who feel that the only way they would travel more would be by having access to a car or affordable taxi service.

4.51 So far, evidence from the different sources examined for this extensive and comprehensive research indicates that there are a range of potential individual solutions which need to be examined as follows:

• The opportunity to be accompanied by a companion from door to destination spanning different modes of transport.
• Adding on a flexible, user-friendly, fully accessible, affordable door-to-door element to existing transport provision (with appropriate concessions).
• Further provision and stricter enforcement of parking for disabled people.
• Providing a reliable pre- and during-journey information service encompassing all elements of travel (times, stairs, staffing, vehicle quality etc) and spanning different modes of transport.
• Making existing conventional public transport provision easier to use in relation to:
  • physical accessibility
  • freedom from fear or intimidation
  • affordability
• Funding to enable access to personal adapted car or system of facilitating access to shared accessible car.
• Improving the physical environment of public transport buildings and infrastructure e.g. railway stations, and the pedestrian environment e.g. kerbs, stairs.
• Building customers' confidence and trust that they can rely on all elements of a transport system that by its nature involves a chain of provision and guaranteeing accessibility and reliability across the whole journey.

4.52 However, as evidence from the various elements of the study indicates, none of the above solutions can be viewed in isolation. The case studies, audits and evidence from the quantitative survey indicate that there is rarely one barrier facing disabled people in relation to travelling freely and widely. Additionally, different people face different barriers; different forms of transport have their own barriers, using more than one form of transport for a journey throws up additional challenges. Therefore, it is clear that any move towards creating equality of travel opportunity will require a range of co-ordinated schemes and initiatives tailored to both the local physical environment, the needs of specific people in any local area and dovetailing with existing transport opportunities. Additionally, all modes of transport need to be included - of particular importance in the Scottish context is ferry and air travel for example. A transport policy enabling a disabled traveller to arrive at a ferry port by bus but then not cover ferry accessibility would be a failure in the chain of provision.

4.53 A danger would be for a local authority or regional transport authority, for example, to introduce a scheme such as a Dial a Bus scheme without a) assessing the potential impact on the travel opportunities for local disabled people b) without addressing other barriers such as information provision, pavement and other obstacle issues and linkages with other forms of transport and c) most importantly without ensuring the scheme formed part of an overall strategy to ensure sustainability of provision. In other words, a careful assessment of the current local transport system, the existence of particular schemes and the needs and particular barriers of local disabled people needs to be undertaken in order to match the kinds of solutions identified in the case studies and survey work with the actual needs of the local community.

4.54 Additionally as referred to throughout the report, previous research has clearly identified barriers and solutions, but as discussed in Chapter 2, key inequalities still exist demonstrating that more is required than has so far been achieved. Therefore, the following and final chapter focuses on the specific recommendations which the researchers believe need to be adopted in order to make a real difference to the travel opportunities and travel behaviour of disabled people and, in addition, discusses how such recommendations could best be introduced and implemented.

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