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Chapter 8: Measures to Promote Accessibility

8.1 The consultation stated:

Demand Responsive Transport ( DRT) is about users influencing service provision. It can be any form of transport, however, the key is the flexibility of the route and where and when the stopping points are for the route. DRT can involve taxis/private hire vehicles, 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, flexible public transport buses and many other related services.

The consultation asked:

Q15: What are the key barriers to developing effective demand responsive transport and how should they be overcome? For example, legislative, regulatory or operational barriers?

Overall, 98 respondents (31%) addressed this question.

Many consultees documented their support for the development of demand responsive transport ( DRT) with some stating that it was critical in some remote areas ( LA, Oth PB). The outcome of the research on DRT was eagerly awaited by a few respondents with one commenting that further trials should be conducted to examine a variety of DRT issues ( LA). However, a small minority of respondents were not so welcoming stating that DRT services should only be used for people with disabilities (Eq Bod) or where scheduled services were not available (Rep Org). One comment was that the consultation document had over exaggerated the potential for DRT (Rep Org). Another consultee stated that DRT services should not be used in urban areas ( LA). It was argued that deploying DRT services hampered the full integration of scheduled services (Oth PB). Concern was raised that subsidised DRT may take patronage away from commercial networks (Tr Op, Tr Op).

In terms of key barriers to developing effective DRT, it was commented that issues differed across the country ( LA). One consultee described how, for example, DRT served a niche market in urban locations but was mainstream in more rural environments ( LA). One comment summed up the views of many in stating that DRT:

" is currently in a confused and uneven state across the country" (Bus)

Whilst a few respondents broadly agreed that DRT suffered from all of the barriers outlined in the consultation document (Misc, Pub), others pinpointed specific aspects of legislation, regulation or operation which hampered the development of DRT. Most commonly cited were operational barriers.

8.1.1 Operational Barriers

Five main themes dominated. It was considered that DRT suffered from a lack of strategic planning. Several respondents highlighted the absence of a DRT strategy at national or regional level. It was commented that community transport operators had little involvement in any strategic planning of DRT.

Many consultees considered that funding of DRT was problematic in a variety of ways. The general consensus was that DRT was under-funded, with little long-term stability and no clearly identified budget. It was noted that DRT was relatively expensive to run with one respondent considering that this rendered DRT " unviable" (Tr Op). It was commented that there did not appear to be any fiscal mechanisms for achieving any sustainable investment on a national basis ( CTG) and that current funding streams were confusing ( CTG, Rep Org). One suggestion was for spend on DRT to be ring-fenced.

Respondents reported difficulties with booking ahead to use DRT which often needed to be done long ahead of use. This was considered to be off putting:

" If a minibus has to be booked a day ahead this is quite discouraging" (Pub)

It was also remarked that:

" To have transport on demand, a vehicle and driver have to be available whether demanded or not" (Rep Org)

This was considered to be a very expensive way to provide a service.

Another recurring theme was that people's attitude and perceptions could hamper the utility of DRT. It was remarked that people feel bad if they are the only user ( LA) and that DRT tended to be perceived as marginal and tokenistic (Rep Org). One view was that urban politicians did not understand fully the role of DRT within rural communities ( CTG).

Driver shortages presented a further operational barrier to development. It was argued that the Scottish Executive should provide support for training of drivers (Oth PB, Oth PB). One view was that existing drivers tended to be aged and work needed to be done to attract people to gradually replace them (Rep Org).

Other operational barriers were identified by one or two respondents:

• Lack of local information on DRT
• Need for more publicity about these services
• Services may not run at commuter times or later in the evening when people may require them
• It takes time to build up a DRT client base, by which time future funding may not be forthcoming
• On a practical note - using the post bus service for DRT could make delivery of the mail inefficient

8.1.2 Legislative Barriers

Two key themes dominated. Firstly, a large number of consultees from a variety of sectors argued that concessionary travel should apply to DRT services. Secondly, many respondents considered that the Bus Services Operators Grant should apply to DRT services. Other legislative barriers were identified. It was commented that the legislation surrounding the operators' licenses needed to be reviewed and simplified ( CTG, LA, Rep Org). Calls were made for Sections 9 and 22 of the Transport Act to be reviewed in relation to enabling driers to be paid ( RTP, LA). Clarity was also requested regarding the subsidisation of taxi/private hire car DRT ( LA, LA). It was argued that the D1 minibus test was relatively expensive and as drivers were not paid for training, it was proving hard to get time off work to undertake the training (Rep Org, CTG).

8.1.3 Regulatory Barriers

The central regulatory barrier raised was the prevention of service vehicles such as those used for Social Work services, being used by other groups. A few consultees suggested that the Regional Transport Partnerships may serve a role in liaising between the various public sector bodies which use potential DRT vehicles to try to work out a solution ( LA, LA, RTP), Bus).

One final comment was:

" DRT is difficult to deliver under the current rules of deregulation and free trading guidance. The role of the traffic commissioner should be modified to enable the control of unfair competition that discourages investment in services" (Rep Org).

8.1.4 Other Barriers

One final barrier which was termed an "institutional barrier" by one respondent concerned what was seen as a lack of co-ordination on DRT between public sector transport providers. It was commented that there appeared to be too many separate providers working independently (Eq Bod) with a " lack of national direction" (Oth PB). To one consultee this constituted a refusal to interact for the best outcomes for clients ( CTG).

8.2 The consultation asked:

Q16: Where are there examples of particularly good practice in demand responsive transport?

Relatively few respondents addressed this question with only 66 respondents (21%) providing commentary.

Most of the examples they provided were Scottish-based although some consultees referred broadly to other countries where they had identified DRT. Several respondents identified the same Scottish initiatives. A summary of the responses is in Table 3 below.

Table 3: Summary of Examples of Particularly Good Practice in Demand Responsive Transport

8.3 The consultation stated:

Accessibility planning is about analysing the gaps in transport provision, identifying areas of poor integration and potential social exclusion. Accessibility planning is a requirement of the second round of the English Local Transport Plans with the aims of ensuring that:

• there is a clear process and responsibility for identifying groups or areas with accessibility problems;
• authorities have improved information on barriers to accessibility and the areas where accessibility is poorest; and
• local authorities work with other agencies to consider a wider range of solutions to

accessibility problems including changes to the location and delivery of services and measures against crime around transport, as well as improved mainstream and specialist transport.

It may be possible to examine emerging experience there to see whether accessibility planning is an approach that provides tangible benefits and good value for money, and could be considered in Scotland for the future. We would need to ensure that we were able to reflect geographic variations, the real demand for linkages between places and value for money.

The consultation asked:

Q17: Is accessibility planning something that should be considered for local or regional transport strategies in Scotland? If so, should it be compulsory, or (as at present), one of a suite of possible approaches?

Overall, 97 respondents (31%) addressed the issue of whether accessibility planning should be considered for local or regional transport strategies in Scotland. Of these, 91 provided a clear view on whether they supported this notion. The majority view (97%) was that accessibility planning should be considered in local or regional transport strategies. Only 3 respondents were opposed to this.

Typical comments from those in favour included:

" an effective tool to bring transport to meet the needs of current communities" ( EB/ ST)

" The importance of accessibility planning cannot be overstated" ( LA)

8.3.1 Views on Advantages of Accessibility Planning

A recurring theme was that accessibility planning was useful in that it could focus on household and individual accessibility issues, which was particularly useful in rural locations. It was remarked that this approach could measure the opportunities which people have to access services ( LA).

Another common theme was that this provided a tool for assessing development proposals and prioritising projects.

Other benefits cited by one or 2 consultees were:

• Enables baseline information to be established
• Allows for an objective analysis
• The outputs are readily understandable
• The data requirements overlap with those of Traveline
• Will help to promote social inclusion
• Will help to identify pockets of accessibility difficulties even within areas of affluence
• Will enable greater integration of transport and land use planning
• Will formalise processes which are already going on
• Will establish a clear process and responsibility for identifying groups or areas in need of help regarding access

8.3.2 Views on level at which Accessibility Planning should take place

Only 18 respondents addressed this issue specifically but of these, two-thirds recommended that accessibility planning should take place at both local and regional level. Another 4 respondents called for regional level accessibility planning. One of these argued that this would promote more integration of the transport system than if set at local level (Rep Org). Another called for a revision of the name to "social access planning" (Rep Org). A third requested that the Scottish Executive champion an accessibility planning approach in order to promote consistency between regional authorities ( LA).

Two respondents argued for accessibility planning at national level ( LA, CTG). This was seen as enabling a broader perspective to be realised ( LA).

8.3.3 Views on the Disadvantages of Accessibility Planning

Three respondents opposed the introduction of accessibility planning. One view was that this was already being done anyway (Rep Org). Another argued that councils already know where the accessibility problems lie (Pub). Finally, it was recommended that it was preferable to have national standards for access in new projects ( LA).

8.3.4 Other Comments

More general comments were also provided. Several respondents expressed concern that accessibility planning might be costly (Pub, Tr Op, Tr Op, Rep Org) with another recommending that the Scottish Executive provide the necessary software free of charge (Rep Org).

One consultee cautioned that Scotland should await the English experience prior to making a decision on accessibility planning (Pub). The approach was described as a " starting point" which would have to be supported by regular surveys and monitoring (Rep Org). One respondent stressed that if accessibility planning was taken forward it should be covered by Disability Discrimination legislation (Rep Org). Likewise, other respondents recommended that SPP17, PAN57, STAG and development impact guidelines should all be emphasised in any future accessibility planning system ( LA, RTP).

8.3.5 Views on Whether Accessibility Planning should be made Compulsory

Overall 72 respondents addressed the issue of whether accessibility planning should be made compulsory. The slight majority view (54%) was in favour of mandatory accessibility planning (although one respondent suggested that exemptions could be made (Oth PB)). Forty-four per cent of those who provided a view were against making accessibility planning compulsory. One respondent argued for this to be voluntary to begin with but compulsory in the longer term if the voluntary arrangement did not work out (Misc).

A few reasons were provided to support the argument that accessibility planning should be made compulsory. This was considered by one consultee as the fairest way to approach the issue (Pub). Another argued that it would promote consistency as otherwise, " a postcode lottery scenario would be created" ( CTG). Another expressed the views of a few thus:

" The usefulness of accessibility planning, its ease and low cost, mean that it should be compulsory in developing future local and regional transport strategies" ( LA)

Amongst the arguments against mandatory accessibility planning was the view from 3 respondents from the business sector that more assessment should be undertaken first, including taking into account experience from England. One local authority consultee argued that accessibility planning was not yet sufficiently defined to allow the approach to be made compulsory. Another local authority view was that it should not be made compulsory on account of the significance of the obligation in the context of lack of resources.

8.4 The consultation asked:

Q18: How can we improve the accessibility of public transport to disabled people? For example, how far should concessions be extended for disabled people?

Overall, 113 respondents (36%) addressed this question.

A small minority of respondents from representative organisations commented that the question might be made more appropriate by focusing on the people using the system rather than making the existing system physically accessible to them. Others considered that improvements to accessibility would help everyone, not just disabled people. Overall, 3 main themes dominated. These are outlined below.

8.4.1 Extending Concessionary Fares

Of those who commented, the majority view was in favour of extending the concessionary fare scheme to people with disabilities. Calls were made for the scheme to include all transport modes (Rep Org, Rep Org, CTG, LA), and make provision also for accompanying guides ( LA, Eq Bod, Misc). One comment was:

" We strongly advocate for the inclusion of an additional adult at free (or concessionary fares) as a right for all deafblind and dual sensory impaired people" (Misc)

Although favouring the extension of concessionary fares, several respondents remarked that unfortunately many disabled people would still not be able to take advantage of such a provision until they had public transport available to them (Oth PB, LA, CTG, CTG, Eq Bod). One remarked:

" It's not just about providing free travel to those over 60 and those with disability, but providing the means for them to take advantage" (Eq Bod)

Two respondents cautioned that any extension of the concessionary scheme would need to be strictly controlled ( LA) with inclusion depending on the extent of a person's disability (Pub). Others remarked that concessionary fares would in their view make little difference to the travel patterns of people with disabilities, as other factors such as reliability and consistency of transport were more important (Pub, LA). One consultee called for what they saw as the current confusing system of concessions on trains, with variation between different local authority practices, to be addressed (Vol).

8.4.2 Design of Transport Vehicles

Another recurring theme centred on the design of vehicles, with many respondents stating simply that public sector vehicles should be designed to be more accessible to people with disabilities. A few called for more urgency about this (Rep Org, Rep Org, Misc). Examples of the type of features which would be helpful were provided by consultees. These included: lower floors on buses and trains; lifts at stations, ramps onto trains; accessible stations; accessible taxis; and seats at waiting areas such as bus stops.

An issue raised by many consultees from a variety of sectors (with over-representation from transport operators) was that investment in lowering the floors of buses for easier access was wasted if efforts were not also put into enforcing strict parking restrictions at bus stops to enable buses to pull up right at the kerbside.

8.4.3 Demand Responsive Transport

A common response was to recommend the extension of DRT, supported by more funding. One consultee urged that DRT should be integrated into the statutory funding regime ( CTG). A recurring view put forward largely by representative organisations was for the concessionary fare system to be extended to cover DRT.

8.4.4 Other Comments

Many other ideas were submitted for ways to improve the accessibility of public transport to disabled people. These included:

• Consult with disabled people about their needs
• Concentrate on door-to-door transport
• Provide information (eg on bus stops) in accessible formats
• Improve staff attitudes and knowledge by appropriate training
• Improve the streetscape, for example, by maintenance of footpaths leading to bus stops
• Provide "bus buddies"
• Focus on safety ( CCTV, personal safety)
• Disseminate best practice
• Undertake a transport analysis to assess Disability Discrimination Act ( DDA) compliance
• Liaise with health and social services
• Make transport interchanges accessible

Several respondents remarked that public transport needed to be compliant with the DDA (Rep Org, Rep Org, Rep Org, LA, EB/ ST, Oth PB).

8.5 The consultation asked:

Q19: How do we make sure that transport operators and drivers follow best practice in dealing with older people, with disabled people and other groups who may have difficulties with transport? For example, should it be a condition of funding that such best practice is demonstrated?

Overall, 105 respondents (33%) addressed this question. A small minority (largely Transport Operators) considered that it was important to acknowledge the improvements that had already been made. One view was that the question was:

" unfairly one-sided as it suggests that any existing shortcomings all rest with the operators" (Tr Op)

Forty-one respondents specifically stated in their response that best practice should be demonstrated as a condition of funding. Of the others, 8 consultees argued specifically against this recommendation. They contended that this would not be practical ( LA); it would be difficult to judge whether best practice had been demonstrated (Tr Op); the definition of best practice and its monitoring could be problematic ( LA); the requirement may put smaller operators out of business (Rep Org); it might leave some areas without service coverage ( LA); it was unnecessary as the situation at present was satisfactory (Pub); and it would be ineffective overall as only a minority of transport would be affected due to de-regulation ( LA, LA).

Other ideas for making sure that transport operators and drivers follow best practice when dealing with these groups were submitted. The most common suggestion, from consultees representing a wide range of sectors, was for staff to be trained appropriately and their training refreshed as necessary. Some called for training to be a condition of funding. Others recommended national training standards. Several referred to what they saw as the stringent training undertaken by drivers operating DRT. Other potentially helpful courses were identified such as the half day Deafblind awareness training (Vol).

Another common recommendation was for service standards to be introduced, with compliance a condition of funding.

One recurring idea was for the establishment of a protocol for reporting and addressing complaints. An Ombudsman was suggested ( CTG), or a watchdog service ( LA), with interest groups encouraged to report poor service (Rep Org, Oth PB). One consultee called for signage on vehicles stating how this could be done (Oth PB). Stronger complaints committees were recommended (Rep Org).

Suggestions made by a few respondents included:

• The establishment of Quality Partnerships to address this issue
• Giving the Public Transport Users' Committee and the Mobility and Access Committee Scotland greater roles in developing and sharing best practice
• Using mystery shoppers to test out the practices of transport operators
• Conducting regular customer surveys
• Introducing a best practice award scheme
• Incorporating best practice into the existing examinations taken by bus operators and staff

Finally, one significant theme to emerge, largely from transport operators, was that the current Thistle Card presented problems in that although drivers recognised the card, they did not have any further information on the precise needs of the holder and how they could best be helped.

8.6 The consultation asked:

Q20: What more could be done through transport means to tackle social exclusion in rural areas?

In total, 125 respondents (40%) addressed this question. Several of these commented in general terms that they welcomed this focus on rural areas which some felt had been neglected in recent times:

" People living in our towns and villages have, to a considerable extent, been ignored by Ministers, civil servants, train services and bus companies" (Oth PB)

The mention of young people in this regard was also particularly appreciated by a few consultees who pointed out that such a focus was necessary in order to help young people to be less reliant on the parents for transport (Rep Org), deal with inconsistent fare prices for young people ( LA) and help to stop the flow of young people out of rural areas (Rep Org).

The issue of what constituted "rural areas" attracted some comment. One plea was made for the question to be extended to "and islands areas" (Rep Org). Two respondents commented that peri-rural areas appeared to fall between the qualification for rural grants and urban grants (Oth PB, CTG).

The current Rural Community Transport Initiative received much praise particularly from local authorities and representative organisations. A typical comment was:

" we would hope that the Scottish Executive will preserve the RCTI which we have found extremely valuable in reducing social exclusion in rural Scotland" ( CTG)

Many calls were made for the fund to be extended over a longer period as the 3 year span was considered too short for longer-term strategic planning. One consultee also requested that the fund be more flexible in coverage, citing a problem with the exclusion of groups using transport purely for health related journeys (Pub).

A common theme was that the expansion and increased funding of DRT could help to tackle social exclusion in rural areas. Many envisaged the use of DRT as a feeder service to buses and trains operating over a wider area. Many respondents referred to their earlier comments regarding DRT. One commented:

" Voluntary sector and community transport adds a further dimension to more mainstream public transport and helps bridge gaps in the network" (Oth PB)

Several other ideas were put forward for tackling social exclusion through transport. Those most commonly mentioned were:

• Establishing car sharing schemes and car clubs. One idea was for reduced car tax for people displaying stickers in their cars offering lifts (Pub)
• Making walking and cycling easier, for example by improving pathways, allowing cycles on trains, improving cycle storage at bus and train stations
• Tackling fuel prices in rural areas especially where private car transport is the only practical form of transport
• Working with local communities to help them identify their needs and develop solutions
• Encouraging and supporting local social enterprise to develop solutions. For example, provide support with financial and legal matters
• Reduce the need to travel by promoting ICT, addressing the centralisation of vital services, stemming the loss of local post offices, banks and travel agents, and encouraging mobile services
• Making more use of what is available by, for example, better information on services, more innovative use of the school or post bus
• Improve integrated timetabling across different modes, for example so that patients attending health services have a better journey experience

Suggestions made by only a small number of consultees included:

• Use of accessibility planning in rural areas
• Conducing an audit of services as a base for action
• Encouraging the use of scooters or mopeds in rural communities. The Wheels 2 Work programme in Cumnock was provided as an example of this (Rep Org, Pub)
• Tackle what was seen as the high fares paid by rural residents
• Disseminate good practice
• Encourage developer contributions to transport in rural areas

8.7 The consultation stated:

We provide direct funding for vital air services which link the communities of Barra, Campbeltown and Tiree with Glasgow; we also provide direct funding for the maintenance and operation of 10 airports which support the economic and social integrity of our peripheral communities throughout the Highlands and Islands.

At present, the Executive is undertaking major tendering exercises designed to ensure that our ferry subsidies are compliant with European law. Once the new contracts are in place for both the Northern Isles and the Clyde and Hebrides networks, the Executive plans to step back and carry out some research on the provision of these services, examining routes, services, fares, integration with land transport and the role of different providers. The intention is to develop a long-term strategy to deliver real improvements in the services.

We have already consulted on our plans for research on the Clyde and Hebrides network and we envisage the review being taken forward in a collaborative fashion, involving inputs from key development agencies and, most importantly, the communities themselves.

The consultation asked:

Q21: What do we need to consider in reflecting on the future of the lifeline air and ferry network?

Relatively few respondents addressed this question with only 76 consultees (24%) providing commentary.

The general mood of responses was to agree that maintaining the lifeline air and ferry network was vital for many reasons including sustaining remote area economies. Surprise was expressed by a few consultees that this issue had not attracted more coverage in the consultation document ( LA, Oth PB). One commentator stressed that the NTS should do more than simply "reflect" on this issue ( LA). Two respondents called for a more formal recognition of the services and their operators' responsibilities and experience ( LA, Tr Op).

Many respondents (particularly those from the business community) considered that the consultation document should have set out more explicitly what they saw to be the clear links between the lifeline services and their role in promoting tourism and the related economies. One idea was for the specific promotion of packages for tourists using these networks (Bus). A pertinent comment was that the so-called lifeline services should be considered "enablers" rather than "lifeline" (Bus). Another consultee presented their view that lifeline services existed elsewhere in Scotland, for example in remote areas of the Scottish Borders ( LA).

8.7.1 Common Views on Specific Issues to Consider

The future funding of the lifeline air and ferry network attracted much comment. Whilst some respondents urged that efforts should be made for the services to be cost effective and provide value for money, others argued that trying to balance rising fuel costs and maintenance with income would always be a challenge and that the costs would never be covered by users of these services.

A few respondents stressed the need for continued capital and revenue support for these services ( LA, Pub, Bus, CTG), whilst a small number of consultees argued that in the case of the Clyde and Hebridean ferries, all routes should be bundled together and considered as one network service in order to reduce subsidy costs (Tr Op, Rep Org).

The theme of consultation emerged repeatedly. Respondents recommended that the voices of the local communities should be listened to regarding their changing needs. One suggestion was for questionnaires to be left in surgeries and hospitals to gather information on patients' transport needs and experiences (Pub).

Another common theme focused on operational improvements to the current networks. Better timetabling of services attracted much comment. Arguments were made for the timing of services to fit more closely the needs of the local population, by for example, allowing return journeys to be completed in one day and permitting later evening travel. One respondent stressed that:

" it is vital to consider out-of-hours emergency transport when considering the future of the lifeline air and ferry network" (Oth PB)

Much attention was also paid by consultees to the issue of the interface between these services and onward transport services. Calls were made, largely by the business sector and transport operators, for improved interchanges between them.

Other operational features highlighted for attention were safety of the services, their quality, reliability, and frequency.

Many respondents recommended that ticket pricing be reviewed with the aim of reducing fare prices. The recent discounted air fare scheme was welcomed, but it was considered that high fares could be a barrier to expanding tourism in remote areas.

8.7.2 Other Comments

A range of other comments were made by a small minority of respondents in answer to this question. These are summarised below:

• Future plans should take into account the impact on the environment of these services with sustainable technology used
• The prospect of using a public service obligation arrangement should be reserved for future use in relation to these services
• There should be a no-strike clause introduced in return for subsidies
• The needs of disabled and elderly people should be mainstreamed through any future plans
• Attention should be paid to providing facilities for the carriage of bikes on lifeline services
• Lifeline services should remain publicly owned and operated
• Attention should be given to lifeline air and ferry staff training
• There should be better partnership working over these services
• Relevant lessons could be learned from Norway and Greece

8.8 The consultation stated:

The Transport (Scotland) Act 2005, and our draft guidance to regional transport partnerships, ensure that regional transport strategies will address the need for transport links into town and city centres from surrounding towns, estates and housing developments, to support the movement of people from where they live to where they work and access education and services.

The consultation asked:

Q22: What more should be done to ensure that there are connections from outlying estates to towns and cities?

In total, 106 respondents (34%) addressed this question. However, 12 of these argued that the issue would be more appropriately dealt with at a regional or local level, with a few urging that Regional Transport Partnerships be adequately funded to do so ( RTP, RTP).

Several key themes emerged. These are outlined below.

8.8.1 Better Integration of Transport and Land Use Planning

A recurring theme emerging largely from local authority respondents was that closer integration of transport and land use planning would help to address and reduce the problems which exist in relation to transport connections from outlying estates to towns and cities. Closer liaison between local authorities and transport planners at an early stage of new developments was advocated ( LA, LA). Greater use of mixed development complexes was also suggested to reduce the need to travel (Rep Org), with others calling for the location of new developments in more central positions rather than peripheral areas ( LA, Acad, Oth PB). One respondent argued that the provisions of SPP17 in relation to transport and outlying areas should be enforced (Pub).

8.8.2 More Contribution from Developers

Several consultees considered that developers should take more responsibility for transport provision with some arguing for the provision of transport to set standards as a condition of permission to develop ( CTG, LA, LA). One consultee stated:

" Strategic environmental assessments in association with development plans, planning applications and briefs for major sites should include reference to reducing the need to travel and accessibility" ( LA)

It was argued, largely by transport operators, that they needed to be involved in considering transport needs and provision prior to any planning permissions being granted. The establishment of travel plans as a condition of permission was also mooted by transport operators. Another idea was for developers to contribute to subsidising public transport for their development ( LA, Rep Org).

8.8.3 Financial Incentives

Another common theme was that public transport which connected outlying estates to towns and cities should be incentivised, perhaps by grants such as the Bus Operators Development Grant. Several transport operators recommended the pump priming of new start ups.

8.8.4 Changes in Regulations

Some consultees perceived there to be a problem of transport operators working in competition rather than together which contributed to poor transport provision from outlying areas to towns and cities. Calls were made for some form of regulation to address this (Rep Org) or at least a review of the regulatory framework (Oth PB). Two respondents suggested that a system of franchising such routes may be helpful ( LA, Acad).

8.8.5 More Consultation with Communities

A recurring theme was the need to consult more closely with people living in outlying estates to identify their travel reasons and needs and thus have a better evidence base for developing transport provision for them. Local surveys were suggested ( CTG), or regular audits (Oth PB), or a travel planning study ( LA).

8.8.6 Improve Safety on Connecting Transport

Another prominent theme was that actual and perceived safety on orbital routes was a barrier to their use. Suggestions to address this included greater use of CCTV (Rep Org, Tr Op, Tr Op, Tr Op); improved staff skills to handle potentially dangerous incidents (Rep Org); more consultation with local police and local communities where services have previously been withdrawn due to safety issues ( LA); keeping routes well lit (Rep Org) and tackling vandalism on routes (Rep Org).

8.8.7 Improve Cycling and Walking Provision

Many consultees recommended that greater attention to improved cycle paths and walkways would help to ease the problem of connectivity from outlying areas. Calls were made for facilities for storage and carriage of cycles by different transport modes. The notion of "green corridors" from outlying areas to town and city centres was raised as a possibility (Pub).

8.8.8 Other Comments

A variety of other comments were received from individual or small numbers of respondents. These included:

• Need to educate the public on use of public transport and to respect transport staff. The idea of providing new homes in outlying areas with a transport information pack was mooted
• Greater use of DRT to fill this need
• Encourage car sharing schemes
• Reduce fares from outlying areas
• Improving the interchanges between different modes of transport
• Pilot projects in different areas as circumstances differ depending on context
• Encourage local neighbourhoods to find solutions
• Introduce trams
• Introduce a light rail system
• Learn lessons from elsewhere eg Groningen, Norway

8.9 The consultation stated:

We are keen to ensure that access to cultural opportunities is available to all. We are commissioning research to show how well planned transport systems can contribute to the policy objective of getting people to cultural activities, and identify potential gaps. However, we would also be interested to know from consultees whether there are any specific areas or events where they consider that transport particularly well or particularly poorly supports access to cultural opportunities, and whether any specific societal groups have disproportionate difficulty accessing cultural activities because of transport issues.

The consultation asked:

Q23: Are there any specific areas or events in Scotland where transport particularly well or particularly poorly supports access to cultural opportunities? Are there any specific societal groups disproportionately disadvantaged in accessing cultural activities because of transport issues?

Overall, 94 respondents (30%) addressed this question. Of these, 5 commented that they considered such issues to be for local and regional authorities or for the organisers of such events, and not for the NTS to address ( LA, LA, LA, RTP, Pub).

8.9.1 Views on the Problem of Transport to Cultural Activities

It was generally agreed that there were many problems with accessing cultural activities using public transport. The main bugbears were services finishing too early in the evening for people to get home, or not running at weekends. Others complained about what they considered to be the high cost of travel to the events. One consultee perceived the problem to have arisen on account of leaving services to operators and market forces ( LA). Another thought that lack of information on services hindered their use (Eq Bod), with concerns over safety another barrier (Bus).

The example was given of particular problems in the Highlands where the dispersed communities contributed to difficulties in transport provision for specific events ( LA, Bus).

8.9.2 Events which were Well Supported by Public Transport

A few examples were given where consultees considered that public transport had supported events well. These were:

• Edinburgh festival - late night trains
• Edinburgh Hogmany - night buses
• Edinburgh - additional buses put on for "events"
• Glasgow - night buses at weekends
• T in the Park - good transport (but curtailed due to many road closures)

8.9.3 Ideas for Addressing the Problem

Many ideas were put forward by a few consultees for addressing the problem of ensuring adequate transport provision for cultural activities. These included:

• Giving more consideration to the location of cultural events with preference given to urban areas, or centres with existing transport hubs
• Requiring event planners to prepare Travel Plans
• Subsidising extra buses to run in the evenings
• Consideration of free or at least subsidised travel to all major events
• Developing group travel schemes for like minded people to attend events sharing transport or at discounted fares
• Provide late night services in local towns
• Promote DRT to connect with city services
• Require visitor attractions and event organisers to contribute to associated transport provision
• Consider providing combined entry and transport tickets with discounts

8.9.4 Views on Groups Disproportionately Disadvantaged

Many consultees provided a view on the groups which they considered to be disproportionately disadvantaged in terms of accessing cultural activities because of transport issues. The list in Table 4 overleaf shows the groups mentioned in order from most frequently identified to least frequently identified:

Table 4: Groups Identified as Disproportionately Disadvantaged in terms of Accessing Cultural Activities

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