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Accessible Transport Research Report

RNIB Northern Ireland

ACCESSIBLE TRANSPORT RESEARCH REPORT RNIB NORTHERN IRELAND RNIB NORTHERN



RNIB Northern Ireland

Accessible Transport Research Report



A report assessing public transport needs of blind and partially sighted people in Northern Ireland and identifying key areas for action





















November 2015

Contents


RNIB Northern Ireland 1

Accessible Transport Research Report 1

Contents 2

Glossary 4

Authors 4

Acknowledgements 4

Executive Summary 5

Methodology 5

Key themes of strategic documents 6

Focus group findings 6

Telephone interview findings 7

Recommendations 7

1 Introduction 9

1.1 Terms of reference 10

1.2 Methodology 12

1.3 Qualitative research – Focus groups 13

1.4 Qualitative research – Telephone interviews 18

1.5 Qualitative research – Case studies 19

2 Strategic context 20

2.1 Introduction 20

2.2 Socio-economic statistics 20

2.3 Review of strategic documents 21

2.4 Key themes of the strategies 30

3 Summary of findings from focus groups 33

3.1 Introduction 33

3.2 The need to travel 33

3.3 Barriers to travel 34

3.4 The differences between rural and urban transport 41

4 Summary of findings from telephone interviews 43

4.1 Introduction 43

4.2 Question 1: What does this prevent you from doing? 44

4.3 Question 2: How does this make you feel? 46

4.4 Question 3: What effects, if any, do you feel that this has had on your health? 48

5 Recommendations 50

5.1 Affordability 51

5.2 Availability 53

5.3 Accessibility 54

5.4 Awareness 59

5.5 RNIB NI’s strategic relationship with DRD 61

6 Conclusion 62

Bibliography 63


Glossary


ATS

Accessible Transport Strategy

DRD

Department for Regional Development

IMTAC

Inclusive Mobility Transport Advisory Committee

OFMDFM

Office of the First Minister and Deputy First Minister

RNIB NI

Royal National Institute of Blind People Northern Ireland

RTS

Regional Transportation Strategy

UNCRPD

United Nations Convention on the Rights of Persons with Disabilities

VI

Visual Impairment


Authors


CTA UK – Helena Redman

RNIB NI – Dr Jacqueline Witherow


Acknowledgements


For collaboration and participation in research:

Executive Summary


This report has been produced with a twofold purpose:


  1. To identify the issues faced by blind and partially sighted people when accessing public transport in Northern Ireland


  1. To use the findings of this research along with an analysis of relevant strategic documents to formulate a series of recommendations to improve accessible transport in Northern Ireland for blind and partially sighted people


The document will be used to inform thinking around the needs of blind and partially sighted people in relation to accessible transport and to provide a case for change within government policy and the transport sector. It will also support and inform RNIB’s future campaigning work on accessible transport.


This report was produced by CTA Consultancy for RNIB NI.


Methodology


Primary research for this report was carried out in the form of focus groups, telephone interviews and case studies. Five focus groups were held across Northern Ireland and attended by approximately 100 delegates, who discussed the issues they faced when accessing transport. The focus groups were also attended by representatives of the CTA and Translink and were facilitated by RNIB NI and DRD.


Qualitative data was also gathered from 25 in-depth telephone interviews and five detailed case studies with blind and partially sighted people, as a means to understand the personal impact felt as a result of the current systems in relation to accessible transport. In terms of secondary research, a desktop analysis of relevant strategic documents and literature was conducted as a means to understand the key issues and the wider strategic context.


Key themes of strategic documents


A key theme emulating across the strategic documents analysed centred on the “end to end journey” approach to transport, meaning barrier-free access and seamless transfers across to different modes of transport. The documents explored existing interventions – such as pilot audio systems on buses and driver training – but identified areas for improvement.


Focus group findings


Focus group findings indicated that blind and partially sighted people in Northern Ireland have a diverse set of travel needs. The main reasons for travel include accessing employment, education, leisure and healthcare. More attention, however, was devoted to the barriers to travel. The core issues discussed include:



Telephone interview findings


The telephone interviews, which focussed on the personal impacts of transport accessibility, produced some significant themes such as:



Recommendations


The recommendations of this report are set against four key themes: affordability, availability, accessibility and awareness. Key recommendations include:



1 Introduction


Safe, accessible transport is central to the wellbeing, independence and day-to-day lives of so many blind and partially sighted people. As stated in RNIB’s Group Strategy (2014-2019): “many blind and partially sighted people face social exclusion, isolation and neglect”. Therefore, equal access to transport is not a luxury, but a fundamental right for people with disabilities. As the United Nations Convention on the Rights of Persons with Disabilities states:


“the States Parties shall take appropriate measures to ensure that persons with disabilities access, on an equal basis with others, to the physical environment, to transportation, to information and communications, including information and communications technologies and systems, and to other facilities and services open or provided to the public, both in urban and in rural areas.”


This report has been prepared in recognition of priorities set out in RNIB’s Group Strategy 2014-2019. Priority 2 of the strategy notes the importance of independence and the need for blind and partially sighted people to access support, services, products and technologies to ensure a good quality of life. Priority 3 focuses on the need to create an inclusive society where blind and partially sighted people are equal citizens and consumers. Barriers to accessing mainstream goods and services can contribute to people feeling isolated or excluded from society. This important issue around access is further addressed within Outcome 4 of the strategy as it sets out RNIB’s vision of creating a society where “blind and partially sighted people are able to get out and about confidently and safely on their own terms.”


This report has also been influenced by the Vision Strategy: Northern Ireland Implementation Plan 2014-2016, of which RNIB NI is a key stakeholder. Outcome 3 of this plan focuses on creating a society in which people with sight loss can fully participate. “Travel and Transport” is identified as a key area under this outcome: barriers to moving around safely and independently as well as access to public transport are identified as commonly raised issues by blind and partially sighted people in Northern Ireland today.


It is within this context that one of RNIB’s core campaigning areas centres on accessible transport. Therefore, the aim of this report is to address the needs of blind and partially sighted people in Northern Ireland in relation to accessible transport. This is achieved by identifying the barriers and assessing the needs of people with sight loss in order to establish recommendations for Government implementation. The outworking of this report will also assist RNIB in contributing to its long-term ambition of:


“Making every day better for everyone affected by sight loss: by being there when people need us, supporting independent living, creating an inclusive society and preventing sight loss.”


1.1 Terms of reference


1.1.1 RNIB Northern Ireland (RNIB NI) commissioned the Community Transport Association (CTA), the national membership charity for community transport organisations across the UK, to undertake research to establish the issues and barriers blind and partially sighted people face in accessing transport in Northern Ireland. The remit of this research was to gather and analyse primary and secondary evidence against relevant RNIB, Visual Impairment (VI) Sector and Government policies and to develop a comprehensive report with a set of recommendations.


1.1.2 The programme of research involved a number of qualitative research techniques. The CTA collected primary data from focus groups, carried out in depth telephone interviews with service users and incorporated case study evidence provided by RNIB NI into the findings of this report. Secondary research was also carried out in the form of analysing strategic documents, both qualitative and quantitative, as well as other relevant literature.


1.1.3 The scope of the project as defined by RNIB NI is to report on:





1.2 Methodology

Project Initiation


1.2.1 The CTA held an initial meeting with RNIB NI’s Campaigns and Research Department to discuss the scope and detail of the study. An agreement between the two parties was made which included milestones and reporting mechanisms.

Secondary research


1.2.2 A desktop review of all relevant strategic documents and other appropriate literature was conducted as a means to understand the key issues to be addressed as part of the study and ensure the research would take sufficient account of the wider strategic context.

Primary research


1.2.3 Focus groups: The CTA attended each of the focus groups facilitated by RNIB NI/ Department for Regional Development (DRD) in five venues across Northern Ireland. In total, approximately 100 people attended these focus groups. Attendees included local members of the blind and partially sighted community, their allies, representatives of RNIB NI, and the CTA, DRD, Translink, transport service providers and a number of other interested stakeholders such as IMTAC. The meetings were used to gain the views of blind and partially sighted people as well as to facilitate dialogue with and between transport planners and service providers.


1.2.4 Telephone interviews: The CTA carried out telephone interviews with 25 blind and partially sighted people to gain a more insightful understanding of the psychological and social impacts they experience when using public and community transport.

1.3 Qualitative research – Focus groups

Focus group venues


1.3.1 The focus groups took place in five venues in Northern Ireland during November and December 2014. The venues, spread out across the country to ensure rural and urban representation, were selected because of their ease of access to delegates. In addition, transport was offered and provided to assist delegates in attending the meetings.

Focus group format


1.3.2 Each focus group session lasted approximately 90 minutes. With permission from participants, all focus group sessions were audio recorded for research purposes. A discussion guide was developed and agreed between RNIB NI and DRD. The guide explored attitudes and barriers to public transport provision for blind and partially sighted people in Northern Ireland.


1.3.3 RNIB NI representatives introduced the focus groups by explaining that the DRD were in the initial stages of developing a new Accessible Transport Strategy (ATS). They also added that the sessions would provide the sector with an opportunity to feed into the work of the DRD to improve public and community transport services as well as the supporting infrastructure.


1.3.4 RNIB NI added that the views expressed in the discussions will assist them in strengthening their evidence base in understanding the key issues at a local level, which in turn will assist in building future campaigning activities on behalf of its members.


1.3.5 RNIB NI representatives provided a context on what the organisation understands by accessible transport. It was made clear that RNIB NI is interested in all modes of passenger transport but particular attention was drawn to the principles contained within RNIB’s Bus Guide and Charter (We’re on Board: Making bus travel better for blind and partially sighted people, 2014).


1.3.6 The RNIB Bus Guide and Charter was developed to tackle the main problems raised by blind and partially sighted people, giving them a voice in a positive and constructive way. It sets out how bus companies can improve their services for everyone including blind and partially sighted people. Transport providers are encouraged to sign up to the Charter and implement the 13 principles as detailed below:


What we expect from our bus drivers:

1. It will be our policy that bus drivers stop for any waiting passengers at bus stops, and we will ensure that the driver positions the bus safely, always trying to ensure that the door entry or exit is not obstructed by street furniture or other obstructions.


2. Our bus drivers will tell blind and partially sighted passengers which service they are and what their destination is, and ask if they need assistance with payment or finding a seat.


3. Our drivers will not pull away from a bus stop until blind and partially sighted passengers have found an available seat. Drivers will assist passengers by providing information about which seats are free or where priority seats are located.


4. We will ensure that where we have talking buses our drivers will not switch off or turn down the audio announcements. If a service does not have a functioning audio next stop announcement, the driver will advise the passenger when their stop is reached, and provide any necessary assistance in helping them to get off the bus.


Working with others to make improvements:

5. We will check all of our customer feedback systems with blind and partially sighted passengers, and ensure that they are as accessible as possible. We will also promote our feedback procedures using the most accessible means – including websites, mobile sites and apps as well as more traditional methods.


6. We will review our timetable and bus stop information in conjunction with blind and partially sighted people, local authorities and other stakeholders to ensure it is as accessible as possible.


7. We will ensure that all of our bus drivers are fully aware of the rules around concessionary passes and we will support the scheme with a travel assistance card. The assistance card will indicate that additional assistance is needed and our bus drivers will provide this in a discreet way.


The bus environment:

8. We will seek to improve the way sound can be heard through the assault screen, between the bus driver and passenger, or where possible remove the assault screen.


9. We will actively promote the priority seating and areas for disabled people through awareness campaigns and materials on buses – this will include promoting this priority space for guide dogs.


10. We will make the pass scanners as visible as possible and ensure that our drivers are as consistent in their approach to scanning passes for blind passengers.


11. We will explore all options for providing audio announcements on our buses, including making use of new technologies when they become available.


12. When introducing buses with audio announcements, we will choose routes in consultation with passengers with sight loss and will prioritise the busiest routes and those which enable people to travel to key locations and facilities, such as hospitals or leisure centres.


13. In order to achieve the above we will build interactive sight loss awareness training into our driver training. We will involve blind and partially sighted people in the design of the training materials and activities and seek endorsement for our training from organisations representing blind and partially sighted people.


Focus group key questions


1.3.7 The focus groups were facilitated by representatives of the DRD. To guide the discussion delegates were asked the following key questions:



1.4 Qualitative research – Telephone interviews

Rationale for using telephone interviews


1.4.1 The telephone interviews involved an in-depth exploration of perceptions, attitudes, opinions and experiences of people from the comfort of their own home, focussing on the question: What is the impact on you as an individual with the current systems in place in relation to accessible transport?”. This approach allowed the researcher to hear about the personal views and experiences of these individuals on a one-to-one basis.

Sampling of interviewees


1.4.2 RNIB NI provided the CTA with a total of 29 names and contact details throughout the course of the interviews, from which the CTA was able to interview the target of 25 participants. RNIB NI selected the interviewees from a pool of people who attend various support groups.

Telephone interview key questions


1.4.3 The telephone interviews were undertaken by representatives of the CTA. To guide the discussion, the question “What is the impact on you as an individual with the current systems in place in relation to accessible transport?” was split into more specific questions:



1.5 Qualitative research – Case studies


1.5.1 RNIB NI contacted a number of service users who had expressed an interest in participating in this research study. Five individuals were then selected from across a demographic spectrum, taking age, gender, urban / rural location and eye condition into account. These five detailed case studies have been incorporated and analysed alongside the focus group and telephone interview data.

2 Strategic context


2.1 Introduction


2.1.1 This section of the report presents a profile of blind and partially sighted people in Northern Ireland based on the most recent statistical information. It also presents a summary of key Government strategies and reports relevant to transport issues.


2.2 Socio-economic statistics


2.2.1 The most recent data (2011 Census) reports that the population of Northern Ireland is 1,810,900, a 7% increase from 2001. Of this total, just over one in five of the usually resident population (21%) reported a long-term health problem or disability which limited their day-to-day activities. Further analysis uncovers that a total of 30,862 people reported that they experience some type of long-term condition related to blindness or partial sight loss, representing 1.7% of the population.


2.2.2 Statistics from the 2011 Census also reveal an ageing population. From 2001-2011, the population aged over 65 years has increased by 40,400 (18%). Furthermore, those aged over 85 years have seen the greatest proportionate increase; in 2001 there were 23,300 people aged over 85 years, which has now increased to 31,400 (an increase of 35% over the decade).


2.2.3 Contributing to the ageing population is a number of trends such as falling birth rates, increased life expectancy and better health. However, it is acknowledged that certain aspects of quality of life may be adversely affected as people get older, one of which can be sight loss.


2.2.4 In light of such statistics it is essential for RNIB NI to expand its research, campaigning and lobbying as a means of raising awareness and addressing the needs of blind and partially sighted people in Northern Ireland today.


2.3 Review of strategic documents


2.3.1 This section provides an overview of RNIB and VI sector policies in relation to accessible transport issues:



2.3.2 The following relevant Government strategy documents were analysed to identify elements which will be of benefit to blind and partially sighted people:



2.3.3 Table 1 summarises these strategy documents and outlines their relationship to the relevant aims and objectives of RNIB and VI sector policies.

Table A: Strategic documents

Organisation / government report

Summary and relevance

DRD

Ensuring a Sustainable Transport Future: A New Approach to Regional Transportation (2012)

The purpose of this document is to set out the DRD’s “new approach to regional transportation and particularly future decisions on investment”. The transportation vision it aims to achieve is:

“To have a modern, sustainable, safe transportation system which benefits society, the economy and the environment and which actively contributes to social inclusion and everyone’s quality of life”.

Among the report’s strategic objectives the following have beneficial impacts on accessibility for blind and partially sighted people:

  • “Improve access in our towns and cities”

  • “Improve access in rural areas”

  • “Improve safety”

  • “Enhance social inclusion”

Though the report does not mention specific initiatives, all of the aforementioned RNIB and VI sector policies support the above strategic objectives in terms of mobility by advocating more accessible journeys for blind and partially sighted people. In particular, the Stop for me, Speak to me: RNIB Bus campaign report and the RNIB Bus Charter refer to making bus journeys safer through promoting driver awareness and consideration for passengers with sight loss.

DRD

Accessible Transport Strategy (ATS) for Northern Ireland (2005-2015)

The ATS stems from the Regional Transport Strategy. Its vision is “to have an accessible transport system that enables older people and people with disabilities to participate more fully in society, enjoy greater independence and experience a better quality of life.” The ATS’s Strategic Objectives are:

  • To manage effectively the transition to a fully accessible transport network in partnership with key stakeholders to maximise the benefits for older people and people with disabilities;

  • To ensure that Disability Discrimination Act requirements are met and affordable adjustments are made so that accessibility for people with disabilities is a condition of public money being spent on all new public transport investment;

  • To develop, in partnership with key stakeholders, an integrated, fully accessible public transport system which will enable older people and people with disabilities to travel by bus, train, taxi, private and community transport services in safety and in comfort and move easily between these modes;

  • To enable older people and people with disabilities to travel safely using cars and other means of private transport;

  • To address attitudinal and psychological barriers that prevent or discourage older people and people with disabilities from using transport services and facilities that are available to them;

  • To ensure that information in a range of formats is available for all public transport services, including the full range of accessible
    services supported by the Department, to enable people to plan and make journeys easily;

  • To provide help with travel costs to enable older people and people with disabilities to use the transport services available to them.

The “end to end journey” concept of the UK Vision Strategy 2013 – 2018 is in line with the ATS’ positive approach to improving accessible transport. The Vision Strategy: Northern Ireland Implementation Plan 2014-2016 provides more detail on its commitments, which are in line with the ATS, while Stop for me, Speak to me: RNIB Bus campaign report and the RNIB Bus Guide and Charter give more detailed support to the ATS’ references to more accessible information provision.

The DRD regularly publishes an updated ATS Action Plan, the most recent being 2012-2015, setting out the actions to be taken towards improving accessibility to transport. RNIB NI has been consulted in the development of previous Action Plans and supports this continued partnership approach in the future.

OFMDFM

A strategy to improve the lives of people with disabilities: 2012 – 2015

This strategy sets out a policy framework to give coherence and guidance to Government departments’ on general and disability specific areas of policy.

OFMDFM acknowledges its responsibilities to deliver the commitments outlined in the United Nations Convention on the Rights of Persons with Disabilities (UNCRPD) . Article 20 of the UNCRPD states that “(OFMDFM) must take effective and appropriate measures to ensure personal mobility for people with disabilities in the manner and time of their choice. People with disabilities also have the right to access quality mobility aids, assistive technologies and forms of live assistance and intermediaries”.

A strategic priority of OFMDFM is “to eliminate the barriers people with disabilities face in accessing transport ensuring necessary measures are in place to allow mobility for people with disabilities”.

The DRD is identified as the lead Department for accessible transport and will engage with OFMDFM in implementing the strategy. It will, through the delivery of the ATS, enhance personal mobility for people with a disability on existing provision. In addition, it states that:

  • Translink will continue to provide disability awareness and equality training to all frontline staff;

  • The Concessionary Fares Scheme offers half-fare concessions to a range of people with disabilities. The ATS Draft Action Plan 2012-2015 includes a commitment to consider the impact on the Concessionary Fares Scheme following any proposed changes in the Disability Living Allowance.

  • The Draft Action Plan includes a commitment to undertake research to examine options for improving the provision of travel training schemes.

Both the UK Vision Strategy and the Vision Strategy: Northern Ireland Implementation Plan 2014-2016 align with the Disability Strategy through their advocacy of training, developing technologies and encouraging an accessible “end to end journey” for blind and partially sighted people. The Stop for me, Speak to me campaign and RNIB’s Bus Guide and Charter specifically relate to the Disability Strategy’s priority of Translink staff being provided with disability awareness and equality training.



2.4 Key themes of the strategies


2.4.1 The aforementioned strategic documents all show a commitment to a multifaceted, multi-agency approach to improving transport for all using a range of interventions. The strategies refer to an “end to end journey” concept, the removal of barriers to travel and ensuring interventions are developed on a partnership basis between planners, service providers and users.

“End to end journey” approach


2.4.2 An accessible transport system is a series of linked transport systems and services. It involves barrier-free access to:


2.4.3 Most blind and partially sighted people use all three parts of the system, either as car or public transport passengers or as pedestrians. Accessible transport should provide for “end to end journey” accessibility, including seamless transfers across modes of transport. The current ATS is committed to a fully accessible public transport system by supporting transport providers in the delivery of accessible “end to end journeys”.

Barriers to travel


2.4.4 For blind and partially sighted people the strategies identified four key areas where barriers exist: affordability, availability, accessibility and awareness.


2.4.5 The Vision Strategy: Northern Ireland Implementation Plan 2014-2016 identifies issues such as being able to move around safely and independently and access to public transport as the most common issues raised by blind and partially sighted people.


2.4.6 While there has been significant investment in the public bus and rail network as well as the pedestrian environment, further work is required to improve the design of services and their delivery to blind and partially sighted people. In particular, improvements are required to ensure adequate assistance is available, information is provided in a range of accessible formats and modifications are made to station buildings.

Accessible transport interventions


2.4.7 Various interventions have been developed to help reduce many of the barriers faced by blind and partially sighted people, such as the pilot audio visual systems on Metro buses in Belfast and the provision of training to drivers. Further interventions have been identified as outlined in the Vision Strategy: Northern Ireland Implementation Plan 2014-2016 to improve the end to end journey experience, including:


3 Summary of findings from focus groups


3.1 Introduction


3.1.1 The purpose of the focus groups, held in several locations across Northern Ireland, was to give service users the opportunity to raise issues and share their experiences of using public and community transport. Detailed case studies of five blind and partially sighted people have also been drawn upon to provide additional evidence. While the issues and needs raised by focus group and case study participants varied depending on age, location, disability and other mobility issues, four key themes were identified and will be addressed in this summary.


3.2 The need to travel


“I just want a good service so I can be as independent as possible” – Pauline, case study


3.2.1 Those attending the focus groups were all regular users of public transport, community transport or in some cases both. The attendees came from a variety of locations across Northern Ireland, both rural and urban, with varying availability of transport in their areas. Some highlighted their need to travel to and from work on a regular basis while others explained the need to get from their town or village to other towns and cities. Motivations for travel included leisure activities such as day centres and classes, visiting friends and relatives and everyday errands such as shopping. A particularly important reason was the need to attend medical appointments; in addition to sight loss, many participants had both related and unrelated health conditions which require regular medical appointments.


3.3 Barriers to travel


“I was 25 years old, fully sighted and then within six months, I was totally blind. I went from someone who was completely independent to someone who relied on other people dropping me off places or using public or rural transport” – Pauline, case study


3.3.1 It is clear from discussions at the focus groups and from case study evidence that the barriers to travel for blind and partially sighted people in Northern Ireland are many and varied. Here, we discuss these barriers and their implications in more detail, separating the issues into four categories: affordability, availability, accessibility and awareness.

Affordability


“You can only use it [rural transport] twice a week; after that the cost for me to go in to Newry, the nearest city, is £25 each way” – Pauline, case study


3.3.2 The subject of concessionary travel was widely discussed by all of the focus groups. Particular attention was drawn to the lack of concessions for companions as this raises the cost of travel. It was pointed out that in the Republic of Ireland there is a companion’s pass, which allows companions to travel free of charge. One delegate suggested that a similar system in Northern Ireland “would give blind people more confidence to use public transport”. Another delegate stated that they did not use public transport as: “it is expensive as I am on a very low wage; I can’t afford to travel with my whole family. A companion’s pass would lower the cost for people in this situation.”


3.3.3 Many focus group attendees also raised questions over the eligibility criteria for SmartPasses, and whether partially sighted people should have the same benefits as blind people. Currently, partially sighted people are only eligible for half-fare SmartPasses while the Blind SmartPass allows free travel. A DRD representative who attended several focus groups pointed out that according to the DRD statistics, the Blind SmartPass is the most used due to the lack of travel options for this user group. However, it was also pointed out that partially sighted people often have the same limitations as blind people in this area, as they are unable to drive and therefore have an equal need for public transport. The fact that those using half-fare passes are unable to purchase a return ticket was a subject of some frustration at the focus groups, with one delegate calling the scheme “ridiculous” as going to the ticket office at either end of a journey is complicated and time-consuming for a partially sighted person.


3.3.4 Community transport was also brought up several times, with costs of longer journeys being particularly off-putting for users; for instance, one delegate had to pay £25 for a single journey. Participants in Omagh reported that community transport can cost as much as taxi journeys for shorter trips, while other participants simply wanted clearer information about journey fares to be available in their preferred format. There was also negative feedback on the introduction of a cancellation charge by the Disability Action Transport Scheme, as many community transport users are often forced to cancel bookings due to unpredictable health: one focus group participant stated that “we do not know when we are going to be sick and the cancellation charge is unfair”.

Availability


“There’s no public transport that directly services my village; it’s either a 40 minute walk to the main road for the nearest bus stop or a lift from my partner.” – Michael, case study


3.3.5 The problem of availability, though less specific to visually impaired people, was also widely discussed in all of the focus groups. In terms of public transport, rural dwellers and even those living just outside city centres stated that the lack of evening and weekend services due to budgetary cuts caused problems for them. One focus group attendee expressed the need for rural services to be “available for longer and at a similar level to urban areas”.


3.3.6 Regarding community transport, though it was widely acknowledged that it is an essential and generally well-run service, some participants felt that the pre-booking requirements limited the journeys they could make. One case study participant, who has diabetic retinopathy, said that though community transport is available to him, he is “never in a position [to book in advance]” and has therefore “never used the service”.


3.3.7 Another commonly raised issue was the inconsistency in the availability of community transport in different areas. Some delegates found it frustrating not being able to take community transport to hospital appointments in a certain area. One case study participant living in a rural location said that “the problem is when you hear about other people living in different places getting a better service than you” while another highlighted that “there is a need for consistency across the region”. One focus group participant suggested that Door to Door transport “needs regional investment to improve availability”.

Accessibility


“While [audio on buses in Belfast] is good I still wouldn’t be confident enough to hop on a bus without speaking to someone myself to check” – Joy, case study


“Announcing buses arriving at certain bays would really help at bus stations […] I have actually missed a bus in the past because it stopped in a different place and no announcement was made.” Alex, case study


3.3.8 In terms of accessibility, the most commonly raised issue at the focus groups was the lack of audio announcements on buses, which have so far only been introduced on limited services. A case study participant who moved to Northern Ireland from the United States was “shocked that there weren’t the same announcement systems here”, while a focus group participant stated that “if we had audio on buses we would use them a lot more”. It was widely agreed across all of the focus groups that a wider introduction of audio announcements would make bus travel much easier for blind and partially sighted people. One case study participant even described the audio system on trains as “superb”.


3.3.9 Where audio announcements on buses are not available, a number of participants suggested that other measures need to be in place in the intermediary period to ensure that drivers can make journeys as accessible as possible for blind and partially sighted passengers. A case study participant, who admitted to be a very nervous traveller on public transport, stated that these measures could be as simple as drivers “just speak[ing] to you and tell[ing] you which stops are coming up”.


3.3.10 Many of the focus group and case study participants spoke in detail about the problems they face navigating bus stations due to the lack of audio announcements. One reported having missed a bus “because it stopped in a different place and no announcement was made”, while another said that though Lisburn bus station has an audio system installed, it is rarely used. Having repeatedly made his difficulties known to the station, he said “I feel so frustrated and angry that they have done nothing for me”.


3.3.11 Signage was also an important issue. Participants stated that some bus stations and stops lack accessible signage and that large print notices and timetables, appropriate colour contrast and more destination signs would be a useful introduction. A case study participant pointed out that he is “unable to distinguish between the pictures on the toilet doors, while a focus group delegate said that “the needs of the transport users should be considered in the design, not the needs of the designers”.


3.3.12 Online accessibility was also mentioned, in particular making sure websites and apps are easy to use and to navigate for people with sight loss. It was suggested that any “revamp” of transport websites should include the input of RNIB NI. One case study participant pointed out that the Translink website “is not very user friendly for someone using magnification software” and even suggested the development of a GPS app “in consultation with blind and partially sighted people”; similar views were expressed in the focus groups.


3.3.13 In terms of physical accessibility, though most buses are now low-floored, some participants still had problems with “high and narrow” buses, for example on school services. The common issue of other passengers leaving obstructions in the aisle raises the important issue of awareness amongst the general public. Infrastructural problems were also brought up within this category, such as safety concerns for people with sight loss getting on and off buses on busy roads, a lack of safe crossings in certain areas, overgrown trees and other such obstructions on pavements and raised kerbs.

Awareness


“Maybe awareness training for staff would be a good idea as they are not always aware of the particular issues for people who are blind or visually impaired. An example of this is when you ask for assistance they point at something or in a particular direction instead of offering to guide you. A bit of education could really help with a lot of these issues” – Alex, case study


“The Translink employees working in the train stations are excellent and quite helpful. I am reluctant to ask for assistance, but so far I manage perfectly fine” – Adrian, case study


3.3.14 Several focus groups raised points about the need for more pervasive acceptance and consideration for blind and partially sighted people. The need for driver and transport staff training was the most commonly raised point; it was widely felt that improvements in this area would make a lot of difference. Many focus group participants felt that some form of visual awareness training – already successful where implemented – should be rolled out to all transport professionals, with one case study participant saying that “in this day and age of training for any job, visual awareness training should be compulsory for all bus drivers and staff”. There were some suggestions of what such training should involve: one focus group participant suggested that “staff training should place the onus on staff to ask” rather than waiting to be asked for help, and another suggested allowing staff to experience the difficulties faced by people with sight problems through the use of simulation spectacles. For many participants, it simply comes down to the awareness that drivers must communicate; according to one participant, “we do not want to have to broadcast to the driver that we are blind. Another focus group delegate pointed out that “training drivers in customer care can be done easily and doesn’t require expensive or complicated technology”.




3.4 The differences between rural and urban transport


“Unfortunately it doesn’t always run smoothly; only a matter of weeks ago I had rural transport booked for a trip into Newry, for both a hospital and dental appointment. However, on the evening before these appointments I got a call to say it had been cancelled.” – Pauline, case study


3.4.1 The main difference between transport for urban and rural dwellers is clearly the frequency and availability of public transport, which is less for those living outside of city centres. The importance of community transport for rural dwellers was raised by many participants, as it was often the only way to get out of the house or journey to places with better public transport links.


3.4.2 The most common issue concerning transport for rural dwellers was availability. One focus group participant pointed out the lack of public buses at weekends and in the evenings in their area, though this problem is also common across rural Northern Ireland. Another participant expressed the desire for rural transport services to “be available for longer and at a similar level to urban areas”. All of this evidence shows that people with no private transport who live in rural areas – and especially those with disabilities such as sight loss – are disproportionately isolated by public sector cuts to transport.


3.4.3 Community transport is, of course, a valuable resource for blind and partially sighted people living rurally. Feedback on community transport – especially on staff and volunteers – was extremely positive, with one participant saying “I couldn’t praise the staff enough, they have become like family” and another saying “I couldn’t get out the door without the service”. However, as previously mentioned, limitations on the availability of community transport schemes can cause problems; for example, some schemes limit trips to two per week and all require advance booking. A few participants expressed their concern over the future of community transport and how it may be further reduced due to budgetary constraints.


4 Summary of findings from telephone interviews


4.1 Introduction


4.1.1 The backgrounds and issues of the 25 interviewees varied greatly. Although all had sight loss in common, other factors – sometimes related, sometimes not – were often cited to explain their difficulties in accessing transport. These included both related and unrelated health conditions such as arthritis, diabetes and depression, living in a rural location and being unable to travel alone due to it being too dangerous or difficult.


4.1.2 As with the focus groups, the reasons for travel varied greatly from person to person due to varied demographics. Reasons included accessing work or education, attending health appointments, socialising and visiting relatives.


4.1.3 The barriers to travel that were mentioned often corresponded with those discussed in the focus groups. Many stated that they found it difficult to keep track of where they are on bus services due to the lack of announcements in most areas; this is particularly problematic when travelling on unfamiliar routes. Driver awareness was also mentioned as an issue for some, though it must be noted that while 8% of respondents gave negative feedback on public bus drivers, 40% had positive things to say. In terms of accessibility, the lack of consistency between buses across Northern Ireland was brought up, some being high-floored and therefore more difficult to access. Poor signage and access to information was also a common criticism.



4.2 Question 1: What does this prevent you from doing?

Hours of service


4.2.1 When respondents were asked what the current systems with regard to accessible transport prevented them from doing, the dominant response related to the limited hours of transport available to them. Getting out during the evening and at weekends is particularly difficult for those living in rural locations. One respondent said “it can be difficult to get from A to B in the evenings, which is frustrating when my friends are doing something and I can’t come”. Some respondents mentioned that even living just a few miles outside of city centres meant that public transport is unavailable in the evenings.


4.2.2 One respondent, living in a rural area, said that she has to catch “three buses there and two buses back” from hospital appointments, while another said that she has to pay for a taxi as the alternatives would be having to “walk four miles to the railway station” or “walk to the bus station which is one and a half miles away”.


4.2.3 Others mentioned their dislike of relying on others when public transport is not available. One respondent said that she felt so limited by the transport available in her rural location that she had in fact decided to sell her house and relocate in order to “have a better quality of life”. Even some respondents who said that they did not feel at all limited by transport stated that they would find it much more difficult if they lived in a rural location. One interviewee said “it can make me feel isolated, but if I lived in a rural area it would be even worse”.


Planning and access to information


4.2.4 Another difficulty related to the amount of organisation that has to go into planning a journey for many visually impaired people. One respondent relayed that she had had to cancel an appointment recently as she “couldn’t face” the amount of planning that would have had to go into the journey. She referred to unfamiliar journeys as “a huge transport planning exercise” that must be planned “down to the smallest level of detail”.


4.2.5 Others mentioned the inconvenience of having to book up to a week in advance for community transport journeys, with one respondent saying “I don’t know what I’m doing the next day!” and another mentioning occasions when he has had to cancel due to unpredictable health. This can be further complicated by the limited number of places in vehicles; one respondent is often prevented from going to swimming classes he has already paid for when he does not manage to book a community transport journey.


4.2.6 Digital accessibility was also raised, with some respondents criticising the Translink website and app, saying that it is “not very intuitive” and can make planning difficult. Another suggested that companies should consult with disabled service users “from day one” when designing websites and apps, as this would make it “a lot easier for everyone”.

Staff awareness


4.2.7 Most respondents who mentioned transport staff were very complimentary. One respondent appreciated that drivers “almost always get off the bus to help me on” and “stop as near as possible to where I am standing”. Another described Translink drivers as consistently “amiable” and “courteous”, and it was also pointed out that community transport drivers “always make an effort to help”.


4.2.8 However, some respondents reported negative experiences. On rare occasions people had been prevented from making their journey by staff failings. One stated that “driver awareness can actually impact whether or not you get on a bus”, while others recounted times when platform or bus stop changes had not been announced, or when drivers were unable to recognise that they were visually impaired and did not understand their needs.


4.3 Question 2: How does this make you feel?


4.3.1 There were many emerging themes from this question, the most common being isolation. Many respondents reported feeling “trapped”, “useless”, “isolated” and even “stuck like a baby”, often stating that this kind of isolation made them feel “depressed”, “lonely” or “frustrated”. Some respondents mentioned occasions in which they had been unable to join others for an event or gathering, making them feel even more left out and disappointed.


4.3.2 This is linked to another very common theme: the dislike of being reliant on others. Many respondents find this very frustrating as it goes against their instinct to be independent; one respondent says that she “hate[s] relying on others to get around”. Most respondents stated that they try to be independent when they can but when it is not possible it can have a very negative emotional impact, with one respondent saying that he feels “spoon-fed”. The respondents who explicitly stated that they never feel isolated or reliant on others were those who had good access to frequent transport.


4.3.3 When respondents discussed how they felt when using transport, the key theme was “frustration”. One respondent said that while he is now used to it, he started off feeling “annoyed, confused and upset”. Others reported feeling “concerned about getting lost” or feeling more “vulnerable” when using a bus. The scale of frustration towards travel difficulties ranged from one respondent saying that it is “just a bit of a hassle” to others reporting that they feel “angry” and indignant that they are not “treated equally to other people”. One respondent said that visually impaired people can feel like “second class citizens” when things are clearly not designed with them in mind. Another shared the view that “a lot of people try to say that it doesn’t affect them emotionally but it does”, as people are always thinking “if only”.


4.3.4 Some respondents stated that although they are used to getting around and find it easy enough, they would find it much more difficult if they were blind rather than partially sighted – just being able to pick out landmarks on a bus route can really make a difference.


4.3.5 There was a lot of positive feedback on community transport schemes, with respondents stating that drivers clearly had awareness training and that it is also a “great option from a social perspective”. One respondent said that while he could order shopping online, “it’s much more pleasant to get out and about and talk to people” and that community transport “really helps people who are otherwise isolated, especially in more rural areas”.


4.3.6 Others had a stoical view, stating that blind and partially sighted people must be prepared to ask for help and / or indicate through other methods (such as carrying a cane, use of a guide dog, and/or displaying their travel pass so that people know to help).


4.4 Question 3: What effects, if any, do you feel that this has had on your health?


4.4.1 Only one fifth of the interviewees explicitly stated that access to transport had affected their health in any way. However, many more – almost half – reported negative emotional impacts such as feeling “isolated”, “despondent” and “frustrated”. There were varying perceptions amongst respondents as to whether this affected their mental health.


4.4.2 Of the respondents who did report effects on their health, the majority referred to mental health rather than physical wellbeing. One respondent stated that his “mood problems” were a result of a combination of things but that poor transport “doesn’t help”, while another stated that a lack of access to transport sometimes affects his existing depression and leaves him feeling “a little left out”. Another said that while the impacts are emotional, “I find my mental mood has an effect on my physical wellbeing and vice versa”.


4.4.3 Some respondents, who were currently satisfied with their access to transport, mentioned positive outcomes in terms of mental and physical wellbeing. These related to community transport; one respondent stated that there had been no ill effects on her health because of the availability of Door 2 Door. Another respondent noted that her health had improved since starting to use community transport, saying “I can exercise more and become more involved socially” and that it had “really improved my health and wellbeing”. However, she did mention her worry that her access to community transport would decrease with future funding cuts.

5 Recommendations


The principal aim of this report is to understand the barriers blind and partially sighted people face in Northern Ireland in terms of accessing both public and community transport, and to propose appropriate actions to combat these issues. From the evidence gathered the most common obstacles relate to the following themes:



Across the research carried out through focus groups, telephone surveys and case studies, many participants indicated that the above issues can affect their social, mental and physical wellbeing. Ultimately, this has the effect of further isolating blind and partially sighted people and damaging their independence and inclusion in society.


The RNIB Group Strategy 2014 – 2019 has both inclusion and independent living as strategic priorities for improving the lives of blind and partially sighted people, advocating a society in which “blind and partially sighted people are able to get out and about confidently and safely on their own terms”. This report will therefore assist RNIB NI’s priorities of creating a society which welcomes and includes blind and partially sighted people and enables them to participate equally and independently in society.


This section of the report puts forward a number of recommendations that address the issues communicated by blind and partially sighted people and outlines their relevance to the priorities identified within RNIB, VI Sector and Government policies.


5.1 Affordability

Table B: Recommendations 1 to 4

Summary of issue

Recommendation

Eligibility for concessionary passes:

Currently partially sighted people are limited to a Half Fare SmartPass, whereas the Blind SmartPass allows free bus travel

Recommendation 1:

We recommend that the eligibility criteria for free travel should be extended to people who are partially sighted, taking into account that transport options for partially sighted people and blind people are equally limited.

Concessionary passes for companions:

Many blind and partially sighted people find it too difficult or dangerous to travel alone, but companions or carers of disabled people are not currently entitled to concessionary travel in Northern Ireland.

Recommendation 2:

We recommend free travel for companions/carers of blind and partially sighted passengers, therefore encouraging blind and partially sighted people who do not wish to travel alone to get out and about.


Cost of rural and community transport:

Cuts in funding to rural and community transport have forced some providers to raise fares and introduce cancellation charges.

Recommendation 3:

Adequate government funding for community transport must be maintained. It is vital that these services remain cheaper than or competitive with taxi fares from rural areas, and are able to demonstrate their added value for individuals with disabilities.


Recommendation 4:

The cancellation fee introduced by some community transport services should be abolished, taking into account the unpredictable health of many community transport users. Instead, steps can be taken to implement a method of filling cancelled spaces from a passenger waiting list.


Key strategic links


DRD Accessible Transport Strategy for Northern Ireland (2005-2015):

RNIB Group Strategy 2015-2019:

DRD – Ensuring a Sustainable Transport Future: A New Approach to Regional Transportation:


5.2 Availability

Table C: Recommendations 5 to 6

Summary of issue

Recommendation

Insufficient evening and weekend public transport services:

For many people living in rural areas or outside of city centres, budgetary cuts have caused a reduction in the availability of public transport during the evenings and weekends. This isolates blind and partially sighted people and in many cases has a negative impact on their wellbeing.

Recommendation 5:

We recommend that Translink carries out an audit of the bus services provided to these areas, which should be overseen and approved by the DRD. More frequent bus services would allow blind and partially sighted people to live as independently as possible.

Consistency between community transport providers:

The community transport services available in different areas are viewed as a “postcode lottery” as the availability and frequency of community transport is inconsistent between different areas of Northern Ireland.

Recommendation 6:

A strategic and consistent approach to community transport provision should be available in all areas of Northern Ireland, made possible through DRD accountability for community transport policy and the continued funding of community transport services under the responsibility of the Department for Regional Development (as stated in Recommendation 3).


Key strategic links


DRD – Ensuring a Sustainable Transport Future: A New Approach to Regional Transportation:

DRD Accessible Transport Strategy for Northern Ireland (2005-2015):


5.3 Accessibility

Table D: Recommendations 7 to 14

Summary of issue

Recommendation

Lack of audio announcements on buses:

A lack of audio announcements on most bus services in Northern Ireland makes bus journeys for blind and partially sighted people more challenging.

Recommendation 7:

Given the immense popularity and success of the introduction of audio announcements on selected Translink services in Belfast, we recommend that audio announcement systems are introduced on all bus services across Northern Ireland in the belief that the benefits of safer and less stressful journeys outweigh the implementation costs.

Inconsistent use of audio systems within bus and train stations:

Though audio systems are available in many bus and train stations across Northern Ireland, they are not always used, causing confusion and travel complications for blind and partially sighted people trying to navigate stations.

Recommendation 8:

We recommend that any audio systems is used to its full capacity in order to maximise the benefits for those who rely on announcements to find the correct bus or make a connection, supporting the accessible end to end journey approach.

Accessible journey information:

Timetables and signage are not always provided in appropriate large print and colour contrast, making access to journey information much more difficult for partially sighted people.

Recommendation 9:

All signage and timetables in stations and stops should be designed with the input of RNIB and service users and with their accessibility needs in mind.


Recommendation 10:

Timetables and printed information should be readily available to blind and partially sighted people in their preferred format (such as large print and braille).

Accessible technology:

Online travel information for Northern Ireland is very difficult to read and navigate for blind and partially sighted users. Insufficient use is being made in Northern Ireland of other existing technologies that would help blind and partially sighted people with their end to end journeys.

Recommendation 11:

We recommend that Translink redesign their website in consultation with RNIB NI and blind and partially sighted transport users.


Recommendation 12:

A Smartphone app should be developed with the aim of making train and bus travel in Northern Ireland easier and more accessible for blind and partially sighted bus users. Service users should be directly involved in the design of the app - from the pre-design through to testing and launch. Shared learning of the achievements of others which relate to app design, such as that of Lothian buses, could enable passengers with sight loss in Northern Ireland to navigate public transport more independently and therefore benefit from the services on offer. Some of the benefits of the Lothian Buses app include: allowing the app user to point their phone in any direction and, if a nearby stop is within the ‘range’ of the phone’s direction, the phone will announce the name of the stop, the services that stop there and how far away it is.


Recommendation 13:

Translink should ensure that Talking Sign System technology is installed across bus and train stations as well as bus stops in Northern Ireland. Talking Sign Systems provide blind and partially sighted people with travel information throughout their journey, operated by a trigger fob that automatically sets off messages as the user approaches speaker units along their journey.

Physical accessibility:

Though most buses are wheelchair accessible, some are still high-floored and difficult to board. This is unsafe for blind and partially sighted people accessing bus services on busy roads.

Recommendation 14:

Translink should ensure that all of its high-floored buses are replaced as soon as possible to accommodate the accessibility needs of blind and partially sighted people (as well as wheelchair users and people with other disabilities).


Key strategic links


UK Vision Strategy 2013 – 2018

Vision Strategy: Northern Ireland Implementation Plan 2014 – 2016

RNIB Bus Guide and Charter:

RNIB Group Strategy 2015-2019:

DRD – Ensuring a Sustainable Transport Future: A New Approach to Regional Transportation:

DRD Accessible Transport Strategy for Northern Ireland (2005-2015):

OFMDFM Disability Strategy 2012 – 2015:


5.4 Awareness

Table E: Recommendations 15 to 17

Summary of issue

Recommendation

Driver awareness:

If a driver or member of transport staff has poor awareness of how to respond to a blind or partially sighted person’s needs when using public transport this can have a very negative impact on that person’s end to end journey.

Recommendation 15:

We recommend that DRD, Translink and all community transport providers in Northern Ireland sign up to RNIB’s Bus Guide and Charter, which will ensure comprehensive and consistent accessibility criteria across the board.


Recommendation 16:

We recommend that “Stop for Me, Speak to Me” access advice sessions should be delivered to Translink and community transport providers through RNIB NI’s Campaigning Active Network.

Recommendation 17:

As recommended in the DRD’s Accessible Transport Strategy, appropriate accredited disability equality and awareness training should be delivered to transport staff. We recommend that DRD incorporates ‘Visability’, a dedicated visual awareness module delivered by RNIB NI to ensure that the needs of people with sight loss are taken into account.


Key strategic links


Vision Strategy: Northern Ireland Implementation Plan 2014 – 2016

Stop for me, Speak to me: RNIB bus campaign report

RNIB Bus Guide and Charter

OFMDFM Disability Strategy 2012 – 2015:



5.5 RNIB NI’s strategic relationship with DRD


Recommendation 18:

We recommend that the DRD work together with RNIB NI in the development of the new Accessible Transport Strategy and that the 17 previous recommendations outlined in this report are reflected in that strategy. We would also recommend that RNIB is identified as a strategic partner to the DRD throughout the development and implementation of its actions during the lifespan of the new Accessible Transport Strategy.

6 Conclusion


From this research, it is clear that blind and partially sighted people using the transport system in Northern Ireland face a multitude of obstacles, creating barriers to their independence. These difficulties are exacerbated in times of austerity when transport is, for many, under-funded and infrequent. The report’s recommendations draw on valuable first-hand evidence provided by blind and partially sighted people across Northern Ireland and fully support RNIB’s Ambition of:


“Making every day better for everyone affected by sight loss: by being there when people need us, supporting independent living, creating an inclusive society and preventing sight loss”


However, it is important to note that blind and partially sighted people in Northern Ireland risk further isolation and exclusion if the measures outlined in this report’s recommendations are not implemented. On the other hand, adopting these recommendations would have an extremely positive impact on the integration, inclusion and independence of people with sight loss. It is important that RNIB NI, other sector organisations, DRD, Translink and community transport providers work together to achieve these goals.

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ACCESSIBLE APPS FOR IOS DEVICES BY JOLENE NEMETH
ACCESSIBLE FORMATS DIRECTORY UPDATED OCTOBER 2013 UPDATED 2011 INDEX
ACCESSIBLE FORMATS PROVISION OF DHS MATERIALS IN ACCESSIBLE FORMATS


Tags: northern ireland, strategy: northern, northern, research, ireland, transport, accessible, report