Scottish Government

ANTI-SOCIAL BEHAVIOUR ON BUSES

EXECUTIVE SUMMARY

INTRODUCTION

This report presents the findings of a research study examining anti-social behaviour on buses. The overarching aim of this research is to put forward a series of recommendations on ways to tackle anti-social behaviour on Scottish buses.

The research methodology comprised five main elements:

• Literature review
• Household survey
• Survey of bus companies
• Survey of bus drivers
• Interviews with key stakeholders

BUS USAGE

• After cars, public buses are the most regularly used transport across Scotland.
• Usage of buses is generally highest among 12-18 years olds, those in urban areas, females, those within the C2DE socio-economic grouping and those not working.
• One in seven of the general public say they would travel more by bus if there was no anti-social behaviour on buses or at bus stops. It does not appear that anti-social behaviour is a key deterrent to bus usage.
• Many bus users travel by bus because of a lack of alternatives.

ANTI-SOCIAL BEHAVIOUR ON BUSES

• At a spontaneous level, anti-social behaviour on buses is associated by the general public primarily with rudeness or drunken behaviour.
• Almost three-quarters of those who had ever used public buses had first hand experience of some form of anti-social behaviour. A minority of those who had travelled by bus in the last 4 weeks had experienced some form of anti-social behaviour in that period.
• The main types of anti-social behaviour experienced by the general public were rudeness/verbal abuse, drunken behaviour, the dumping of litter/rubbish and smoking cigarettes. Types of anti-social behaviour experienced by bus drivers and company managers were largely similar although throwing objects at the bus was also widely experienced.
• Similar proportions of urban and rural respondents had experienced anti-social behaviour on buses in the last 4 weeks (although urban interviewees were more likely to have ever experienced this type of behaviour on buses).
• A majority of bus drivers and bus company managers perceived the amount of anti-social behaviour to be increasing.
• The qualitative data shows concerns on the part of bus drivers that there is an increase in the more violent forms of anti-social behaviour such as physical assault.
• Greatest proportions of the general public experience anti-social behaviour between the hours of 2pm-9pm, with the majority perceiving this to be committed equally by males and females.
• Those perceived to be most affected by anti-social behaviour were the over 60s, although it is perceived to impact equally on males and females.
• There was a general consensus among drivers and the general public that those committing anti-social behaviour were primarily aged between 13 and 24.
• A lack of alternative modes of travel impacts much more on bus usage than anti-social behaviour specifically.
• Anti-social behaviour on buses appeared to be a significant issue, with interviewees generally thinking it was getting worse (although not necessarily worse than on other forms of public transport) and feeling that the extent of the problem was not exaggerated.
• The general public also tended to feel that the law was too lenient on people who were anti-social on buses and the government should be doing more to deal with it.
• Drivers and companies interviewed felt the police did not react sufficiently quickly and in enough numbers, but recognised the financial constraints on the police.
• Drivers and companies tended to feel that increasing the number of prosecutions would act as a deterrent, and drivers were more likely than companies to agree that those charged at present were given sufficient sentences.
• Thirteen percent of the general public would travel more by bus if there were no incidents of anti-social behaviour.
• The qualitative data shows concerns about increases in levels of anti-social behaviour, in particular the more violent forms of anti-social behaviour.
• The most violent forms of anti-social behaviour (physical assault) are those that are seen as the greatest priorities by the general public, although these are the types of anti-social behaviour they are less likely to personally experience.

STAFF TRAINING

• Informal channels of training (rather than formal) are used by higher proportions of bus drivers, although bus drivers had a preference for formal channels of training.
• Over a quarter of drivers said they had no training on how to deal with anti-social behaviour.
• Almost all bus drivers (93%) wanted more training on how to deal with anti-social behaviour, although only 59% of bus company managers thought there should be more training.
• Greater emphasis was placed on informal discussions with colleagues as a form of training on dealing with anti-social behaviour by company managers than by drivers.
• A lack of training for drivers is reflected by a lack of available training budgets.
• Companies who wished to provide more training tended to say they did not do so at present due to lack of time or money, although some companies claimed to currently be looking into ways of implementing more training for bus drivers.

REDUCING ANTI-SOCIAL BEHAVIOUR ON BUSES

• In terms of specific initiatives, many bus drivers had experience of CCTV cameras, free travel to off-duty police and use of safety screens, with these measures generally felt to be effective by drivers and the general public. Having undercover police on important routes, police escorts and spit kits were also deemed to be effective.
• The three measures felt to be most effective by bus company managers were a dedicated police officer in each force, CCTV cameras and undercover police on important routes.
• The qualitative and quantitative data both suggest that there needs to be a range of initiatives in place to deal effectively with anti-social behaviour.
• Emphasis is placed on the need for partnership working between different organisations in order to effectively deal with anti-social behaviour.
• Education at as early an age as possible is perceived to be an important element in tackling anti-social behaviour, with school-based initiatives being particularly welcomed by a number of stakeholders.
• Many bus company managers found it hard to provide data in relation to the cost of anti-social behaviour.
• Where figures can be provided, these relate primarily to more tangible aspects of anti-social behaviour such as actual damage to buses or property.
• Key areas of expenditure for most bus companies in relation to anti-social behaviour were repairing windows or seats, removing graffiti and other cleaning costs, and operating extra vehicles to cover for vehicles out of action due to anti-social behaviour.
• There is very limited data available on the impact of anti-social behaviour on the recruitment and retention of bus company staff.
• The most popular measure on which money was spent in the last year was CCTV cameras on buses. Other expenditure related to dedicated police force contact, safety screens and diversionary approaches.

THE WAY FORWARD

• Improve reporting of incidents by bus drivers and companies to ensure accurate data on frequency and nature of incidents is available.
• Wherever possible, information also to be kept on the type of individual committing each act of anti-social behaviour.
• Detailed records of costs relating to anti-social behaviour to be kept by bus companies.
• Increase training for drivers (both as part of initial training and on an on-going basis).
• Increase partnership working across organisations dealing with anti-social behaviour on buses.
• Ensure focus on educational initiatives to ensure that the correct messages regarding anti-social behaviour are disseminated at an early age.
• Make sure bus drivers and bus companies feel adequately protected, both in terms of initiatives and the legal system.
• Introduction of a range of different initiatives encompassing physical, preventative and diversionary approaches.
• Ongoing assessment of the cost-effectiveness of different initiatives, particularly those involving diversionary approaches.
• Share good practice across bus companies.
• Increase number of prosecutions for anti-social behaviour.