Engineering audit: The Thistle Foundation, Edinburgh
A5.70 On the 7 th September, 2005 a researcher from Napier University accompanied a resident of the Thistle Foundation, Edinburgh (P1) and his carer on a bus journey from the Thistle Foundation to Meadowbank, via Musselburgh. This is a journey made by P1 and his carer every Wednesday in order for him to reach his workplace (at Sainsburys, Meadowbank Retail Park).
A5.71 P1 is aged 23 years, uses an electronic wheelchair user and has a quite severe learning disability. P1 starts work at 11 a.m. and leaves the Thistle Foundation at 9:10 a.m. to catch the 9:30 number 30 bus, interchanging at the Newhailes Rd/North High St/Edinburgh Rd. junction onto either a number 26 or 44 bus to Meadowbank.
A5.72 The actual bus journey takes approximately 1 hour (including interchange). Based on previous experience P1 and his carer allow for additional travel time in case they are unable to board buses due to wheelchair space already being occupied.
A5.73 A shorter, more convenient route is available, interchanging at Princes Street and then onto Meadowbank, although past experiences of attempting to use this route found that the buses are typically full and wheelchair spaces usually occupied (at the times P1 would like to use) which prevents P1 from being allowed to board.
Walk from Thistle to Bus stop on Niddrie Mains Rd
A5.74 In order to reach the bus stop, it is necessary to walk along a short section of Niddrie Mains Rd, cross over and then walk to the bus stop (around 200m total journey).
Engineering summary
A5.75 Outside the Thistle Foundation the pavement surfaces are of poor quality with intermittent dropped kerbs (see Fig A5.10). In many places along this section paving slabs are loose and/or cracked with gap/holes in some sections.
A5.76 A signalised crossing facility is provided with an approximate 120 second delay before the pedestrian phase is activated. Approximately 10 seconds crossing time is allowed to cross over the road area of about 7m width.
A5.77 The bus stop on Niddrie Mains Road is unimproved with no accessible shelter (for a wheelchair user) and no raised kerb is provided to assist boarding of buses (see Fig Fig A5.11), nor is there a bus stop clearway to prevent parking at the bus stop.
Fig A5.10: Pavement section on Niddrie Mains Road
User evaluation
A5.78 P1 stated he did not feel safe travelling along Niddrie Mains Road due to the unevenness and gaps in the pavement area. This made his journey uncomfortable (due to been jolted in his chair) and more difficult for his carer who is required to push/guide the wheelchair. P1 also commented on the uncleanliness of the pavement area due to the amount of litter typically strewn around.
A5.79 P1 stated he did not feel safe whilst using the crossing on Niddrie Mains Road and felt a bit intimidated by the (often) high levels of traffic using this road. P1 commented that on many previous occasions whilst using this crossing, drivers drove through the crossing when the signal was showing amber, which made him feel quite nervous.
A5.80 P1 thought there could be an extra 'few seconds' allowed for him to use the crossing safely and also stated he had to be careful when using the ramps (dropped kerbs) as they could be 'deceiving' and pose a potential hazard 'if he did not get it right and went up the wrong bit'.
A5.81 P1 stated he did not feel safe or comfortable waiting at the bus stop and felt a bit intimidated by gangs of youths 'hanging' about in the immediate area (at certain times).
Fig A5.11 : Bus stop on Niddrie Mains Road
Bus journey to Musselburgh
A5.82 After an approximate 10 minute wait a number 30 bus arrived and P1 his carer and the Napier researcher boarded. The driver pulled up next to the kerb, tilted the bus, although did not lower ramp. P1 was assisted onto the bus by his carer who 'physically' tilted and pushed the wheelchair onto the bus. The driver gave P1 and his carer sufficient time to reach the allocated wheelchair space safely and time for P1 to secure himself, before pulling away. P1 did comment that on many occasions drivers pulled away as soon as he boarded buses which made him feel a 'bit scared' whilst being manoeuvred into the wheelchair space.
Musselburgh Interchange
A5.83 P1 is required to interchange at the Newhailes Rd/Edinburgh Rd/North High St junction (where route 30 first crosses routes 26/44). After alighting from the number 30 bus, P1 must traverse a short section of pavement area, cross over Newhailes Rd. and then traverse a short section of pavement area to reach the bus stop on North High Street (approximately 300m total distance).
Engineering summary
A5.84 The crossing on Newhailes Road has appropriate tactile paving and low kerbs, although of variable quality, with some sections loose or uneven. The pavement surface is of relatively good quality with only minor defects on route (a few uneven slabs).
User evaluation
A5.85 P1 stated he felt generally safe making the short journey involved in the interchange, although on some parts of the footway he felt a bit nervous due to being too close to the road and the adjacent traffic (particularly in heavy traffic conditions and in relation to lorries and buses).
A5.86 After approximately 10 minutes a number 26 bus arrived and P1 and his carer were allowed to board. The driver tilted the bus, although did not lower the ramp which meant P1's carer was again forced to physically tilt and push P1 onto the bus. The driver of this bus pulled away as P1 was half way down the gangway and P1 and his carer were forced to manoeuvre into the wheelchair space as the bus was moving.
Destination stop and journey to workplace
A5.87 After alighting at the bus stop on London road, P1 is required to traverse a short section of pavement area and crossover to enter his workplace (Meadowbank Retail park).
Engineering summary
A5.88 The alighting stop is unimproved though a bus stop clearway is provided. The signalised crossing point (on London Rd/Marionville Rd junction) has appropriate tactile paving and dropped kerbs both of high quality (see Fig A5.12). Signal button pushes are at correct height for wheelchair users. The pavement areas are approximately 2m wide and of good quality, although effective width is reduced to 0.5m around the pavement sections where bus stops are placed.
Fig A5.12: Signalised crossing on London Rd.
User evaluation
A5.89 P1 expressed no real concerns making this section of the journey, although did comment there was very little room (pavement width) provided immediately after alighting from and around the bus stop area. This meant he was forced to travel immediately next to the road area which again made him feel a bit unsafe due to the heavy traffic close by.
Bus travel in general
A5.90 P1 was asked about his experiences of using Edinburgh buses generally. He summarised by stating that for him "they (buses) are a nightmare".
A5.91 The main problems he faced concerned:
- Sometimes drivers do not lower the ramp and will say it is broken. P1 and his carer said this has happened on numerous occasions in the past, both on the journey from the Thistle Foundation to P1's workplace and also when travelling buy bus generally in Edinburgh. In these instances, without the physical assistance of his carer P1 would not be able to board buses by himself.
- Drivers pull away too quickly, which does not allow P1 to reach the wheelchair space. On these occasions P1 said he felt quite nervous due to being 'bumped about', causing him to bang into other passengers and poles/seats
- On some buses the internal layout makes it difficult to negotiate the wheelchair space, making it awkward to enter and secure the wheelchair in the space.
- In many instances the designated wheelchair space is occupied by other passengers, mostly by parents/carers of children with buggies. P1 said that very rarely will drivers ask the parent to fold down the buggy and on the times which they have, they parent has told them that the buggy will not fold down.
Travelling on pavement areas generally
A5.92 P1 is able to operate his wheelchair alone and is confident moving in internal environments, although expressed concerns about travelling alone primarily:
- Due to the condition of pavement areas (unevenness, cracks) which makes his journeys both uncomfortable and raises concerns over possible 'spills' from his wheelchair.
- The presence of various obstacles on pavement areas (e.g. rubbish bins, road work signs and advertising A-boards), which restricted his movement and sometimes forced him to travel too close (sometimes on) to the roadway, which increased his safety concerns.