Ballantrae Court Sheltered Housing audit and Focus Group: Ballantrae Court, Glasgow
A5.125 On 24 th August 2005 at around 2.30 pm two researchers from Napier University met and escorted two residents from Ballantrae Court, Glasgow on a bus journey to Glasgow city centre (Argyle St at the St Enoch centre). After a short break for refreshments the return journey was made on foot.
A5.126 Ballantrae Court is a sheltered residential home on Argyle St in Glasgow, a short distance west of the M8 motorway and Central Station. The scheme was opened in 1984 and contains 44 self-contained flats of various sizes.
A5.127 Participant 1 (P1) is a wheelchair user, although he can stand up for short periods if necessary (e.g. to read a bus timetable at a stop). He also has problems in speaking. He has both manual and electric wheelchairs. His most frequent journeys are from Ballantrae Court to Partick, to visit friends (about twice a week), and from Ballantrae Court to Glasgow city centre, to the shops. He takes the bus to Partick once a week with the help of his carer, and otherwise goes on his own in his electric wheelchair. He goes on his own in his wheelchair to the shops in town. He has fallen out of his wheelchair on three occasions due to poor footway surfaces, once when he was on his own - he had to rely on passers-by to help him back up.
A5.128 Participant 2 is also a wheelchair user, currently using an electronic wheelchair. P 2's most frequent journeys are from Ballantrae to Glasgow city centre, although these journeys are made primarily in her wheelchair. P 2 also uses taxis for this and other journeys on a fairly regular basis, and she thinks taxis are a lot easier to use than local buses. The last bus journey P 2 had made prior to our visit was 18 months previously and made in a manual wheelchair.
Route to City Centre
Engineering summary
A5.129 The nearest bus stops to Ballantrae House are on St Vincent St, about 300m away. To reach the bus stop participants must walk along Argyle Street turn right up Elderslie Street and cross over St Vincent St (see Fig A5.18). The footway environment is of variable quality. The surfaces on Argyle Street have recently been renewed and are in good condition (see Fig A5.19).
A5.130 The pavement surfaces on Elderslie St and St Vincent St are in much worse condition with several sections in bad repair, cracked and uneven (see Figs A5.20 and A5.21).
Fig A5.20: Elderslie St. pavement section
Fig A5.21: St Vincent St. pavement section
A5.130 In order to reach the bus stop Ballantrae residents are required to use the crossing facility at the junction of Elderslie St/St Vincent St (see Fig A5.22). Tactile paving is provided, although a couple slabs were loose at both ends of the crossing facility (see Fig A5.23). Dropped kerbing is provided at both ends of the crossing although it is loose in some parts (see Fig A5.24). The road surface is of poor quality in some sections (cracked and uneven- see Fig A5.22). The pedestrian phase is activated after a delay of approximately 120 seconds and pedestrians are allowed 10 seconds to cross.
Fig A5.22: Crossing facility on St Vincent Road
Fig A5.23: Tactile paving on Elderslie side of St Vincent Street crossing
Fig A5.24: Tactile paving and road condition of St Vincent Street side of crossing
User evaluation
A5.131 The walk to the bus stop from Ballantrae Court was a journey both participants had made many times in the past and could both make unassisted. Neither participant expressed any concerns over the condition of the pavement surface on Argyle St., although they did comment on the pavement surfaces on both Elderslie St and St Vincent St. P1 recounted two times previously when his wheelchair had tipped over, and he "had come down with a clatter!". P2 also expressed some concerns when travelling on this section of the journey due to bumpiness/unevenness of the pavement area. This made movement difficult for her in certain sections causing her wheelchair to 'get stuck' resulting in her 'nearly' falling out of her chair on several occasions.
Crossing at signalled junction of Elderslie Street and St Vincent Street
User evaluation
15.132 P1 is able to negotiate the crossing point of St Vincent St alone ("as long as I go fast in my electric wheelchair" because the crossing time is not long). P2 also commented that there was not enough time to cross safely, which resulted in her having to 'rush' across. Both participants were forced to take a circuitous route to avoid cracked paving stones and a large kerb upstand.
A5.133 Upon crossing road participants are required to walk along St Vincent Street for about 30m to reach the bus stop. The placing of utility poles presented problems for P2 manoeuvring her wheelchair (see Fig A5.25).
Fig A5.25: Pavement area on St Vincent Street
A5.133 Both participants expressed safety concerns over the speed of adjacent traffic on St Vincent road when making this part of the journey, especially at certain times of the day (morning/evening peak periods).
Bus stop assessment
Engineering summary
A5.134 Bus services to the city centre operate at approximately 10 bph, during daytime peak hours, with a reduced service at night and weekends. No raised kerb is provided for boarding and although a full length clearway is provided, two vehicles were observed to stop in it during the 15 minute survey time. The shelter provides little protection from SW wind, or rain.
A5.135 Paper based timetable information was available but in a vertical panel so some is out of sight for a person in a wheelchair. A RTPI display is provided, although at the time of the audit it was in test phase. Bus service numbers were not shown on flag.
User evaluation
A5.136 P2 commented that in general she felt safe waiting at the bus stop, although stated she could not see a lot of the information, due to the font size and placement of information (i.e. too high).
Fig A5.26: Bus stop on St Vincent Street
Bus journey to city centre
A5.136 The first bus that came, after a three minute wait (62, operated by FirstGroup) had two buggies parked in the wheelchair space on the nearside of the bus and the driver would not allow either of the participants (with researchers) to board. He did not ask the passengers with the buggies if they would be prepared to fold or move them, although the Department for Transport's Public Service Vehicles (Conduct of Drivers, Inspectors, Conductors and Passengers) (Amendment) Regulations (2002) (referred to in the rest of this report as the " PSV Driver Conduct Regulations") (available at www.opsi.gov.uk/si/si2002/20021724.htm ) require him to do so.
A5.137 There was space on the second bus and the driver allowed P1 and a researcher to board. He kneeled the bus but did not deploy the ramp nor offer to do so, although there appeared to be no safety or other reason not to deploy it. The driver waited until Participant 1 was approximately in the wheelchair space but did not wait until Participant 1 was fully secured before moving off. This was again in contravention of the PSV Driver Conduct Regulations. Participant 1's view was that this driver was comparatively helpful.
Fig A5.27: P1 boarding bus (with assistance)
A5.138 Approximately 12 minutes later, a third bus arrived and the wheelchair space was unoccupied. The driver failed to either kneel the bus or deploy the ramp and P2 was forced to board the bus herself, with the assistance of the Napier researcher. P2 was approximately half way to the wheelchair space when the driver pulled away. It took P2 a further 2-3 minutes to safely manoeuvre herself into the correct position.
City centre bus stop
A5.139 Both participants alighted at the bus stop on Argyle Street in Glasgow city centre. On alighting, the driver gave sufficient time for Participant 1 and the researcher to exit the space when the bus was at a complete standstill. Once again, however, he made no attempt to use the ramp and P1 required the assistance of the Napier researcher to safely exit the bus.
A5.140 Upon arrival at the city centre the driver again failed to lower the ramp for P2, although sufficient time was allowed to exit the bus safely. P2 did express some concern after alighting the bus, due to the gap and height difference between the bus and pavement area.
Fig A5.28: Bus stop on Argyle Street (city centre)
Walking area to St Enoch's centre
Engineering summary
A5.141 To reach St Enoch Centre participants must walk along Argyle Street, cross over at the junction of Argyle Street/Queens Street, walk down Miller Street and cross over to enter the St Enoch Centre. The pavement areas of Argyle Street are off high quality (no cracked uneven slabs), with few obstructions, giving pedestrians 3 to 6m of clear area to walk on. At the time of the survey, scaffolding was erected on a 20m section of the south side of Argyle Street and parts of Miller Street, which narrowed the effective width of pavement areas, resulting in widths of less than 1.4m in some sections around utility boxes etc (see Fig A5.31).
Crossing of Queen St/Argyle St.
A5.142 High quality tactile paving and dropped kerbing is provided at both ends of the crossing facility. The pedestrian phase is activated after a 35 second delay (with visible countdown) although no audible signal is provided. Approximately 15 seconds crossing time is provided, which allows all pedestrians sufficient time to cross safely.
Crossing from Miller Street to St Enoch Centre ( BHS Entrance)
Engineering summary
A5.143 Tactile paving is provided on the south side of crossing and dropped kerbing at both sides. The pedestrian phases is activated after an approximate 120 sec delay and 10 seconds crossing time is provided.
Fig A5.29: Pavement area on Argyle Street
Fig A5.30: Pavement section on Miller Street to access St Enoch centre
A5.144 Both participants commented that they were able to travel around the city centre area independently safely and expressed no concerns over the quality of the pavement surfaces, aesthetic quality or amenities provided.
Fig A5.31: Reduced pavement width due to scaffolding on Argyle Street
Fig A5.32: Crossing facility on Miller Street
Access to St Enoch's Centre
A5.145 To enter the St Enoch Centre a wheelchair access ramp and automatic doors are provided. At the time of the audit, the automatic (wheelchair access) doors to the centre were out of order, although were opened manually by a member of staff to allow access, after a short (3 minute) wait.
A5.146 P2 pointed out that this occurred on a regular basis (doors not working properly) and that staff were often not present, or as quick to assist in most cases. Without staff (or members of the public) assistance P2 would be unable to open the door herself.
Return journey
A5.147 The return journey was made completely on foot and is a trip that both participants make alone on a fairly regular basis.
Engineering summary
A5.148 In general the pavements on the section of Argyle Street for the return journey were in good condition with the exception of those around the M8/Argyle St junction, where there is a wide variety of footway surfaces, kerb upstands and crossing facilities of highly variable quality.
A5.149 To return to Ballantrae Court participants were required to cross Argyle Street (near the M8 overpass). The crossing entails two road sections divided by a small centre island (see Fig A5.34). The pedestrian phase was activated after an approximate 300 second delay and approximately 20 seconds crossing time was provided. Tactile paving and low kerbs in good condition were provided at both ends of the crossing and ramped kerbs at the centre island.
User evaluation
A5.150 The return journey was made completely on foot and is a trip that P2 makes alone on a regular basis. P2 stated that she had no real problems with the journey, except for the weather conditions (short shower en route). Both participants felt safe using the crossing on Argyle Street, although P2 commented on the length of delay before the pedestrian phase was activated.
Fig A5.33 : Pavement section of Argyle Street (return journey)
Fig A5.34: Crossing on Argyle Street
Fig A5.35: Pavement section on Argyle Street (under M8 junction)
Experience with bus travel in the past.
A5.151 Both participants were asked to state their' past experiences of travelling on local buses.
A5.152 P1 stated he could use buses independently, if he could rely on:
- The driver pulling close to the kerb, kneeling the bus and putting the ramp out.
- Other passengers being willing to move if they are sat in, or have a buggy in, the wheelchair space on the bus.
- Being able to manoeuvre his wheelchair into the wheelchair space, and that the driver will allow him to do this before the bus moves off.
- Being able to make himself understood to the driver and other passengers.
A5.153 Because he cannot rely on these things happening (although sometimes they do happen), "fear of the unknown" puts him off using the bus without his carer
A5.154 The main problems experienced by P2 were similar to P1;
- Uncertainty of getting on and off the bus due to wheelchair space been occupied by parents with buggies
- Difficulties getting onto bus, due to ramp not been lowered and/or bus not stopping close enough to kerb.
- Feeling unsafe, as she is not given enough time to reach wheelchair space by drivers.
- Difficulties manoeuvring her wheelchair into space, due to positioning of pole
A5.155 P2 stated that she would like to use local buses more often, as this would represent a significant cost saving to herself. However, the problems that P2 has experienced in the past, whilst using buses acted as a deterrent for independent bus use.
A5.156 When asked if P2 had been helped by drivers in the past, she stated that she 'always had people with her' and had relied on them for assistance. When asked if she thought drivers would help her, she replied 'probably not'.
A5.156 P2 stated that she currently used taxis for most of her journeys, as this method was usually a lot quicker that using the bus, and reduced feelings of uncertainty about the time she would have to wait for a bus, and to whether she would be able to get on.
A5.157 P2 used to travel by bus when she was using a manual wheelchair, although since switching to an electronic chair, felt the bus journey would be more difficult to make due to the electronic chair been slightly larger. The main problems P2 felt his would cause involved accessing buses and been able to manoeuvre herself once on the bus to the allocated wheelchair space, and getting back off the bus.
Focus Group with residents
A5.158 A short focus group was held on 24 th August 2005 with 6 disabled residents of Ballantrae Court to discuss their experiences of using conventional and other public transport. Five of the 6 use wheelchairs and one of the wheelchair users is also blind and deaf.
A5.159 All six use the bus with carers, but only the non-wheelchair users takes the bus on his own. He has only one arm and he noted that the problem with using the bus is that drivers often fail to give him time to sit down before moving off, in spite of his disability. Other members of the group noted that this was often also the case for elderly ambulant passengers as well.
A5.160 There is little use amongst this group of Dial-a-Bus. This was because of the need to book in advance and also because the area of travel in inner Glasgow is very small and they want to go to places that the Dial-a-Bus will not take them. There was more use of taxis, independently (without a carer); participants in the focus group were complementary about the helpfulness of taxi drivers.
A5.161 In comparison, they felt that driver behaviour was the key factor stopping them from using the normal bus independently. If they could rely on all drivers drawing close to the kerb, kneeling the bus, putting out the ramp, giving them time to board, asking other passengers to vacate the wheelchair space, giving them time to secure their chair, and doing the same at the destination, independent travel would be feasible. However, whilst some drivers will do this (although use of the ramp was reported to be rare, with drivers normally asking carers to deploy manual ramps), the majority do not. One participant's carer was reported to have asked at the bus about the rules governing ramp deployment, and been told that drivers were not allowed to leave their cabs (First Glasgow). Finally there seemed to be a perception amongst the participants that automatic ramps were frequently out of order.
A5.162 The issue of other passengers often sitting, or putting buggies, in the wheelchair space was also discussed. Again, drivers rarely ask such passengers whether they would mind moving. Yet, when asked, most passengers are accommodating and understanding (although sometimes patronising!). This can mean that focus group participants may have to wait for 5 or 6 buses before one arrives with an empty wheelchair space, which makes it very difficult to rely on the bus to get to an appointment. (Focus group participants also recognised that sometimes it may be unreasonable for a parent with two children in a buggy, and shopping, to move. They do not expect absolute priority.)
A5.163 The size of the wheelchair space and the location of one particular pole on the standard First Glasgow single decker were reported to cause problems in stowing the wheelchair, particularly if it is a wider electric model.
A5.164 There was widespread dissatisfaction in the group with the state of footways, dropped kerbs and crossings. Potholes can and do knock wheelchair users out of their chairs, and broken glass causes punctures.