Committee for Regional Development

Transport Bill

Response to Consultation on the draft Transport Act (Northern Ireland) 2010
Northern Ireland Assembly

13 August 2010

Belfast Healthy Cities welcomes the opportunity to comment on the draft Northern Ireland Transport Bill.

Introduction

Belfast Healthy Cities is a partnership organization working to improve the health and wellbeing of people in Belfast and beyond. Belfast is also a leading WHO European Healthy City, designated to Phase V (2009-2013) of the WHO European Healthy Cities Network with a strong track record of meeting WHO objectives in the previous four phases. Key partners include Belfast City Council, Public Health Agency, Belfast HSC Trust, Northern Ireland Housing Executive, Bryson Group, Planning Service and Queen’s University of Belfast.

The key aim of Belfast Healthy Cities in Phase V is to integrate health and health equity in all local policies. The work of the WHO European Healthy Cities Network in Phase V builds on the WHO Commission on the Social Determinants of Health, which identified improved living conditions and a fairer distribution of assets, resources and power as key to sustainable health and wellbeing, as well as long term prosperity of all countries. The role of Belfast Healthy Cities’ office, as a focal point for intersectoral collaboration and liaison with WHO, is to identify mechanisms and tools for achieving this as well as building and sharing evidence to support the work.

Comments

We broadly agree with the scope and provisions of the Bill. In the following, we outline some further comment in relation to clauses we feel are particularly relevant from the perspective of improving health and health equity. Belfast Healthy Cities would of course be happy to provide further detail on any aspect of this response, should that be helpful.

Firstly, however, we note in the Explanatory and financial memorandum that an Executive Agency will be established within DRD to specify and manage contracts with public transport operators. We would stress that it is important that the Agency works in close collaboration with the policy making divisions of DRD, in particular the Regional Planning and Transportation Division and Transportation Division, to enable the Agency to effectively meet policy objectives and targets, and engage in developing future policy.

Clause 1 states that ‘ The Department must secure the provision of public passenger transport services with due regard to economy, efficiency and safety of operation’. We would note here that public transport providers also should take into account how economic the service provided is for passengers and potential passengers. When setting fare structures, ensuring affordability is essential to promote the mobility and social inclusion of the most vulnerable groups in society, including older people, people with disabilities and people on low incomes. Affordable fares can also help incentivize public transport usage, especially in comparison to private cars, and can contribute to increasing patronage.

Clause 6 does not include views of users or potential users of a service, or persons living along the proposed route, among issues to which the Department must have regard. Such consultation can, however, provide valuable qualitative information on how a service would affect these stakeholders, and improve decision making. For example, a new route may improve people’s access to jobs and services. In some cases, in particular where a new or additional service is provided in rural areas, new job opportunities may become viable, which contributes directly to Programme for Government aims of a fair and prosperous Northern Ireland. A mechanism for gaining views could therefore support the objective of an economically sound and sustainable public transport system.

Clause 33 and Clause 34 appear to relate to the Door-to-Door scheme and community transport schemes across Northern Ireland. These services significantly contribute to the health and wellbeing of older people, people with disabilities and rural dwellers without access to a car, by offering affordable access to services. For many users, these transport services also provide a vital opportunity for social interaction, which underpins mental wellbeing as well as social cohesion. It is to be welcomed that support for these services is enshrined in the Bill. However, for the long term wellbeing of users of these services it would also be important that a minimum service is defined and commitment to providing such level of service is given.

Clause 42 considers the important issue of conduct of persons at bus stations. As safety concerns are one barrier to increased public transport use, in particular among vulnerable groups such as older people, regulations that are appropriately publicised and enforced can help tackle this barrier, which not only limits patronage but also may limit mobility for some population groups. It would be helpful if it was clarified whether regulations also apply to all waiting areas for public transport, eg. larger bus shelters.

Providers should also consider the design and maintenance of bus station buildings, as this can play a significant role in promoting and ensuring safety and comfort of public transport passengers.

In addition, it is important that conduct of persons on public transport vehicles is regulated through appropriate provisions.