Transport Survey...Detailed Recommendations

 Community Transport in the upper Rhondda Fawr  

- a study for Abergorci Community Hall.  Meurig Parri - August 2003.   

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5. Detailed Recommendations   back   return to top of page

          5.0.1. For the sake of completeness, this report must give the view of one interviewee – the secretary of a prestigious local community organisation – who said that no CT scheme or improvement was as important as the proposed Gelli and Treorci Relief Road31, and that any money intended for CT should be diverted to that project. That is not a view supported by the results of this study.

          5.0.2. In the course of the project much information gathered has related to transport matters which lie outside the direct scope of CT. For the sake of clarity recommendations are listed under the headings ‘Community Transport Improvements’ and ‘Other Transport Improvements’. Also, this study is now intended to inform and assist the wider CT study which RCT CB Council will be undertaking later this year. Some recommendations can be implemented straight away, subject to availability in some cases of necessary funding. Others have implications for the wider CT study and should be considered by that project before implementation. Therefore CT recommendations below have also been grouped as; ‘Could be Implemented Now’ and ‘To be Considered by the Borough Wide CT Study’.

          5.0.3. It is also important that the implementation or otherwise of recommendations below is carried forward in close collaboration with the implementation of recommendations in the recent studies by the Treorci Town Centre Forum and by the Cwmparc, Treorci and Ynyswen Regeneration Group, as well as in accordance with policies in the RCT CB Council LTP and Bus Strategy, and the Regional Public Transport Strategy produced by SEWTB.

31 To date, the Gelli and Treorci Relief Road does not appear in the LTP or APRs. However it is supported by the draft Social Audit of Cwmparc, Treorci and Ynyswen (page 42), mentioned in the Treorci Town Centre Regeneration Strategy (page 10, point 22), and the route has been protected by RCT CB Council.

5.1. Community Transport Improvements   back   return to top of page

5.1.1. Could be Implemented Now

5.1.1.1. Social Services vehicles should be made available for community use.   back   return to top of page

Due to the age of the vehicles, valid concerns exist regarding the serviceability and safety of the vehicles, but this valuable resource could contribute greatly to solving the transport needs of community groups during ‘down time’, when not needed for Social Services purposes32. Down time usually occurs in the evenings and at weekends, which tends to be the periods when community group need is greatest. 

Various issues arise concerning taxing of vehicles and minibus permits, charging, and group and driver registration and driver training. An authority which has made Social Service vehicles available for community use for some time is the City and Council of Swansea.

32 Use of Local Authority passenger fleets for community use is recommended in the TAS Report, Para.

2.5.1.(b), as accepted by the WAG CT Action Plan, para. 2.4.

5.1.1.2. Set up a community car scheme in the Blaenrhondda / Treherbert area.   back   return to top of page

The study has found a number of individuals who have problems accessing primary health care, shops, social activities, and other destinations. Using volunteers driving their own cars, a community car scheme could satisfy many of these needs efficiently and economically. Features of the scheme would be:

          • Only members of the scheme would be eligible to use it. Membership would be open to those who are not able to use bus or other means of transport to their required destinations.

          • Bookings would be taken by a part-time co-ordinator, who allocates journeys to drivers.

          • Payment is made for journeys, usually at the same rate as the bus fare for the equivalent journey. Under car sharing legislation33 payment made must not exceed the cost of the journey.

          • Drivers are recompensed at a rate which covers their costs, and which remains within car-sharing legislation rules and income tax allowances. In most schemes the difference between passenger payments and drivers’ allowances, plus ancillary costs of the scheme (e.g. co-ordinators phone bill and – if the co-ordinator is paid – wage costs) are met by revenue support from the Local Authority. 

Typically, a fairly busy community car scheme would need revenue support of around £5,000 to £10,000 a year. A scheme reasonably similar to this proposal in another part of South Wales has 7 volunteer drivers, taking an average 370 passengers a month a distance of 1,500 passenger miles. Annual subsidy amounts to £7,600 a year, giving a per passenger subsidy of £1.71, which compares favourably with the target limit used by RCT CB Council for bus subsidy of £2.60 per passenger34.

This study has shown that a major element of the community car scheme’s work would involve non-emergency health transport. In other parts of Wales the Welsh Ambulance Services NHS Trust is arranging sub-contracts with community car schemes for an element of this work. Such arrangements provide a better quality of travel for patients, and help provide the finance needed to sustain the car scheme. Also, as RCT LHB will benefit from the non-emergency health transport provided by the scheme, it would be reasonable to expect partial payment of the required subsidy from that source.

Blaenrhondda Community Association has expressed an interest in discussing the implications of being the lead body for such a scheme. 

The Independent Living Support Service has said that such a service would be very useful, enabling the most disabled in the community to access day services and community activities. If possible, they would use the service daily, and they could probably provide drivers. 

33 Public Passenger Vehicles Act 1981, Section 79, amended by the Transport Act 1985 Schedule 7.

34 LTP Appendix 2 (Bus Strategy), para. 3.1.3.

5.1.1.3. Set up a CT Forum which will meet regularly.   back   return to top of page

The Forum35 would:

          • Discuss, agree and review CT strategy36 and policy with the Local Authority, on a partnership basis. This would include input to the LTP, APRs and the Bus Strategy.

          • Assist in formulating guidelines for allocation of LTSG and other CT grant aid, in accordance with objectives set in the LTP and Bus Strategy. 

          • Discuss and agree CT targets and the analysis of performance against targets.

          • Provide a platform for CT operators, RCT CB Council and other interested parties to table and discuss items of common concern.

          • Co-ordinate joint marketing and other activity to enhance the effectiveness of the CT sector.

          • Enable development and dissemination of good practice, including through inviting relevant speakers.

          • Assist in developing and implementing a rolling programme of assessment of CT need (see Recommendation 5.1.2.6. below).

          • Discuss and agree the terms of reference, rules of procedure and programme of work of the Forum. Membership of the Forum should include all CT operators, all relevant departments of RCT CB Council and elected members, Interlink, commercial bus, train, taxi and minibus operators, RCT LHB and other health representatives, Communities First and Regeneration representatives, the CTA regional officer, and other groups and individuals who wish to play a constructive part.

Efforts should be made to include regular users of CT as members of the Forum. In particular, membership from people who do not have access to private transport should be a priority. There is benefit in locating the Forum in the voluntary sector, rather than under the direct control of RCT CB Council or a CT organisation. In any event, meetings should be independently chaired.

35 Establishing CT Forums was recommended in the TAS Report, para. 2.5.1(d), and is included in the WAG CT Action Plan (Section 2.4). This recommendation would also further the objective in the Bus Strategy 03 (para. 2.2.1) for regular formal dialogue with transport operators.

36 Preparation of local CT strategies is an aim in the WAG CT Action Plan (section 2.4).

5.1.1.4. Community groups should be invited to consider operating systems of volunteer ‘escorts’ who can help people with mobility difficulties.   back   return to top of page

Small, simple, and informal schemes can be established to help older people or people with disabilities to cope with transport difficulties. These tasks would include helping them get home after they have returned on the bus, and assisting people with sight impairment to use the bus service. 

The service would be of great benefit for people who have no friends or relatives who can help them in these ways. Especially when the walk from bus stop to home is uphill, and heavy shopping is being carried, these schemes could be very beneficial. Not only would they increase the mobility options for people, but they would increase bus patronage.

It is almost impossible to quantify the need until such schemes are established, and the study did not try to do so. The first step would be to identify a community group or groups which would be interested in carrying out a pilot scheme, and which would have the volunteers to undertake the work. An estimate of need in the area might be found from Community Care Meals on Wheels and Home Help workers, who are in direct contact with residents with mobility difficulties.

Such schemes should involve no substantial costs, except perhaps the expense of promotional leaflets, telephone costs of scheme co-ordinators, and bus fares for escorts. No similar schemes have been found operating anywhere else.

5.1.2. To be Considered by the Borough Wide CT Study

5.1.2.1. A satellite CT minibus operation should be set up in the upper Rhondda Fawr.   back   return to top of page

The study has established that fairly widespread unmet need by community groups exists for CT. Also, several community minibus operators have either recently ceased, or soon may cease, making their vehicles available for community group use. 

Neither a level of demand or other factors have been discovered which justify starting a new, independent CT minibus operation, but an existing, experienced CT operator should be encouraged and assisted to set up a satellite depot in the upper Rhondda Fawr. 

The three independent CT operators who work in the area have each expressed interest in taking responsibility for setting up this depot. Each of the operators has the experience and expertise to undertake the role. 

However significant factors in the decision should include willingness of the operators to let local communities have a meaningful voice in management of the operation, and a genuine commitment to co-operation with all others in the CT sector in order to ensure the best possible service to the community.

A suggested starting level for vehicle resources is 1 x 16 seat accessible minibus, 1 x 12 seat accessible minibus, and a wheelchair accessible converted van. Taking advantage of centralised administration, servicing and training facilities provided by the headquarters unit would reduce set up and ongoing costs, and – provided effective systems are in place – the additional vehicles would provide back up resources for both headquarters and satellite depots during down time of any vehicles in the operator’s fleet.

Several people including vehicle operators said that vandalism is a serious problem when vehicles are left in insecure locations in the study area. However secure vehicle storage and/or garaging is available. Outdoor secure storage has been provisionally offered by Allison House Youth Centre in Cwmparc and by the Sea Cadet unit at Llwynypia, at reasonable cost. 

Outdoor semi-secure storage has been offered by the owner of the Caemawr Industrial Estate in Treorci free of charge, but only for a temporary period. Secure garaging is available at reasonable rents in fully serviced 45 independent units at Ynyswen Industrial Estate37. Other factories on the same estate have vacant ground behind good quality security fences which would be suitable for vehicle parking.

The issue arises of operational, day to day control and bookings of the vehicles. One of the existing CT operators insists that these responsibilities must remain with staff at the headquarters depot. A Communities First Regeneration Manager in the study area concurred with this view, saying that control of bookings from outside the area would avoid arguments within the local community. 

However a common view in the CT sector is that community transport needs control from within the community it serves; not only giving it the ability to be truly responsive to local needs but also enabling local people to play a larger role in controlling their own resources, and in building their capacity in valuable skills.

A concern raised widely during the study has been the danger that improved CT services could damage patronage of public bus services and taxi and vehicle hire firms. Criteria for using this service, and for using other additional CT resources recommended in this report, should include restrictions to prevent this from happening. Indeed, within the limits of competition legislation partnership and co-operation could be encouraged, to the benefit of all operators and the local community.

Costs of the scheme will depend to a great extent on the lead CT organisation chosen to establish it. Each have their own policies, and the major set-up cost – provision of vehicles – will largely depend whether new or refurbished second hand vehicles are purchased. 

A later recommendation in this report (Recommendation 5.1.2.9 below) is that RCB CB Council provides a number of vehicles to CT groups. Were vehicles for this scheme to come from that source, start-up costs would be cut considerably. Considering all these factors, first year total costs would probably be in the range £50,000 to £100,000.

A last point concerns pricing of services by the scheme. Transport difficulty is caused to many – probably most – of the groups referred to in this report by lack of money to pay the rates charged by existing providers, either commercial or CT. In order to keep rates charged by the scheme proposed here within affordable limits, it is almost certain that the necessity of permanent yearly revenue subsidy will have to be accepted. 

37 Units 1, 2, and 3 are currently vacant.

5.1.2.2. If possible, run a S.22 service providing a transport link from the upper Rhondda Fawr to Hirwaun.   back   return to top of page

The aims would be to enable people to access employment opportunities at the Hirwaun Industrial Estate, and to provide a link with the X5 Hirwaun – Swansea service. At the moment only one S.22 service runs in Wales (Border Mobility Co. in Welshpool), although there are plans for others in Powys. This is mainly because only volunteer drivers may be used for these services, and obtaining commitment from volunteers to turn up regularly for timetabled services is a problem. Should a S.22 service not be possible other alternatives are available including special bus and taxi licences38. 

38 See ‘Flexible Transport Services’, Department for Transport, 2002

5.1.2.3. Set up a mobile Shopmobility scheme.   back   return to top of page

Using models such as the Ceredigion, Lancashire and Poole (Dorset) mobile Shopmobility services, the scheme would enable people with mobility disabilities to independently access the shops and services of town centres within the upper Rhondda Fawr and further afield, and could also be used to provide the same independent mobility at any large scale events held within the area.

A suggested schedule would be Pontypridd (2 days per week), Treherbert, Ferndale and Treorci (1 day per week). Mobility disability in this sense stretches far wider than people who ordinarily use wheelchairs. Within the study area 22% of the population could benefit39.

In summary, the scheme would work as follows:

A shopmobility scheme in Cwmbrân

          • A number of electrically powered scooters and manual wheelchairs would be purchased and maintained, together with ancillary equipment such as capes, cane holders, cushions, etc. Initially, 5 powered scooters, 1 dual control powered wheelchair and 2 manual foldable wheelchairs would probably be adequate.

          • A vehicle, preferably a large (16 seat), fully accessible minibus with removable seats would be provided (either by purchase or from RCT CB stock), possibly with a trailer, mainly to transport the scooters and wheelchairs but with the reserve role of supplementing CT vehicle resources in times of high demand. Alternatively, if a larger vehicle was required, a 7.5 tonne box van with suitable ramp is a possibility.

          • Using the minibus, the scooters and wheelchairs would be made available at the main shopping and service centres of the area on one or more of the busiest days in each location (e.g. traditionally, Thursday and Saturday are the busiest days in Treorci). The minibus would become a temporary ‘depot’ in a main car park, wherever research shows to be the easiest point of access to the town for people with mobility disabilities.

          • For a small fee (or free, if revenue support can be obtained), people who have registered with the scheme could hire the scooters and wheelchairs by the hour or for the day, using them to shop or access other services in the town centre, and return them to the temporary depot at the end of the hire period.

The same service could be provided at major open air community events in the area, for example fetes or carnivals.

39 31% of the population of the upper Rhondda Fawr suffer a limiting long term illness (Census 2001), with an estimated 71% of these either being wheelchair users or suffering an ambulant disability (DPTAC poll; “Attitudes of Disabled People to Community Transport’, Dec 02).

Costs of the scheme largely depend on;

          • Whether a (part-time) co-ordinator needs to be employed, or whether a volunteer co-ordinator could be found. A driver would almost definitely need to be employed, although volunteer drivers would be useful for taking the Shopmobility to events during evenings and at weekends.

          • The cost of a suitable minibus. A new vehicle would cost upwards of £26,000; a refurbished second-hand machine from half to two-thirds of this. An adapted trailer with a ramp would cost around £2,000. 

          • The cost of garaging and storing the vehicle, scooters, wheelchairs and other equipment. The scheme will need permanent revenue support; it may be that a cost-effective contribution to support from RCT CB Council would be the provision of secure and weatherproof garage and storage facilities.

Initial capital costs of the scheme would be in the range £26,000 to £40,000, depending mostly on the cost of the vehicle.

Annual revenue expenditure would probably be in the region of £27,000, ± 20%, depending on wage, garaging, maintenance and storage costs.

Taking a conservative estimate of income, annual revenue support needed would probably be close to £22,000. As the scheme should bring considerable benefit to town centre traders there is a strong case for including chambers of trade and other local business organisations in a partnership funding arrangement.

This recommendation would promote the ambition of RCT CB Council to improve facilities for people with disabilities by introducing shopmobility schemes40. However the current physical environment of the town centres to be targeted by the scheme leave a lot to be desired from the point of view of accessibility by people using scooters and wheelchairs. 

Considerable improvements have been made over recent years, but pavement width and surface, positioning of street furniture, shop door width, pavement obstruction by shop goods, positioning of ramps, and many other details need attention in order to provide an ideal environment for shop mobility41.

40 LTP, para. 15.3.2.5.

41 See ‘Inclusive Mobility – Best Practice for Transport Infrastructure’, Nov 02; DfT

5.1.2.4. Increase and improve the marketing of CT services.   back   return to top of page

CT services can be effectively and easily marketed by Council departments, e.g. Meals on Wheels, Home Helps, Youth Service, through direct contact with potential service users. At the simplest level, front line staff can give clients leaflets advertising CT services. If a more pro-active approach is possible, staff could assist clients to make CT bookings, and with increasing experience make useful input to CT Forum meetings (see para. 5.1.1.3) and formulation of CT strategy.

RCT CB Council should consider adding a CT information and marketing section to its web site, www.rhondda-cynon-taff.gov.uk. This should link to the CT organisations’ web site (see para. 5.1.2.7. below). Produce joint marketing leaflets, posters, mailings, etc to which all CT operators contribute. An example of good practice is the Merthyr Tudful VAMT joint marketing campaign.

All main CT operators could jointly produce a marketing video. Many community groups have little knowledge of the existence or purpose of CT, and this video would probably be in demand for showing at meetings of those many organisations which have transport difficulties, but do not use or even know of CT.  

A calender produced as a joint marketing venture by all the CT groups in Merthyr Tudful

5.1.2.5. Increased LHB involvement and investment should be sought in the CT sector.   back   return to top of page

Non-emergency patient transport is the area of need most clearly identified in the study. With the LHB having responsibility for health, and the Local Authority having responsibility for well-being, it is clearly beneficial for the two organisations to approach and fund CT work in the health field on a partnership basis, and to expand existing co-operation42.

In particular, it would be cost efficient and productive for RCT LHB to assist with revenue support for the Community Car scheme recommended above (Recommendation 5.1.1.2).

Close co-ordination is also needed with the Welsh Ambulance Services NHS Trust and NHS provider trusts to ensure optimum efficiency of transport provision. In particular, appointment clerks in NHS provider trusts should be encouraged to consider transport need as a factor when arranging appointments.

42 APR Jun 03, Para. 4.11

5.1.2.6. A mechanism should be established to constantly review and assess the need for CT.   back   return to top of page

This could be by:

          • Attaching relevant questions to questionnaires and surveys used by RCT CB Council for other purposes.

          • Regular sample surveys by telephone and questionnaire to the public and community groups.

          • Inviting feedback in voluntary sector and Council publications (e.g. ‘Rapidly Changing Times’).

          • Ensuring posters inviting feedback about transport needs are permanently displayed in doctors’ and dentists’ surgeries, libraries, post offices, community notice boards, etc.

The CT Forum proposed above (para. 5.1.1.3.) should have a role in designing and operating this mechanism.

5.1.2.7. Co-operation between CT operators should be encouraged.   back   return to top of page

There is considerable CT resource in RCT already, but little apparent cooperation between the operators. As a result, this resource is probably not used to its full potential. Important steps needed to improve co-operation and cohesion within the sector would be:

          • Inviting all CT operators and other interested parties to participate in regular meetings of a CT Forum. See para. 5.1.1.3. above.

          • Implementing a transparent system of allocation of LTSG and other CT grants in which bids are seen to be assessed against CT Strategy objectives.

          • Moving towards convergence of pricing of CT services. Whilst the independence of operators must be maintained for as long as those involved wish it, the current wide disparity in prices charged is confusing and off-putting to potential users.

          • Assisting all main CT organisations in the County Borough to compile and maintain a joint web site. This could enhance and expand on information in the RCT CB Council web site, and help create the feeling of community ownership and involvement which is necessary for best performance of CT operations.

Several of the recommendations under Marketing above (para. 5.1.2.4.) could also be beneficial in bringing CT operators closer together.

5.1.2.8. Concessionary travel should be extended to CT.   back   return to top of page

WAG43 has accepted this principle, but has yet to sort out the detail or find the necessary funding. Pressure from all sources within RCT and other areas on WAG to move ahead with implementation would be useful. Until such time as WAG does implement a workable scheme RCT CB Council could implement a local scheme for concessionary travel on CT (an example exists in Pembrokeshire).

43 Policy Review of Public Transport, Dec 2001; NAW Environment, Planning and Transport Committee.

5.1.2.9. RCT CB Council should consider providing vehicles for use by CT organisations.   back   return to top of page

As has happened recently in Pembrokeshire, Bridgend and Neath Port Talbot the local authority could use an element of funding available for CT to finance the purchase or lease of suitable vehicles for CT operators. Both minibuses and smaller vehicles are needed, but the study tends to show that small, wheelchair accessible adapted vans which would efficiently satisfy the need for dial a ride services would probably be the highest priority.

It has been reported that RCT CB Council is already considering providing a pool of vehicles for use by CT schemes. This is to be welcomed, but it is strongly advised that recognised and experienced CT operators be involved in drawing up specifications for these vehicles, before orders are placed. If the proposal is pursued, an ideal location for an early placement of vehicles would be the CT minibus satellite depot in recommendation 5.1.2.1. above.

It has been reported that commercial minibus operators are sometimes reluctant to tender for contracts to carry disabled people because expense on vehicle adaptations and equipment might be wasted if the contract was terminated. It might be appropriate for RCT CB Council to provide suitable vehicles which can be hired to commercial operators, at commercial rates, so enabling them to tender for this work.

5.1.2.10. A feasibility study for a ‘Wheels to Work’ scheme should be undertaken.   back   return to top of page

No work was done on this specific issue in the study, but enough people suggested that lack of transport was a major factor in preventing young people from accessing employment of reasonable quality that a needs and feasibility study is justified. Experiences of other schemes, such as that in Dowlais, has shown that Wheels to Work can significantly improve the employment prospects of young people and reduce incidents of vandalism and nuisance behaviour.

5.2. Other Transport Improvements   back   return to top of page

5.2.1. Could be Implemented Now

5.2.1.1. Maximise use of the Ystrad / Maerdy bus-rail link, and restore the Treherbert link.   back   return to top of page

Whilst train passengers should have priority for seats, leaving free seats empty when passengers just wish to use the bus is an inefficient use of resources. People should be able to use the bus-rail link without having had to travel on the train, if there are spare seats. 

The Treherbert bus-rail link to Blaenrhondda and Blaencwm should be restored, possibly for a trial period in the first instance, with measures taken to ensure that previous difficulties of inadequate fare collection do not recur.

A suggestion has been made that the service should in the first instance meet every second train arriving at Treherbert. 

5.2.1.2. Encourage better co-ordination of timings of the X9, 120/130 and 121 services in Treherbert.   back   return to top of page

Several times in this report difficulties caused by the present timings are mentioned. In particular, there is considerable demand for 121 services which run later into the afternoons.

In view of the current low patronage of the X9 service, any improvement in co-ordination of timings could usefully be coupled with a publicity campaign to attract new passengers.

5.2.2 To be Considered by a Borough Wide Public Transport Study

5.2.2.1. Improve the provision and accessibility of transport information.   back   return to top of page

These improvements should include:

          • Opening ‘One Stop Shops’ in major centres where necessary information regarding all transport modes is easily available to callers and those who phone, write or e-mail. One stop shops well located in busy shopping centres are popular and useful. If possible, it should also be possible to book journeys and buy tickets as well as find out information. It is understood that RCT CB Council already has plans for a One Stop Shop for other purposes in Treorci, and this transport function may well tie in well with those plans. Similar shops may be necessary in other areas.

          • Making public transport leaflets and timetables freely available in shops, cafes, libraries, health centres, etc, and replenishing stocks when they are exhausted.

          • Improving legibility of information on public transport noticeboards and in leaflets.

          • Expansion of availability of real time information at bus and train stops, using screen and phone technology. The technology can be expensive, and introduction should not be at the expense of the simpler and cheaper recommendations above.

5.2.2.2. Construct a cycle route, using the disused track bed of the railway from Blaenrhondda to Llwynypia.   back   return to top of page

This would serve a number of purposes:

          • Employment; a means of reaching work at Abergorci and Ynyswen Industrial estates, particularly for young people who have no personal transport and whose shift patterns do not co-incide with public transport timings. 

          • Safe Routes to School; most schools in the study area (and Llwynypia College campus) lie close to the proposed route, as do the areas where most pupils live. For many, cycling to school is not currently a viable option as the only routes almost invariably include sections of the main A5058 road, with its traffic dangers.

The proposed cycle track is to the left of the railway line

          • Leisure; This route offers a rare opportunity for a lengthy, flat track away from traffic and through a largely countryside environment, although very close for almost all its length to built-up areas. 

          • Traffic Reduction; The route would enable short distance travellers to avoid congestion ‘pinch points’, such as Stag Square in Treorci. This route will need agreement and co-operation from the railway authorities. It will also, for much of its length, lie close to the projected line of the Gelli/Treorci relief road, and at this early stage it would be useful to identify any potential conflicts in land use.

A further potential conflict is a proposal to double track the railway between Porth and Treorci44. It might also be useful to consider potential joint benefits with other proposed closeby projects, including the Penpyrch SRTS and Everest community route.

Using the example of similar projects in South Wales, the cost of the route would be approximately £60,000 per kilometre45, including track construction, access, fencing, gating and signage. It is important that any proposal to increase the convenience and appeal of cycling includes provision for safe, weather proof storage of cycles at both ends of the journey. Employers, shops, leisure facilities, stations, etc, should all be encouraged and assisted to provide such facilities. Also, restrictions on the carrying of cycles on trains past Radyr should be eased. 

This proposal would agree with recommendations in the Treorci Town Centre Regeneration Strategy for expanding cycling routes46. However it is suggested that the proposal in that strategy to construct a joint walking/cycling route along the banks of Afon Rhondda Fawr might be amended to a walking route only; best practice guidance increasingly emphasises separation of walking and cycling facilities for safety reasons.

This proposal should also be included in the Cycling Strategy currently being prepared47.

44 LTP Para 15.1.5.4.

45 Information from Sustrans.

46 Recommendation no. 25 in the Strategy.

47 APR Jun 02, Point 12 in Appendix 1, table: ‘Areas for Improvement Identified in Appraisal’.

5.2.2.3. Train bus and taxi drivers in disability awareness and customer care.   back   return to top of page

The study has shown numerous examples where transport difficulties could have been avoided or reduced through simple action on the part of bus and taxi drivers. This particularly applies in the case of passengers with hearing and sight loss, those with learning difficulties, and those who use wheelchairs. It is recommended that RCT CB Council approach the Wales Disability Reference Group with a view to:

          • Convening a short seminar for senior management of all transport providers (including taxi and private hire firms) which operate in RCT, at which representatives of the Wales Disability Reference Group can give short presentations about the transport problems faced by people with disabilities. The aim of the seminar would be to convince attendees of the benefits of training drivers and public interface staff in disability awareness and customer care.

          • Arranging suitable training courses throughout the County Borough to enable as many drivers and public interface staff as possible to receive adequate training. These courses should be repeated at regular intervals to account for periodic staff changeover in the transport providers. At the very basic level, all on-board crew working on buses within the Borough should be given a copy of the leaflet ‘Take Care of Your Customer’, issued by DPTAC.

5.2.2.4. Promote a more environmentally friendly transport framework.   back   return to top of page

Encourage major employers on the Abergorci and Ynyswen industrial estates to implement green travel plans. The proximity of the railway line and Ynyswen station, and the proposed cycle track (see recommendation 5.2.2.2.), give scope for plans which could be very beneficial to the companies, to employees, and to the community. 

The companies could also be encouraged to contribute financially to improved railway services, and to the cost of constructing and maintaining the cycle track. This recommendation would accord with Policy 13 in the Local Authority’s LTP. RCT CB Council, bus, taxi and CT operators, and voluntary organisations, could promote a cleaner environment by:

          • Persuading more garages to stock LPG, and to undertake vehicle conversions to dual LPG / conventional fuel use.

          • Converting their own vehicles to dual use and buying new vehicles with dual use as standard. 

          • Encouraging car sharing schemes. 

          • Exploring ways in which the need to travel can be reduced. A suggestion was made that siting a hydrobath and physiotherapist in Treherbert would serve many patients in the upper Rhondda Fawr, and reduce the need for frequent and difficult travel to the Royal Glamorgan Hospital.

5.2.2.5. Instigate circular minibus routes which serve the dual needs of local people and tourists.   back   return to top of page  

No public transport services go west or north from the northern end of the Rhondda Fawr, although a demand exists. 

It is suggested that feasibility be researched into the viability of running two circular minibus routes; 

one through Treorci, Cymer, Pontrhydyfen, Neath, Hirwaun and back to Treorci;  and the other through Treorci, Hirwaun, Aberdare, Maerdy, Tylorstown, Ystrad and back to Treorci.

With good marketing a steady tourist trade may be built up. If timings coincide with connections which suit the travel patterns of local people the service could be an important step in providing the across-valley services which have been identified as a need. The two elements together should ensure viability of the service, therefore attracting interest from PSV operators, and the marketing campaign should be eligible for a WTB grant.

An additional bonus would be the attraction of more tourists to the area, with consequent economic benefits.

5.2.2.6. Take measures to prevent the obstruction of buses by parked vehicles.   back   return to top of page

As described under ‘Buses’ (para. 4.1.2. above) parked vehicles are a major obstacle to buses, especially on routes 121 and 139. Measures which could be taken to alleviate the problem include:

          • Designating troublesome areas as no parking zones, and enforcing the restriction.

          • Improving off-road parking facilities in the relevant areas.

          • Publicity campaigns aimed at users of the vehicles which are causing the problems.

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