Community
Transport in
the upper Rhondda Fawr
- a
study for Abergorci Community Hall. Meurig
Parri
4.
Observations
4.0.
This section outlines useful information gained during the study,
using the same headings described above under ‘Methodology’,
plus additional information about transport resources, and
problems encountered in carrying out the study.
4.1.
Transport Resources
4.1.1.
Community Transport
4.1.1.1.
Three dedicated CT organisations operate in RCT, and include the
upper Rhondda Fawr in their catchment areas. However their bases
are some distance away:
4.1.1.2.
TraVol - in Pontypridd (10 miles from Treorci). 8 minibuses, 1 MPV
and 1 car.
4.1.1.3.
ACT - main base in Mountain Ash (18 miles) with 7 minibuses, depot
in Ferndale (5 miles) with 2 minibuses.
4.1.1.4.
BATS - in Ferndale (5 miles). 4 minibuses.
4.1.1.5.
All the minibuses and the MPV are accessible to people using
wheelchairs. The services operated – group transport, dial a
ride, and a minimal amount of contract work – are all S.19
based, and therefore not open to the general public. No S.22
services, which are open to the public, run in RCT.
4.1.1.6.
Current use of CT in the area is fairly limited, although
considerable demand was discovered. One CT operator said that
bookings were decreasing, with pricing being a major cause of
this. Other problems include a difficulty in finding volunteer
drivers. This particular operator was strongly in favour of
getting all CT operators in RCT to work together through a CT
Forum to develop a County Borough CT strategy.
This
strategy should include brokerage as a way forward to meet
community need.
4.1.1.7.
The graphs below show combined CT activity in the study area
during the period January to June 03. It was not possible to get
details or even estimates from one CT operator. However as far as
is known the pattern of that operator’s work is similar to that
shown by the graphs. A reasonable estimate of the complete work
pattern in the study area from all dedicated CT minibus operators
in RCT would be an increase of all figures graphed below by
approximately 40%.
4.1.1.8.
Total dead mileage was 42.45% of total mileage travelled.
4.1.1.9.
Total dead mileage was 58.65% of total mileage travelled.
4.1.1.10.
Limited use of existing CT appears to be for several reasons:
•
Many people
and groups are not aware that CT is available in the area.
•
Some have
tried to book journeys but found that no vehicles were available.
•
The price of
using CT is a deterrent to some groups and individuals.
•
A tendency
for people not to look outside their own valley for solutions
to transport problems.
4.1.1.11.
The graphs demonstrate that dial a ride is expensive in terms of
miles travelled per passenger, and therefore also expensive in
terms of cost. However dial a ride is a form of CT which provides
transport services to those in the community who are most in need
of them, and expansion of the service would meet many objectives
of British, Welsh and Local Government policy. For various reasons
a strong case can be made for equipping local CT organisations, be
they predominantly minibus operators or community car groups, with
small vehicles such as the Citroen Berlingo or Fiat Fiorino which
are equipped to take a person in a wheelchair plus two or three
others:
A
wheelchair accessible adapted van operated by TraVol
4.1.1.12.
Full size minibuses are an inefficient way of carrying just one or
two passengers, and non-adapted cars cannot cope with the
accessibility question.
4.1.1.13.
The study has found a reasonably large number of people with
mobility difficulties whose transport needs are currently unmet
and who need accessible dial a ride services.
4.1.1.14. There is wide divergence in prices charged by CT operators, and interviewees were confused why this should be so. Some groups said price was the reason they did not use CT, and that the prices quoted by CT organisations for journeys had been considerably higher than those quoted by some commercial operators.
4.1.1.15.
It is commonly said by CT operators that their standards
(including training and safety) are higher than those of
commercial operators, and this may account for part of pricing
problems. However in this study there was an equal mixture of
praise and criticism for both CT and commercial minibus operators.
Higher claimed standards in CT do not appear to be apparent to
customers.
4.1.1.16.
The criteria for carriage of passengers also varies widely among
the CT groups. At one end of the spectrum little more is required
than payment of a low annual membership fee to a community
association; at the other use of services is restricted to the
elderly or disabled. No evidence was obtained of this happening in
the study area, but CT operators and regulators need to be aware
of the danger that where criteria for carriage are very wide
competition for passengers with regular bus services could happen.
4.1.1.17.
It became obvious at an early stage in the study that there is
little cooperation between CT operators in RCT. Comments expressed
by employees of CT operators suggested that other operators were
seen as competition, rather than allies working together to meet
community needs.
A result of this was the difficulty experienced in getting full
details of CT work currently undertaken in the study area.
Initially, the information was refused by one operator on the
grounds that it would be ‘commercially sensitive’, although on
being pressed the objection was modified to one of lack of
available time to gather the information, or to prepare estimates.
4.1.1.18.
The only CT operator with its own web site at the moment is ACT,
however at the time of writing the site had not been updated since
March 2001. The RCT CB Council main website contains a page
devoted to TraVol.
4.1.1.19.
A CT minibus scheme from outside the area (OTED at Bridgend)
frequently operates within the study area, including work which
starts within the study area.
4.1.1.20.
The British Red Cross operate a CT service using accessible
minibuses and cars from Cilfynydd, which does a small amount of
work in the study area. The major limitation on expansion of the
service is the availability of volunteer drivers.
4.1.1.21.
No community car schemes operate in the area, although RCT CB
Council Social Services Department runs a transport service using
volunteer drivers for its clients. In some ways the Rhondda is
something of a ‘black spot’ for voluntary car schemes. To the
east Age Concern, Cancer Support, Cancer Aid and Helping Hands all
run schemes. In South West Wales especially the WRVS operate schemes.
However plans are afoot to introduce
a new car scheme in the Rhondda. Later this year or early in 2004
CISWO and Cancer Support Cynon Valley amongst others are planning
to co-operate in providing a scheme in which volunteer drivers
using their own cars provide transport for cancer patients to
treatment and therapy.
Cancer
Support Community
4.1.1.22. Until recently, RCT Community Arts based in the Parc and Dare Hall have made two accessible minibuses available for community use. However with age the condition of these minibuses has deteriorated, and usage is becoming increasingly restricted. RCT Community Arts will probably not replace their vehicles, and have expressed a preference for their community transport service to be assumed by a CT group. The RCT Community Arts minibuses are driven either by volunteer drivers or RCT Community Arts staff, however finding volunteer drivers is a big problem. Were a CT group to form in the area RCT Community Arts would be interested in having a representative on the Management Committee, and existing volunteer drivers might drive for the new organisation.
An
RCT Community Arts minibus
4.1.1.23.
The Social Services fleet of RCT CB Council currently consists of
2 minibuses and 1 car which are not wheelchair accessible, and 15
minibuses and MPVs which are. The vehicles are not available for
community use, as many of the vehicles are old and concerns exist
regarding their reliability and safety. However a member of the
Heart and Stroke Club in Ystrad said that the Club on occasion
borrow a Social Services minibus for their journeys.
4.1.1.24.
Rhondda Sea Cadets in Llwynypia operate a non-accessible minibus
which has been made available for various community uses. This
vehicle is coming to the end of its life, and at this stage little
chance is believed to exist of finding the funds to replace it.
The organisation does not have funds for commercial hired
transport, and were a suitable CT service to be available the Sea
Cadets would use it at least once a week to get cadets to meeting
nights, and additionally for various longer trips.
4.1.1.25. Various other minibus and MPV resources are owned and used by community, non-profit and socially beneficial organisations. This is the list compiled during the survey, although it is probably not comprehensive and it has not been possible to verify every entry:
•
Treorci Comprehensive School.
•
Penyrenglyn School.
•
St George’s Church, Cwmparc.
•
The Rhondda Rebels Basketball club.
•
Spectacle Theatre Company.
•
Treherbert Boys and Girls Club.
•
Ystrad Boys Club.
•
Rhondda Special School.
•
Independent Living Support Service.
•
Coleg Morgannwg, Llwynypia Campus.
•
Ty Rhos Nursing Home.
•
It was reported that one of the Treorci churches also operates a
minibus, although an element of research failed to find it.
4.1.1.27.
There are many commercial minibus hire companies based in or
operating in the area, but few with accessible minibuses. Amongst
those which do provide this service are:
•
J & J Minibuses
•
Laser Cabs
•
Francis Drake
•
Maiseys
•
Welfare Carriage Co; hires accessible minibuses and MPVs by the
week, without drivers.
4.1.2.
Buses
4.1.2.1.
It was not possible to obtain figures for patronage of public bus
services, as operators claimed commercial confidentiality. However
Stagecoach did say that generally patronage was decreasing until
the full WAG concessionary travel scheme for elderly and disabled
people was introduced in April 02.
4.1.2.2.
During the study journeys were taken on most bus routes through
the area (Stagecoach 120/130 and 139, Bebbs 121).
4.1.2.3.
RCT CB Council has endeavoured to maintain at least 75% of the
public bus network as it existed prior to de-regulation in 19855,
plus expanding services by direct subsidy on socially desirable
routes. These aims have largely been achieved, and – although no
test was done as part of this study – the perception was gained
that most people who have no or limited access to private
transport find that buses in the upper Rhondda Fawr are generally
satisfactory in meeting most of their transport needs.
4
NTS; local
bus trips outside London dropped by 30% between 89/91 and 99/01.
5
LTP,
para.
2.1.2.1.
4.1.2.4.
Some bus drivers were given high praise for their commitment,
their cheerful disposition, and the willing help they give to
elderly and disabled passengers. A regular passenger on the139
Cwmparc circular service said; “That bus is our lifeline.”
4.1.2.5. However from the evidence collected it is apparent that a lot of people remain unable or unwilling to use the bus service. The study concludes that some enhancements to CT services are necessary to fill the transport gaps (see Section 5, ‘Detailed Recommendations’ below). But CT is usually a more costly method of meeting transport need than conventional public bus services6. Action regarding the problems and suggestions raised below would undoubtedly increase bus patronage, thus benefiting the community and ensuring most effective use of transport resources.
6
LTP
Appendix 2 (Bus Strategy), para. 3.1.3.
4.1.2.6.
The bus-rail link services (Ystrad to Maerdy) were praised, but
the following verbatim view summed up the feelings of several
interviewees: “It’s wrong that the bus goes past half empty
while I’m standing at a bus stop in the rain”.
4.1.2.7.
In Treherbert, the view is firmly held that the bus-rail link from
Treherbert station, which was withdrawn about 4 years ago, was a
viable service with good patronage. This did not show on transport
statistics because too often the fares were not collected.
4.1.2.8.
Also in the Treherbert area, and in Treorci, resentment exists
regarding the slow deterioration and eventual demise of first rail
and then bus services west into the Afan and Ogwr valleys, which
gave good access to Swansea, Neath and Bridgend. There was a long
tradition of people from those valleys coming to Treorci to shop,
and to an extent this continues but by private car instead of
public transport. The idea of reinstating a small scale service
– targeted at both local people and tourists who could take
advantage of spectacular scenery – was welcomed.
4.1.2.9. In the modern de-regulated environment it can be difficult, but coordination of bus timings between the various operators and with the train service would be welcomed. In particular, the need was raised to co-ordinate bus timings with trains arriving at Treorci and Treherbert, and in the afternoons between Stagecoach 120/130 and X9 and Bebbs 121 services in Treherbert. At a public meeting in Treherbert held to discuss the study there was strong agreement that a fully integrated transport network was needed, and frustration that legislation which puts obstacles in the way of this objective remains on the statute book.
4.1.2.10.
Also, interavailability of tickets between Bebbs 121 and
Stagecoach 120/130 services was called for7,
together with co-ordination of ticket prices. Previous legislative
difficulties have largely been overcome8, and ticket
interavailability would greatly increase the appeal of bus travel
to – for instance – people wishing to use the advantages of
the 121 service (low floors, penetration of hilly estates) in the
morning, but having to return on the 120 after the 121 ceases
running in midafternoon. In Blaenrhondda particularly, complaints
were made about the disparity in ticket prices between Stagecoach
and Bebbs services. It was said that one charges £2.40 for a
return ticket to Treorci, the other £3.80.
7
LTP, Appendix
2 (Bus Strategy), para. 4.4.
8
Public
Transport Ticketing Schemes Block Exemption, Aug 02; Office of
Fair Trading.
4.1.2.11.
The lack of buses during the evenings, at weekends, and at certain
times of day was criticised. Suggested improvements included:
•
An increase in the current hourly frequency of route 120 buses in
the evenings.
•
A bus to fill the 2 hour afternoon gap in the 139 service, and to
supplement the 2 hourly evening service.
• 139 buses to run on Sundays and bank holidays. Apparently this service was withdrawn about 10 years ago.
•
Extension of the 139 route beyond Cemetery Road in Treorci to Heol
Tyle Du and Glyncolli Close.
•
Rerouting the 121 service in Blaenrhondda to go from Brynhenllan
estate past the Blaenrhondda Post Office. At the moment many older
Blaenrhondda residents use the post office in Treherbert because
it is easier to go there on the bus than to walk to Blaenrhondda
P.O.
•
Introducing low floor buses on the 139 route. A driver said that
most passengers are elderly, and he agreed with comments made at a
meeting of Cwmparc OAP Association that many of them have great
difficulty getting on and off the bus. On the No. 139 journeys
taken during the course of the study (one in mid-morning, the
other at midday) approximately 90% of passengers were people who
probably are of the age to receive state retirement pensions.
• Running smaller buses more frequently on the 121 service. This might have cost implications for the operator, but smaller buses would be able to navigate the streets better and get past obstacles. The service is sufficiently popular that viability should be achieved.
4.1.2.12.
Low floor buses, as run on the 121 and X9 routes, were welcomed by
people with shopping and heavy loads, and by parents with
pushchairs.They received little welcome from people who use
wheelchairs (see para. 4.7,‘Transport Needs of People with
Disabilities’ below).
Both
route 121 and 139 buses have severe problems because of parked
cars
4.1.2.13.
Complaints arose about bus breakdowns and short running in order
to make up lost time. As part of the study journeys were taken on
most routes. During the first journey on the 121 bus it broke down
in Treherbert, within two miles of the journey start point.
Despite communication to base by mobile phone the driver was
unable to raise a replacement bus for over an hour, leading to
havoc with the schedule.
4.1.2.14. The 139 and 121 routes deviate though side streets to give a highly appreciated service. However vociferous complaints were heard from passengers and drivers that their routes are frequently obstructed by cars parked too close to road junctions. It says much for the skill of drivers that they are usually able to negotiate these obstacles, but during journeys on these routes as part of the study it was seen that drivers were forced to reverse into side streets to make turns, and to ride over pavements. Passengers said that on occasion drivers fail to complete their routes because of these obstructions, and terminate the journey or return to main road running. On the 121 journey referred above, in which the bus broke down, the driver had previously had to go off route to get past a skip blocking a road junction.
4.1.2.15.
It was reported that one of the main causes of poor parking is the
bad condition of back lanes. Were they in better condition it is
said that cars would be parked in them, leaving the public roads
with less parked vehicles. However on all journeys undertaken
during the study when these problems were observed every car which
was causing an obstruction could have been parked in a free space
on the road within 20 yards, and could have done so without
causing problems to other vehicles or to pedestrians.
4.1.2.16. Bus passengers were strongly in favour of prohibiting parking by using double yellow lines in all areas where buses are obstructed. However two caveats were added when this matter was discussed at a meeting of Cwmparc OAP Association; the prohibitions must be enforced by regular visits to the sites by traffic wardens and police officers (it was suggested that these officials could travel on the affected buses), and that due dispensation must by given to disabled badge holders.
4.1.2.17.
Traffic calming measures, including speed humps, can cause
difficulties for bus operations, and comments were made that buses
had gone too fast over speed humps.
4.1.3.
Trains
4.1.3.1.
More satisfaction than dissatisfaction was expressed regarding the
train services on the Treherbert / Cardiff line. The two most
frequent sources of complaint concerned the perceived high level
of fares, and instances when short running occurs and trains are
turned round before their advertised destination. An instance was
discovered in which a deaf person claimed that she was temporarily
stranded on a train which was turned round at Ystrad. Doubtless
announcements about the situation were made, but she had not heard
them. She suggested that guards carry a notice board on trains, so
that visual as well as audio information can be given out.
4.1.3.2. The last train from Cardiff to the Rhondda Fawr leaves at 10.30 pm. Some interviewees felt that this was too early to enable people to travel by train to enjoy an evening in Cardiff. There was also a call (see para. 17 4.3, ‘Work and Further Education’ below) for an early train which could bring shift workers up the valley to reach Treorci by 6 a.m., rather than the current service which does not arrive until 7.26 a.m.
4.1.3.3.
Particularly towards the top of the valley it was obvious that
resentment still exists regarding withdrawal of rail services
through the Rhondda Railway Tunnel from Blaencwm to the Afan
Valley in 1968, and the subsequent closure and sealing of the
tunnel in 1970. Although a replacement bus service was promised,
this was whittled away until the final vestiges of the service
were withdrawn in 2002.
4.1.3.4. For some, reading the timetables was difficult, both due to the way in which information was presented and the design.
4.1.3.5. Facilities for people with mobility disabilities were praised. The system in which trains carry ramps, and the guards are trained and willing to use them, was highly regarded. The only major criticism came from a person in a wheelchair who found herself in difficulties at Pontypridd station. She believed that there was no lift, and did not intend to use the train again. In fact there is a wheelchair accessible lift at Pontypridd station, but it was out of service for a period of time – possibly the same time at which this passenger needed to use it. Other people with mobility disabilities said that despite the lift Pontypridd station still presented some problems due to the need to negotiate various steps.
4.1.3.6. Other issues raised included security at train stations, particularly at night. In the words of one person some people; “hung around stations because they’ve got nothing better to do”, and made some passengers feel uneasy. Another complaint was that the trains have insufficient room for push chairs, prams, wheelchairs and cycles. It was claimed that on occasion people with pushchairs and prams were not allowed on trains because of insufficient room.
4.1.4.
Taxis
4.1.4.1. A total of 243 Hackney Carriage vehicles and 111 private hire cars operate in RCT9. Other information regarding taxis and private hire vehicles in RCT or the study area could not be obtained.
9
Bus
4.1.4.2.
Numbers operating specifically in the study area remain unknown,
but the perception exists amongst local residents that there are a
lot of private hire vehicles but few taxis. No-one questioned,
including staff in the relevant department in RCT CB Council, knew
of any wheelchair accessible taxis operating in the study area.
An
accessible taxi in Pembrokeshire
4.1.4.3.
Also, there appear to be no taxibuses10
or taxi sharing schemes operating11 in the study area. The LTP in
2000 referred to a proposed taxicard scheme12, whereby severely
disabled people unable to use buses would be able to use taxis at
subsidised rates, but that scheme was not progressed.
10
Section 12 of
the Transport Act 1985.
11 Taxi sharing schemes are permitted under Section 10 of the Transport Act 1985.
12
LTP,
para.
15.1.10.
4.1.4.4.
Throughout Great Britain taxi and private hire usage is
increasing, up by 6% in the decade from 199013,
and taxi / private hire owners questioned also believed that
business in the local area is increasing, particularly for private
hire.
13
NTS; measured
by number of trips.
4.1.4.5.
Reports from several people suggested that for non-accessible
transport, local journeys (as far as Cardiff) were cheaper when
provided by some private hire companies than the rates charged by
CT minibus organisations in the area. An invoice produced for such
a journey showed a rate towards the lower end of the range that
would probably be quoted by CT organisations.
4.1.4.6.
In some districts there was considerable complaint that
unregistered taxis were operating. Not only is this regarded as a
serious problem by community groups, but according to a taxi owner
is the reason why the number of taxi operators in the area is
steadily decreasing. He himself intended not to replace his
current taxis, but to expand into the field of minibus private
hire. Members at a Blaenrhondda Community Association meeting
expressed the view that a well-run Community Car scheme in the
area would do a lot to drive illegal taxis out of business.
4.1.4.7.
Other issues raised concerning taxis included difficulties getting
taxis at certain times of day, particularly at times of the
‘school run’, and alleged unhelpfulness on the part of
drivers. However in equal measure other taxi drivers were given
high praise. Several people with disabilities who use taxis felt
that some taxi drivers would benefit from training in disability
awareness and customer care issues.
4.1.5.
Cycling
4.1.5.1.
Less than 0.5% of workers use a bicycle to reach work in the study
area, compared to a Wales average of 1.4%14.
Throughout Britain as a whole 3% cycle to work. However the use of
cycling is decreasing dramatically, with 23% less cycle journeys
being undertaken in 00/01 compared with a decade previously15.
Although young males aged 11 to 17 are the biggest users of
bicycles, this is the group in which usage has deteriorated most,
down by 43% in the same decade. This is largely due to a dramatic
decline in cycling as a means of getting to school.
14
2001 Census
statistics.
15
NTS.
4.1.5.2. Little data could be found relating to cycling specifically in the study area. However observations, backed up by answers from interviewees, suggested that few people cycle in the area, either for work or recreation purposes. The only largely flat route – the valley floor – is perceived to be unsafe because of the level of traffic, and other routes are too hilly for enjoyment. One local cycling club, the Acme Wheelers, was discovered to be active in the area, which is also served by a specialist shop, the Rhondda Cycle Centre in Treorci.
4.1.5.3.
During the period of the study a number of enthusiastic cyclists
were seen, using expensive bicycles and wearing the full lycra
clothing. One was briefly interviewed, and was discovered to live
in Cardiff and to be passing through the area.
4.1.5.4.
In the mid 90s a Rhondda Cycle Track scheme was worked up, using
mainly back lanes through Treorci. After some preparatory work
around Ynyswen station no further progress was made, largely due
to changes in responsibilities due to local government
reorganisation and failure to find lead bodies and individuals to
push the idea forward.
4.1.6.
Walking
4.1.6.1. Walking as a means of transportation is decreasing. The distance travelled on foot decreased by 20% during the 1990’s, to an average of 189 miles per person per year. During the same period the proportion of primary school children walking to school has declined from 62% to 54%, and for secondary school pupils from 48% to 43%16.
16
All figures
from the NTS. The NTS defines walking in this sense as journeys of
over 50 metres.
4.1.6.2. In the area of the study nearly 13% of people walk to work, compared to slightly less than 10% on average in RCT and slightly more than 10% in Wales as a whole. 17
17
2001 Census
statistics.
4.1.6.3. The small scale street survey carried out (see Appendix 3) found people who walk considerable distances, including mothers with push chairs who walk regularly from Treherbert to Treorci and back.
An
RCT Social Services bus in the midst of congestion at Stag Square
4.1.6.4. Issues were raised about the safety of walkers. Several people remarked on the speed of traffic on the wide main roads; “…going like hell from one traffic jam to another” was how a shopkeeper in Bute Street put it. This would appear to accord with the findings of the draft Social Audit of Cwmparc, Treorci and Ynyswen18. In the street survey referred to above traffic congestion was a problem raised far more often than any others.
18 Pages 39 to 41.
4.2.
Non-Emergency Patient Transport
4.2.1.
The point is frequently made that relevant health authorities have
a stake in ensuring good transport availability for those using
their services. Investment in clinical staff, equipment and
premises is not effective if patients cannot get to these
facilities because of transport difficulties. In 2000/01 14% of
patients failed to turn up for out-patient appointments19,
with transport difficulties thought to be the main reason. NHS
provider trusts commission free transport services from the Welsh
Ambulance Services NHS Trust, but many are excluded from this
service by strict criteria, and others find the service unsuitable
for their needs.
19 ‘Improving Non-Emergency Patient Transport Services’, Dec 01; Audit Commission
4.2.2.
At a public meeting in Treherbert held to discuss the study
several people spoke of ambulance journeys which were intolerable
due to problems of punctuality and the time it took to collect
patients from a wide area before reaching the hospital. Most –
including a lady who had had great trouble getting into and out of
an ambulance because it did not have a lift – agreed that a
Community Transport scheme could provide a superior service,
especially if an accessible converted van was available.
4.2.3.
With the change in NHS structure which took place in April of this
year, it appears that early steps are being taken by health
authorities in Wales to tackle the ‘transport gap’. Within the
study area, RCT LHB is investing £6,000 in a pilot scheme for 6
months with CwmNi, the Treherbert Communities First organisation,
in which TraVol will transport people with mobility difficulties
to doctors’ surgeries in the Treherbert area. There are concerns
in the LHB that the sum invested in the project might pay for more
journeys if a locally based minibus were available.
4.2.4.
In Powys, the LHB is working in partnership with the Local
Authority to develop CT for non-emergency patient transport
services, including joint funding of a CT journey co-ordination
and booking officer. Across the border some health authorities are
making considerable contributions to transport services, with
Worcestershire Health Authority investing £400,000 in public
transport since 2000 and promoting the ‘Joint Worcestershire
Health and Passenger Transport Group’.
4.2.5. Although NHS trusts tend to be more concerned with transport issues as they affect secondary rather than primary health care, good examples exist in the study area of NHS support for primary health transport initiatives. For instance, patients using the Chiropody Clinic in Ynyswen are picked up and returned on circular route run by taxi, which is paid for by the NHS Trust. Ystrad Clinic has its own transport, which performs a similar service.
4.2.6.
Specific issues raised about health transport during the study
included difficulties in reaching and returning from the Royal
Glamorgan Hospital. People with mobility difficulties were
interviewed who needed to use the 121 service from close to their
homes in areas such as Libanus estate to start their journey,
changing to the X9 in or before Tonypandy. However the last 121 in
the afternoon leaves Tonypandy at 2.40 p.m. If the
appointment in the hospital is in the afternoon, or the treatment
is lengthy or delayed, it can be impossible to catch this bus.
Travel difficulties of this nature feature prominently in the
draft Social Audit of Cwmparc, Treorci and Ynyswen20.
20
Page 38.
4.2.7.
The X9 service, operated by Stagecoach, was reintroduced in
February this year following considerable public pressure. It
operates with low floor buses from Blaenrhondda to Cardiff via the
Royal Glamorgan Hospital, with no subsidy. People needing to get
to the Royal Glamorgan
Hospital, either as patients or visitors, were asked if they used
the service, but few did. Reasons given for not using the service
included poor frequency, long journey time, and difficulty of
access to the buses. Others who needed to make the journey did not
realise that the X9 worked this route. In fact frequency, journey
time and accessibility are reasonably good, although timings of
arrival and departure from the Hospital do not accord with usual
clinic times. Further research may be needed into low patronage
levels, which are described by Stagecoach as considerably less
than was expected on reintroduction of the service.
4.2.8.
To date, RCT appears to have escaped most of the problems caused
by centralisation of primary care services in some parts of the
country. In other valleys, the closure of small local doctors’
surgeries and their replacement with centralised health centres
has undoubtedly led to improvements and efficiencies in services
provided, but has frequently been carried out with little regard
to transport difficulties created for patients.
4.2.9.
However, at the time of writing the only doctors’ surgery in
Treherbert has written to patients advising of the intention to
close the surgery, and merge with a surgery in Treorci. Even for
those who have transport, or can use buses, a long journey to the
surgery when feeling ill can be very difficult. For others the
journey can make the visit almost impossible.
4.2.10.
CwmNi reported that they had found that getting to the surgery
involved a major travel difficulty for many people in Treherbert
ward. The pilot project with TraVol, mentioned in para. 4.2.3.
above, is an attempt to address that problem. Individuals were
also interviewed in Treorci and Pentre
who said they, or relatives, had the same difficulty. Health
sessions for prospective mothers are held in the Parc Hall,
Cwmparc. Mothers who already have more than 1 child attending the
sessions have said that using the bus, which is not low floor, is
very difficult.
4.2.11.
A person was interviewed in Treherbert who needs regular sessions
in the hydrobath in the Royal Glamorgan Hospital. She cannot use
buses to reach the hospital and has to rely for transport on her
daughter, who lives a considerable distance away and has to take
time off work for the purpose. She said that there is a fairly
high number of people in the Treherbert
area who go regularly for the same treatment. In her opinion it
would be beneficial for the patients and reduce transport need
considerably if a hydrobath and physiotherapist were located in Treherbert,
probably at the swimming baths.
4.2.12.
At a meeting of Blaenrhondda Community Association cases were
reported of NHS patients being sent for treatment at a private
hospital between Cardiff and Newport and to the NHS hospital in
Merthyr Tudful, but with no provision for ambulance or other
transport. People felt that because the NHS staff making these
arrangements probably have cars, they do not understand the
problem of patients who have no personal transport. There was
unanimous agreement at the meeting that a Community
Car scheme for the northern end of the Rhondda Fawr would be
beneficial and sustainable, predominantly to help people reach
hospitals and doctors surgeries, and several members of the
association indicated that they would be interested in driving for
the scheme.
4.2.13.
Llwynypia Hospital is due to close within a few years, but in the
meantime patients and their visitors can face a difficult walk up
a steep hill to reach various departments, including Maternity. If
a hospital porter gets to hear of a patient’s difficulty
transport can be arranged up the hill in the internal ambulance.
However this service is not advertised to people arriving at the
hospital entrance, at the bottom of the hill.
The
entrance to Llwynypia Hospital
4.2.14.
Ysbyty George Thomas at Treorci told of a problem which arises
fairly often. If the condition of a patient worsens s/he may have
to be moved to the Royal Glamorgan Hospital. Frequently an escort
will be needed. The Ambulance service will usually provide
transport to the hospital without cost, but will not bring the
escort back. For this a taxi must be used, at considerable cost.
The idea of a Community Car scheme in the area, which could cope
with this work and other travel needs for hospital patients, staff
and visitors was greatly welcomed.
4.2.15.
The same points were made by Ystrad Fechan Residential Home, where
the manager said that frequently the ordered taxi would not turn
up at the hospital to collect the escort, and she would have to go
herself. Ystrad Fechan would also like to see a Community Car
scheme in operation. It would be useful not only for collecting
escorts but for bring visitors to see residents, and – if the
rules permitted – for getting staff to courses in places not
well served by public transport. To meet many needs of Ystrad
Fechan the Community Car scheme would need a wheelchair accessible
vehicle, and swivel seats in ordinary cars.
4.3.
Work and Further Education / Vocational Training
4.3.1.
Transport to work is problematic as far as traditional S.19 CT is
concerned if the workers being transported are earning more than a
therapeutic wage. Helping people into work, sometimes including
providing transport for a period at the start of employment, is
done under various non-S.19 ‘Wheels to Work’21
schemes. Under
S.19 there is no problem with providing transport for most
volunteer workers.
21
Successful Wheels to Work schemes are run in Merthyr Tudful,
Liverpool and Gloucestershire.
4.3.2.
It is understood that at one time an ‘Action Team’ in the area
operated a scheme in which young people were lent cars, and if
necessary taught to drive, in order to help them find and keep
work. People in Blaenrhondda
believe that the scheme came to an end solely because of lack of
funding; the need is as great as ever.
4.3.3.
Other studies have identified transport difficulties as a major
obstacle to finding and keeping work. The Bevan Report22 found
that; ‘Communications have been overwhelmingly identified as a
major issue in the course of this research, by those seeking to
develop the area, by employers and by residents themselves’. The
work placement organisation,
Working Links, said that transport was a major barrier to work as
even if there was one car in a household there may be several job
seekers. Job Centre Plus in Tonypandy said some people are
deterred from seeking work in many locations because of perceived
transport difficulties.
22
‘Ambitions for the Future’, March 2003; The Bevan Foundation.
4.3.4.
There is a general trend to less car ownership towards the north
of the study area. This particularly affects transport to work as
people there have further to go to reach most workplaces, and
public transport frequently does not run to the right destinations
or at the right times.
4.3.5. The Personnel Manager of a major employer at Abergorci Industrial Estate said that transport difficulties are an important factor in recruitment problems faced by a number of companies on the Abergorci and Ynyswen estates. Employees face transport difficulties both in reaching and leaving work. Traffic congestion for those in cars and buses, particularly at the Stags Head bottleneck in Treorci, caused delay at certain times of day which was unreasonable in relation to the distance travelled.
4.3.6.
Employees with no car face particular difficulties in reaching and
leaving work at shift changeover times. This was a serious issue
with young employees needing to arrive for the 6 a.m. shift.
Although there is a suitable train service from the north, most
employees live to the south, and the first train does not reach
Ynyswen station until 7.30 a.m. Using the bus employees could not
arrive until about 6.15, which was unacceptable.
4.3.7.
This Personnel Manager felt that the employers on the estates
would probably look favourably at requests to part subsidise
transport improvements which would alleviate the problems, and
would look particularly favourably at assisting improved early
morning train services.
4.3.8.
At Ysbyty George Thomas it was also reported that staff sometimes
have problems arriving for shifts, particularly at Christmas and
other holiday periods when no bus service runs.
4.3.9.
The draft report of the recent Cwmparc, Treorci and Ynyswen
Regeneration Group makes the valuable point that if the only
access to good quality, high paid employment is outside the area,
people will be tempted to leave the area to live as well as work.
However, many criticisms were heard during the study that much of
the high quality, high waged work available at the moment within a
reasonable distance is in the Bridgend area, and along the M4
corridor. Without a car access to this employment is so difficult
it is barely worthwhile, taking 1¾ hours from Treorci to Bridgend
Bus Station by any form of public transport, a distance by car of
14 miles.
4.3.10.
Although perceived to be somewhat in decline at the moment,
employment opportunities also exist on the Hirwaun Industrial
Estate. CwmNi
in Treherbert has identified this site as a worthwhile source of
jobs, a view supported by the Blaenrhondda Community Association.
However no public transport of any kind travels north from the
study area. By public transport the 6 mile car distance from
Treorci to Hirwaun
Industrial Estate takes 2 hours 20 minutes, or a little less if
walking from Hirwaun village.
4.3.11. Current statistics on this point could not be found, but the majority of working people in the study area would appear to travel south to work, either lower down the valley or in the Cardiff / Llantrisant area. The vast majority (70%24) travel by car. This leads to bottlenecks at recognised pinchpoints. Stag Square, Treorci, is a prime example, with a daily traffic flow of approximately 14,000 vehicles. A test during the study showed that a journey by small van starting from Llewelyn Street, Pentre at 4.40 p.m. on a Tuesday, through Stag Square to Ynyswen Road – a journey of some 2 miles – took 18 minutes. Were a safe and convenient cycling route available this journey could comfortably have been achieved in two thirds of the time.
23
Draft Report; ‘A Social Audit of Cwmparc, Treorchy and Ynyswen’,
Jul 03; PCR, University of Glamorgan, Section 2.5
24
2001 Census statistics.
25
APR 03, Diagram 6.
4.3.13. Evening classes are held in Parc Hall, Cwmparc. The sparcity of