Pave The Way The impact of Low Traffic Neighbourhoods (LTNs) on disabled people, and the future of accessible Active Travel - Transport ...
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Pave The impact of Low Traffic
The
Neighbourhoods (LTNs)
on disabled people, and
the future of accessible
Way Active Travel.
January 2021
Contents Summary 6 1. Introduction 8 2. Methodology 12 3. The barriers to Active Travel 22 4. Findings: The impacts of LTNs 36 5. Engagement, consultation, and EQIAs 65 6. Recommendations 70 Acknowledgments 76 Glossary of terms 77
Foreword About Transport For All
Transport for All (TfA) is a pan-impairment organisation, guided
Alan Benson, Chair by the passionate belief that all disabled and older people have
the right to travel with freedom and independence. Our specialised
Transport is a means to an services are unique; we are the only disability group in the UK to exclusively
end. It’s not the journey that’s focus on transport. Our main aims are to:
important, it’s the destination.
Whether we travel for work, leisure • Inform, educate and challenge the transport network in private and public sectors
or simply to buy a loaf of bread, we make on the needs of disabled people and the inherent barriers that exist.
• Use the Equality Act to challenge the illegal barriers in society and fight for the
choices that simplify our lives. At Transport for All we
rights of disabled and older people.
know that for many disabled people these choices are
• Campaign for the transport sector to become more and fully usable for all.
based on practicality rather than convenience. For some • Educate and support and empower our members, and all disabled and older
using a car or taxi is the only accessible option, whilst for people, to understand and challenge their legal rights when access is denied.
others it may be the bus that provides this vital lifeline. • Build a connected community of disabled and older people so that they gain
strength and knowledge from being part of a movement making change for all.
It is from this perspective, and in response to concerns
from our members, that we have made the Active Travel
agenda a priority. New initiatives such as No Car Day
and Micro Mobility schemes present new opportunities
and challenges, but much of our focus remains on long-
standing and basic streetspace issues - such as pavement How to read this report
obstructions and a lack of dropped kerbs.
This report presents the findings from our six months of indepth research into
the impacts of Low Traffic Neighbourhoods on disabled people. It starts with an
We realised that researching the impact of LTNs gave
introduction to the topic, followed by a chapter on the methods we used and then
an insight into the broader topic of the barriers to Active
chapters discussing our findings. We finish by presenting our recommendations and
Travel for disabled people and the context this sits solutions.
within: difficult personal circumstances in the time of a
global pandemic, wide societal and structural barriers, Alongside the data from our extensive interview process, this report also features
negative attitudes and stigmatisation of disability, and an ‘spotlight pieces’ from a selection of expert organisations and individuals from the
increasingly hostile and inaccessible transport system. worlds of transport, environment, and accessibility. You will find these in text boxes
signposted with circular logos of the organisation they are from.
I offer my personal thanks to everyone who took part
There is a Glossary of Terms at the end of this report, which provides simple
in this project. With their insight we have created the
definitions for all of the terminology around disability, transport, and policy used
only independent research into how disabled people are throughout.
being impacted by Active Travel initiatives. I’m proud of
what the team have produced. I hope that it stimulates This report is available in a range of accessible formats, inclding a text-only Word
discussion and leads to better, more accessible initiatives. Doc, a BSL summary video, an audiobook and EasyRead - all of which are available on
our website.
Active travel must be accessible travel.
Further information about our research can be found in the Appendix which is also
available online.
4 5
Summary
expensive, complicated or difficult. There listening to the perspectives of disabled
were also cases of a negative impact on people who have been significantly
mental health, issues with taxis and a erased from the conversation. Only then
perceived rise in traffic danger. can we move forward with accessible
and inclusive solutions which benefit
Though with many disabled people everyone, and the environment.
experiencing genuine and meaningful
At Transport for All, we fully support the fight for climate justice and the benefits from the LTNs, ripping them We recommend a series of immediate
importance of introducing environmental initiatives that promote Active out and returning to normal isn’t the measures and long-term solutions to
Travel such as walking and cycling. This is particularly important in light of the solution. address the many barriers that disabled
COVID-19 pandemic, when additional space is needed for safe transit. people face to Active Travel; encourage
‘Normal’ – what we had before – walking, wheeling and cycling; and
However, it has been disappointing to see disabled people and their needs wasn’t accessible enough either. create an accessible public transport
being used by both proponents and critics to further their political aims, system as a viable alternative to car use.
with improper research and consultation leading to misinformation and The answer involves engaging with and
inaccuracies.
One of the most controversial measures With this ground-breaking report, we We recruited
84
aimed at encouraging Active Travel has have consulted disabled people directly
been Low Traffic Neighbourhoods, using where many others have failed.
tools such as bollards and cameras to
reduce pollution, traffic and road danger We spoke to 84 disabled people, aged
in residential areas. 8 to 89, across a range of impairment
groups. Participants were based in 19
participants in total.
Disabled people hold both positive and out of the 21 London boroughs that
negative opinions on LTNs, but they have implemented new LTNs, plus five
don’t feel listened to by policy makers, locations outside the capital. Qualitative
or that they have opportunities to data was collected using both semi-
share their views. COVID-19 compounds structured verbal interviews (on video
this isolation, with many disabled call and by phone) and written questions
people shielding and/or not accessing to ensure accessibility. Responses were
streetspaces. then transcribed and coded to produce
quantitative data.
We found failures with the consultation
process used to collect resident In terms of the positive impacts of
feedback, as well as with Equality Impact LTNs, participants reported easier or
Assessments. more pleasant journeys; an increase
in independence; a decrease in traffic
72% of participants reported issues with danger and benefits to physical and
how changes have been communicated, mental health.
including the lack of information
provided, its quality or accessibility, and Criticisms included longer journey times
not receiving a warning before an LTN is for residents, as well as their visitors who
installed. provide care and support. This leads
to travel becoming more exhausting,
6 7
Introduction
There are now 95 LTNs created by While some have used peaceful protest,
local councils using TfL funding - others have turned to vandalism.
part of the Streetspace for London Planters in Islington and Ealing have
plan - totalling £6.9 million5. been upturned or broken, and Hackney’s
traffic counters have been damaged.
Low Traffic Neighbourhoods: In expressing their support for LTNs, Such controversy has naturally caught
The story so far councils cite improved air quality,
increased opportunities to walk and
the attention of the London media, who
have reported on LTNs extensively in
cycle, and a reduction in collision recent months.
When the Prime Minister addressed the nation on 23 March 2020 to
rates and accidents as benefits.
give one simple instruction – to “stay at home”– the entirety of the
In such a frenzied and high-
United Kingdom’s transport system, our streets, and the behaviours that
This is echoed by TfL, who claim the profile conversation about LTNs,
influence how we move through our lives were thrown into disarray.
schemes deliver “safe and attractive it is disappointing that disabled
As individual journeys have adapted main road to the next, making short car streets” for walkers and cyclists by people, and their needs, are
in response to the pandemic, the idea journeys impractical and undesirable – “preventing through traffic being homogenised and
of Active Travel (walking and cycling), which is precisely the aim. from using residential used by both sides
and initiatives which promote it have neighbourhoods to avoid of the argument to
gained more traction. Across the UK we Aside from a small number of schemes main roads” – often further their political
have seen pop-up cycle lanes installed, in specific areas that existed prior to referred to as ‘rat aims.
pavements widened, and pedestrian- COVID1, LTNs started to emerge across running’.6
only school streets implemented. London in May 2020. Amendments2 A lack of proper research
to road traffic regulations enforced However, with whole and consultation has
One of the most prominent – and at the end of the month granted new roads closed to through- sometimes caused
controversial – measures explored by powers to Local Authorities, allowing traffic, council proposals misinformation and
Transport for London (TfL) and London them to introduce Experimental Traffic for LTNs have been met inaccuracies to arise.
boroughs has been the concept of a Orders (ETOs) for “purposes related with strong criticism from
Low Traffic Neighbourhood (LTN). These to coronavirus”, without consulting local protest groups. Social media While writing a detailed Twitter
schemes use a combination of bollards, local residents beforehand. Widening pages such as Ludicrous Road Closures thread on LTNs, one council leader
planters and Automatic Number Plate pavements and restricting roads to and Stop Horrendous Hackney Road said “most disabled people” in the
Recognition (ANPR) cameras to: remove certain types of traffic are two examples Closures boast thousands of followers. borough don’t have a car – a claim made
‘through’ motor vehicle traffic on specific of initiatives - that may be implemented The former describes the schemes as without substantial evidence, or wider
‘residential’ roads in a local area; divert without consultation - given in the ‘undemocratic’, while the latter says consideration for how disabled people
traffic onto main ‘distributor’ roads on Government guidance3 issued by the disabled residents have had to drive travel. Although some disabled people
the outside of the LTN; and encourage Department for Transport (DfT). “miles out of their way and sit in hours of may not own a car, they may use taxis or
greener modes of transport, such as traffic” to attend hospital appointments be a passenger in other vehicles when
walking and cycling. Every resident may By October 2020, there were and go shopping7. Proposals to introduce travelling8, as our research shows.
still drive onto their street and access around 30 km2 of new Low the schemes in London boroughs have
their home, but it is made difficult or Traffic Neighbourhoods across prompted both petitions and counter- When a picture surfaced online showing
impossible to drive straight from one 21 boroughs in London4. petitions. a wheelchair user and their dog having
5 Transport For London data (FOI included in Appendix)
1 For example, in Hackney and Waltham Forest (under a different name to LTN). 6 Transport for London
2 The amendments introduced will remain in force until 30 April 2021. 7 Stop Horrendous Hackney Road Closures/Twitter (2020)
3 GOV.UK (2020) 8 TFL data shows that disabled people are less likely to travel by car as a driver, but only slightly less likely to travel by car
4 With thanks to Rachel Aldred for this data as passenger (see Fig. 9)
8 9
a ‘peaceful’ day’s walk in the road of
an LTN, one councillor tweeted: ‘But I
Why we have done The debate may be divided and
polarised, but it has shone a spotlight on
However, with many disabled people
experiencing genuine and meaningful
thought Low Traffic Neighbourhoods this research streetspace, accessibility, and who our benefits from these schemes, we don’t
were bad for disabled people?” streets are for. We hope that we can use believe simply ripping them out and
We fully support the fight for this attention to push for wider, long- returning to normal is the way forward.
In Ealing, the local Green Party argued climate justice and understand term and more impactful accessibility
that there was evidence “quieter, safer the importance of introducing improvements. ‘Normal’ – what we had
streets are easier for those with poor environmental initiatives that We believe that a lack of consultation before – was not accessible
mobility to get around”9. However, the promote Active Travel, particularly has resulted in opportunities missed to enough either.
reality - as explored in this report - is in light of the COVID-19 pandemic remove the many additional barriers that
complex and nuanced. when additional space is needed disabled people face to accessing Active We believe the answer is to, first and
for safe transit. Travel, and that, in their current state, foremost, engage with and listen to the
The use of disabled people as political LTNs create multiple negative impacts perspectives of disabled people who
collateral to further arguments for or The overarching aims of the LTNs of on particular disabled people. These have been significantly erased from the
against the implementation of LTNs is reducing pollution, reducing traffic, impacts are compounded and made conversation. By doing this, we can move
not exclusive to the pro-LTN movement. and reducing road danger are of critical disproportionate by the fact that disabled forward with accessible and inclusive
In an interview with BBC Politics London importance to disabled people, who we people’s options for alternative methods solutions which benefit everyone, and
in November, one Shadow Minister know are among the worst impacted by of transport are already so heavily limited. the environment.
cited disabled people as a group they increased pollution levels and the effects
believed were negatively impacted, “who of climate change.10
can’t benefit from walking and cycling.
They are reliant on taxis and cars and
The ambition of LTNS
Disabled people were, in many areas,
so for them, these haven’t been a great not consulted on the potential impact of
Mary Creagh, Chief Executive, Living Streets
scheme.” LTNs on their lives and travel. Who are our streets for? The pandemic culture wars.
response meant that our towns and cit-
Our research highlights that, in reality, With this ground-breaking ies, designed around cars, saw a huge So what are the facts?
disabled people hold both positive and report, we have consulted reallocation of road space to walkers and
negative opinions on LTNs, but they cyclists. This, the need to get to Net Zero 1. The public support them. Recent re-
disabled people directly where
don’t feel listened to or that they have carbon emissions, and new government search revealed that for every person
many others have failed to do funding for Low Traffic Neighbourhoods opposed to changes to their local
opportunities to share their views. Others so. (LTNs) is causing a fundamental rethink streets, 6.5 people are in support.
have spoken for them. Compounding
in transport and city design. 2. LTNs reduce congestion, with some
this sense of isolation is the impact We do so as a disabled people’s people making fewer particular
of COVID-19; disabled people, many organisation (DPO) that has been In 1970, there were 13 million vehicles on trips, combining multiple trips into
of whom are shielding or otherwise campaigning on streetspace issues for Britain’s roads. Last year, that number one, travelling at a quieter time or
not physically outside and accessing decades, pushing for more dropped had nearly trebled to 38 million vehicles, switching to walking or cycling. The
streetspaces, fear their needs are not which drove around 329 billion miles. increased congestion that is some-
kerbs, protesting against shared space
being considered by policy makers. Streets were once playgrounds, but our times seen is temporary and usually
and bus stop bypasses. Streetspace
research shows that 60% of 4-11 year-olds disappears as people switch to alter-
issues have never gotten a great deal never play out on their local streets. native modes of travel.
of traction. LTNs, however, have lit the 3. LTNs are good for business. Living
conversation on fire. LTNs use cameras and physical barriers Streets’ Pedestrian Pound report
to stop rat-running through residential found that shoppers on foot can
areas. LTNs are slowing traffic and creat- spend up to six times more than
ing space to gather and play. Some have those who arrive by car.
10 11
9 Ealing Green Party (2020)
10 UN Environment Programme (2019) caused controversy and sparked online
Demographics
reduced the amount of self-selection
bias in participants, meaning we spoke
Chapter 2.
to people with a range of opinions - not
We identified and recruited participants just those who felt the strongest and
to interview using the following selection were most likely to respond to a call-out.
criteria:
We did not seek out particular responses,
∙ A disabled person (anyone who and we did not apply a demographic
identifies as disabled, or having a control beyond ensuring a range of
Methodology
disability, or belonging to any and all impairments and locations. Therefore
impairment groups), OR a person who we do not consider our sample to be
provides primary care and support for representative of all disabled people,
a disabled person. and we did not use our data to test a
∙ A person living either inside, or close hypothesis or draw conclusions. This was
to, a Low Traffic Neighbourhood, OR an ethnographic study that captured a
whose daily activities, such as their range of opinions.
commute, would be directly affected
by the Low Traffic Neighbourhood.
Method In order to recruit participants, we used
the following channels:
Our research question was: ‘what impact have Low Traffic
• An open call-out on our social
Neighbourhoods had on disabled residents?’. media platforms (Twitter, Facebook, In total, we collected responses from
Instagram, NextDoor). 84 people, aged 8 to 89. We spoke to
Due to the broad nature of our research public survey to collect opinions due • Call-out to all members of Transport disabled people from a wide range of
question and the diversity of opinion we to the heated and polarised nature for All (around 400 people). impairment groups. For those who have
were expecting to collect, we employed of the LTN debate. We were aware of • Reaching out directly to local DDPOs multiple impairments, we counted them
qualitative research methods. We instances where these surveys have been in target boroughs. 57 DDPOs in total in each of the categories they fell into.
wanted to understand the emotions, ‘hijacked’ with inauthentic respondents, were contacted directly, via phone
experiences and perceptions underlying threatening the integrity of the data. and email.12 Mobility
how disabled people felt about LTNs • Attending external organisations’
to identify needs and generate ideas With these considerations in mind, community forums (held online).
Chronic illness /long-
for solutions11. We felt the best way we opted for the Grounded Theory
term health condition
• Call-outs placed in other
to capture the diversity of opinions (emergent design) for our research organisations’ newsletters. Visually Impaired/ blind
we expected to hear would be to use methodology, using qualitative • Targeted reach out to our members
an open-ended method, rather than interviews. This research method starts living in specific boroughs. Deaf/ hard of hearing
designing a quantitative survey through out with a ‘clean slate’, before adapting • Word of mouth.
the prism of own preconceptions. the coding framework based on
Mental health condition
emergent ideas and concepts that arise Our broad range of outreach and Neurodivergent /
We were also deterred from using a from interacting with participants. recruitment methods – particularly cognitive impairment /
our ‘drop-ins’ to community forums – learning disability
11 Maxwell JA (2020). The Value of Qualitative Inquiry for Public Policy. Qualitative Inquiry Parent/carer
12 13
12 Full list of DDPOs contacted in the Appendix.
We note here that there is no ideal way
of formally categorising impairment.
Many impairments do not fall neatly
into one category, many fluctuate or
Demographics: in graphs
affect different people in different ways.
Fig.1: Age Fig 3: Mobility aid
We decided to categorise impairment
based on the types of barrier that person
faces. The important thing is that we
were consistent with our categorisation.
For those we interviewed who were a
carer or parent for a disabled person, we
counted them as ‘carer’ together with
the impairment type of the person they
cared for: e.g a parent of a child with
visual impairment would be counted as
both ‘carer’ and ‘visual impairment’.
We heard from a mixture of people who
do and do not hold a Blue Badge, as well
as car-owners and those who do not
have a car.
Fig 2: Impairment
We interviewed people from 19 of the Each participant belonged to one or
21 London boroughs where new LTNs more impairment categories.
have been implemented13. We also spoke
to people in six locations outside of
London in areas with LTNs: Newcastle,
Manchester, Yorkshire, Woking, Fig 4: Data source
Edinburgh, and Oxford.
13 LTNs defined as area where there would have been
substantial reduction of motor traffic new to new modal filters
implemented between March-September 2020, and measures
that remained in place end of October. We obtained this data
from Rachel Aldred’s research.
14 15
Demographics: in graphs
Fig 5: Borough map Fig 7: Car ownership
We asked all participants if they, or
The heat map to the right illustrates
anyone in their household, owned a car.
how many participants were
interviewed per London borough;
the darker the colour, the more
participants. The grey boroughs had
no new LTNs in place at the time of
our research. Waltham Forest and City
of London (yellow) did have an LTN in
place, however no participants from
Fig 8: Blue Badge holders
those boroughs spoke to us.
Almost half of our participants did not
own a Blue Badge. We collected this data
to show that not every disabled person Yes No
is a Blue Badge holder; a metric local 49% 51%
authorities often use to determine the
number of disabled people in an area.
Fig 6: Borough count Fig 9: Main modes of transport
16 17
Interview
questions, with room to divert off-course
with follow-up questions to understand
Accessibility more about any particular point a
participant was making. These gave us
further insight into what the participant
Our primary method was verbal
was thinking and allowed for greater
interviews held using Zoom. For
consistency for our analysis. All 63 verbal
participants who were Deaf British Sign
interviews were conducted by the same
Language (BSL) users, we booked an
researcher.
interpreter to facilitate communication.
For visually Impaired participants or
those who required an alternative
method for other access reasons, we did Qualitative
Coding
one of the following:
• Held verbal interviews over the phone.
• Sent interview questions via email After conducting interviews, transcribing
and accepted written responses. the conversations, and collating the
• Opened a Google Form to submit written responses, we looked to turn
written responses if they could not the qualitative, opinion-based data
attend an online interview. The into quantitative, number-based data
form was only sent to pre-vetted we could analyse. The approach we
respondents. used for this is known as coding, which
sees transcripts categorised into topics
using a key, with a ‘code’ given for each
area discussed. As Ye Sun writes in The
Code:
SAGE Encyclopaedia of Communication
DANGER_DOWN
Research Methods (2017), “coding in
Interview qualitative research aims to uncover
themes and ideas from the data,
Description:
Participant reports a decrease in traffic danger; i.e. they feel
Approach inductively create categories, and
safer to cross the road or they feel safer cycling.
develop theoretical
In order to collect the most insightful, concepts”.
Verbatim quote from transcript allocated this code:
authentic, and in-depth qualitative data, “It makes me feel safer; certainly, as a cyclist, it feels safer.”
it was important for us to build up trust Each code is then tallied up to give
with the participants. It was vital that we a number of how many participants
created a space where they could share discussed that topic in interviews.
their experiences and opinions freely
and without judgement. The interviews An example of a code is on the right
were 45 minutes to an hour long, and (the full coding framework is included in
were semi-structured. They largely the Appendix):
followed the format of 10 open ended
18 19Once the coding framework had been First, the data was tidied for consistency In the following example, we wanted to ascertain how many participants felt
agreed and tested, all 54 transcripts and and split into themes and subthemes. that their journey became easier after an LTN was put into place in their area. We
30 written responses were coded using Each time a theme or subtheme was also wanted to cross-reference this with demographic data, to determine which
the key. A team of three researchers present in a participant’s response, the impairment category these respondents fell under. We created a pivot table that
coded the data. Two researchers coded researcher coded for it accordingly, compares the code JOURNEY_EASY with the Impairment Type data. The table shows
the responses, and gave each of their including the exact verbatim quote in ‘count of’ how many respondents mentioned this code in their interview, sorted by
codes a traffic light colour signifying how the log. impairment group.
confident the researcher felt the code
was accurate. Any responses that were For example, one of the areas we coded
given an amber or red traffic light were for was JOURNEY_EASY – referring
‘second- marked’ by the other researcher, to an instance where the participant
to ensure inter-code reliability. The third reported that it is now easier for them
researcher made the final decision on to make their journeys. We could then
the codes and carried out ‘spot-checks’, pull this data and use it to state: 14% of
checking a random series of codes that participants reported that LTNs made
had been traffic-lighted as green. their journeys easier.
During the final analysis, we counted
whether a code was present in an
Analysis interview, rather than counting all the
occurrences of a single code within the In order to present this data, we calculated the percentage of these respondents out
same interview. of how many participants there are in each impairment group in total. This showed
Out of the 84 total responses collected, how prevalent the code was in each impairment group, as well as across the whole
the final number of interviews we For the cross-analysis of demographic sample of participants.
deemed eligible for qualitative data data, such as impairment types, and
analysis was 78. Responses eligible for qualitative (coding) data, we chose
analysis needed to meet certain criteria, to use pivot tables. This method was
including: selected because it allows for an
interactive analysis of insights based
• Participant lives or frequently travels on customisable filters. We used pivot
through an LTN. tables to summarise the data set and
• Participant demonstrates awareness produce percentages.
of what an LTN is.
• Participant provides sufficient
demographic data.
In order to present the findings, we
conducted various analyses of the data.
20 21In order to mitigate the issue of many This is important contextual
Limitations disabled people not having access information because it applies not
to internet, and disabled people only to our research but to research
Due to the restrictions we have been working under, imposed by COVID-19 and of particular impairment groups carried out by others. Digital and
lockdown measures, we have had to rely on digital outreach, rather than offline being especially excluded, we did online methods are being used almost
methods such as leafletting, attending in-person mobility forums or visiting supplementary research speaking to exclusively by councils to consult and
community centres. This means that we have only been able to contact and these groups in a less formal context. engage with local residents, as well
recruit participants who have some level of internet-usage, and we know that The research team contacted local as gather feedback about streetspace
this excludes many disabled people. organisations working with these groups changes.
and attended forums, user-led support
groups, and community meetings16 to This is part of the
According to ONS figures, disabled Furthermore, for some blind and visually discuss LTNs with participants. While problem: some disabled
adults make up a significant proportion impaired people, it can be challenging this isn’t captured in our quantitative perspectives are being
of adult internet non-users. In 2017, to know precisely what changes are data, the lessons learnt from these group completely missed.
56% of adult internet non-users being made in their local area, where meetings have contributed to and
were disabled14, a figure which is those changes are, and where they live in shaped our report.
disproportionally higher than the total relation to them. As one visually impaired
percentage of disabled adults in the participant told us:
UK (estimated to be 22% in 2016/17)15.
Poverty, lack of specialist training and
tools, poor web accessibility, and living
in institutional settings are just some
I don’t know where the Low
examples of the barriers disabled people
Traffic Neighbourhood starts
face to accessing the internet.
and finishes, because I can’t
see the flowerbeds, I can’t
As well as this, disabled people from read the notices, I don’t
particular impairment groups are more know where the boundaries
likely to face barriers accessing digital are. I can’t see the names
spaces. The lack of web accessibility is of the roads. I can’t read a
a barrier for blind and visually impaired map. I only know the road
people, a shortage of information is closed because my taxi
translated into BSL is a barrier for Deaf driver told me he wasn’t
people, and the use of complex language allowed to go down that
and specific jargon can be a barrier road anymore. That’s all I
for those with learning disabilities. have to go on.
This means that when conducting
research and recruiting disabled people
using digital methods, often these – Visually impaired participant, Brent.
particular impairment groups are under-
represented in the sample.
14 ONS (2019) Exploring the UK’s digital divide 16 A list of these groups attended included in the Appendix.
15 Ibid.
22 23Chapter 3.
LTNs are, by definition, intended to participate in Active Travel. For example,
make it less convenient to drive. They in a recent document17 signed by several
discourage car use, by closing roads Active Travel campaign organisations -
to through-traffic and diverting motor including Cycling UK, Living Streets and
vehicles around a longer route. This is Sustrans - the claim is made that “LTNs
done to make the streets more attractive and cycle lanes help disability access”.
for walking and cycling, in the hopes this
will be enough to encourage people to However, aside from quieter roads
take up more Active Travel journeys. and in some cases new benches for
The barriers to
resting, little more is done to remove
Many disabled people can and wish or address the many additional
to make more journeys by walking, barriers to Active Travel which
wheeling and cycling. disabled people face.
Active Travel
Proponents of LTNs are quick to argue In this section, we will look more closely
that they benefit disabled people and at these different barriers...
make it easier for disabled people to
for disabled Medical
people
Physical
(infrastructure)
Financial
Attitudinal
Societal
17 Walking and Cycling Alliance (2020): The urgent case for more walking and cycling in the UK
24 25Streetspace
Medical
access
issues Walking/Wheeling
Anything that interrupts the easy transit along pavements and walkways
for blind and VI
There are some instances in which it is
simply not possible for an individual to
is a problem for disabled people.
people
walk or cycle. There are cases where,
even if all the physical, societal and ∙ Pavements cluttered by obstacles (including bins, signs, car charging points,
A-boards) are very difficult to navigate for those with mobility impairments and
RNIB financial barriers were removed, the
individual would still rely upon the car as can pose a hazard to those with visual impairments. They are also confusing
Walking is the main mode
the only form of transport available, for and overwhelming for those who are neurodivergent. Current social distancing
of travel for blind and
reasons pertaining to their impairment measures add to this issue with many businesses putting chairs and tables
partially sighted people,
who will have fewer or access needs. This could be due to an outside. Dockless bikes and e-scooters left in the middle of the pavement or
transport options available individual requiring heavy equipment strewn across crossings also present a hazard.
to them than others. In our (for example breathing apparatus), ∙ Pavements that are steep, uneven, or bumpy are difficult to traverse in a
recent survey, nearly 90% of blind and needing to take particular caution to wheelchair and can be trip-hazards. Tree roots, cobblestones, and poorly laid
partially sighted respondents said that it avoid contact with bacteria/viruses, or paving stones all contribute to this.
is important or very important to them
perhaps needing to avoid cold weather. ∙ The lack of dropped kerbs render entire sections of pavement/walkways no-go
to be able to make walking journeys
independently, without a sighted guide. zones for wheelchair users, and pose a trip hazard to visually impaired people.
∙ A lack of alcoves or benches mean that people are unable to stop and rest.
They also tell us that cluttered pavements
and ‘shared use’ street designs where
Physical ∙ Hazards - such as cycle lanes that are integrated with the pavement, or a
pedestrians share space with vehicles (infrastructure) widening gap between road and pavement - are often not marked with a high
contrasting colour or tactile paving. These can be easily missed, leading to
(like bus stop bypasses) can be a
particular challenge. Areas with level injury.
surfaces but no kerbs separating vehicles ∙ A confusing streetscape layout, with one-way systems, poor signage, shared
from pedestrians are difficult, too, space and excess bollards, can be distressing and anxiety-inducing.
alongside those with few accessible
42% of our ∙ Road crossings must have appropriate tactile paving and dropped kerbs, be
pedestrian crossings.
participants clear of obstruction from signs or clutter, and be at regular junctions to avoid
Quiet or silent vehicles like cycles, electric brought up overcrowding.
cars, and e-scooters can be particularly accessibility
difficult to detect, therefore bicycles and issues
micromobility vehicles like e-scooters with the
should be kept off pavements and rules
streetspace
enforced. Adding sound will mean they “If the LTN is meant to be
are more detectable, especially when
crossing the road. about walking, why are the
The most immediate barrier facing pavements all broken up?”
If walking becomes impossible because
disabled people wanting to make Active
the streets are inaccessible, there is a
significant risk that blind and partially
Travel journeys is the inaccessibility – Wheelchair user.
sighted people will ‘self-exclude’ from of streetspace (pavements, walkways,
areas they can no longer access, shutting footpaths, cycle lanes, etc.) This can be
off parts their community to them. separated out into walking infrastructure
This would be an unacceptable loss of and cycling infrastructure...
independence and exclusion.
26 27Cycling for non-standard cycles means it is the option to take the cycle into any
According to Wheels for Wellbeing’s not always practical to cycle for a Financial standard bike repair shop, finding repair
Annual Survey of Disabled Cyclists18, commute as there is nowhere to store companies with the specialist knowledge
inaccessible cycle infrastructure was the cycle securely. Disabled people requiring specialist and tools can cost money and time.
cited as the biggest barrier to cycling. equipment to facilitate Active Travel
The majority of the UK’s cycling It is not just the poor accessibility of the journeys face a steep financial barrier. While non-disabled people are able to
infrastructure is designed with a streetspace that deters disabled people For those who cannot use a standard choose whether to give cycling a go, pick
standard two-wheel bike in mind, on from walking and cycling. The wider lack two-wheeled bicycle, adapted non- up a second-hand cycle from Gumtree
the assumption that the rider is able of physical accessibility into businesses, standard cycle options are substantially for £50, and keep it maintained and
to dismount and lift their bike where workplaces, shops, venues means that more expensive. According to Wheels insured easily and affordably, this is
necessary. it is often not practical to use a cycle or for Wellbeing19, the cost is extremely simply not the experience of disabled,
a wheeled mobility aid to get around, as variable, ranging from £500 for the aspiring cyclists.
• Narrow cycle lanes cannot be used it can’t easily get into the buildings the most basic adult pedal trike, to £3500
by trikes, handcycles and other non- person needs to access. for handcycles with e-assist (many The financial barrier extends beyond
standard cycles. handcyclists will require e-assist as cycling. Many disabled people do not
• Steps into the cycle lane, or “I don’t use my powerchair to handcycling typically has a lower manual have mobility aids of a high enough
get around because the shops power output than pedal cycling), quality - or that are adequately suited
lanes segregated with large kerbs
along my local and many handcycles, handcycle to their needs - to enable them to
without regular dropped points, are
high street all
inaccessible to those who cannot attachments, and cargo bikes retailing make active journeys on foot or using a
have steps – I
even at £6000 and £8000, but in most wheelchair. Many disabled people with
dismount. can’t take it
• Access control barriers that in with me. So cases a disabled cyclist will be paying physical and mobility impairments are
are designed to prevent access I drive there out far more than their non-disabled not able to self-propel heavy, clunky
to motorbikes and mopeds (for instead.” counterparts. manual wheelchairs. Therefore, they
example, kissing gates or bollards) require lightweight, dynamic, sports
are a barrier as many disabled cyclists This lack of affordability is compounded wheelchairs, or chairs with power-
cannot dismount. by the lack of non-standard cycle assisted driving (all of which can cost
• Lack of continuous or joined hire schemes, meaning there is little thousands of pounds and are not
up cycle routes force cyclists opportunity for aspiring cyclists to ‘try typically available on the NHS)20.
to dismount or perform tricky before you buy’.
manoeuvres. Many types of chronic illnesses can
• The steep or uneven For those who are make sitting down for long periods of
camber of roads is a bigger able to afford, find time painful, necessitating ergonomic
problem for those on and acquire an orthopaedic chairs. Meanwhile, other
three wheels as the cycle adapted cycle, disabled people would benefit from
can easily tip over. maintaining other occupational equipment such as
• Speed humps, potholes, the smart crutches or specialist shoes, or
and uneven surfaces of equipment access to guide dogs and service dogs.
roads are uncomfortable can also be All of these aids are expensive, scarce,
or dangerous to traverse in difficult and or difficult to get – more so now after a
a non-standard cycle. costly. Without decade of cuts to public services21.
• The lack of storage facilities 19 Wheels for Wellbeing (2019) A Guide To Inclusive Cycling
20 As evidenced by the prevalence of Crowdfunders set up by disabled people trying to pay for specialist equipment. “A
18 Wheels for Wellbeing (2020), Annual Survey of Disabled Cyclists fourfold increase in the number of disabled people forced to use a crowdfunding site to buy their wheelchair undermines a basic
28 29
tenet of the NHS, campaigners say” The Guardian (2017)
21 Frances Ryan (2019) Crippled: Austerity and the Demonisation of Disabled PeopleFinancial (continued) Societal
This significant financial barrier is imposed on a group that is already so fiscally
There are several broader systemic issues that disabled people are up against when
disadvantaged. The Labour Force Survey for April to June 2020 revealed that disabled
it comes to having the opportunity to walk, wheel and cycle. Our research has shown
people are more than twice as likely to be unemployed as non-disabled people22.
that there is a real and very present reluctance to use a wheelchair or other mobility
Research and analysis by the disability charity Scope also found that disabled people
aid. Participants told us they felt uneasy about using a wheelchair because it felt like
face extra costs of £583 a month23. In terms of poverty, the proportion of working age
giving up independence.
disabled people living in poverty (after housing costs) is 26%, which is 6% higher than
the figure for working age non-disabled people. This financial barrier is therefore not
only prohibitive, but discriminatory.
“I’m not there yet mentally. It’s
a type of mourning, losing your
health.”
– Chronically ill participant.
Attitudinal
Many disabled people who have mobility impairments, are chronically ill or have
Even before facing the financial hurdle, many disabled people face awareness and
a long term health condition, do have some level of ambulance. Indeed we know
attitudinal barriers. Cycling is not thought of by many people as an option if you
that many wheelchair users do not use their wheelchair the whole time and are
are disabled, for example. The lack of education, resources and visibility of disabled
able to walk a bit. People who fall into this category are able to walk a little on foot,
cyclists mean that many individuals are not aware that things like adapted cycles
but perhaps not very far or for too long. When it comes to getting around, even for
exist.
short trips around one’s local area, walking this far is not possible. Some participants
reported using a car instead of a wheelchair.
For the few who have spotted disabled cyclists – either out and about or pictured
in the media – representation plays a big part in discouragement. We see very few
handcyclists in the media and other communications, and when we do the image is
usually that of a fit and muscular ‘Paralympian’ type – the unattainable stereotype of “I don’t want to use a
the ‘supercrip’24. wheelchair. I can still get
about with my car.”
As one of our participants told us; – Chronically ill participant.
A lot of this could be down to prevailing negative attitudes towards disability in our
“Handcycling… it’s not for
culture, and the stigmatisation of wheelchairs. Many individuals, particularly those
wobbly people like me.”
who become disabled later in life through acquired impairment, feel a need to
- Wheelchair user.
‘hide’ this and to soldier on. This concept, known as “passing”, has been written on
extensively by disability theorists.25 Despite granting freedom, independence and –
crucially – mobility, mobility aids are seen as objects of pity - signifiers of weakness,
vulnerability and tragedy. It can be painfully difficult to even consider using an aid, as
22 ONS (2020) Labour market status of disabled people
23 Scope (2019) Disability Price Tag one participant recounted:
24 Silva CF, Howe PD (2012): The (In)validity of Supercrip Representation of Paralympian Athletes. Journal of Sport and Social
Issues.
25 “…trying to fit in the nondisabled world, “passing” -- at great cost.” Nadina LaSpina (1998). Disabled Women: The Forging
30 31
of a Proud Identity.Case Study: Learning to love my
Then, I tried out a chair with a rigid frame, and it was life-changing.
Suddenly I had a chair that didn’t cause me fatigue when I used it. I could
wheelchair pick it up with one hand. It didn’t have finger traps everywhere. It didn’t
have armrests up in my shoulders. I could actually push the damn thing
without getting exhausted from the effort, and it didn’t bend and twist
from the motion.
I was born with my impairment, but it didn’t become apparent until late
teens/early twenties - even then, it took a long time to get a diagnosis.
Yet, even just switching to a rigid chair, even just accepting that, a part of
As a kid, I remember crying about the pain in my legs, only to be told
me viewed it as a surrender.
that it was ‘growing pains’. My experience, as somebody with rapidly
decreasing mobility, as well as monumental levels of pain, was that all of
A lot of people look at using a wheelchair as giving up - as accepting the
the medical professionals I saw did not want me to use a wheelchair, and
disability. There is a huge mental block towards using one, a huge cultural
did everything they could to discourage me from using one.
disincentive and discouragement. People are reluctant to use it because
it means accepting that you have a disability, and for a lot of people they
The key event for me was when I went to HellFest in France, in 2014. Black
think that that makes them lesser. The common lexicon of being ‘confined
Sabbath, Iron Maiden, Deep Purple and Status Quo were some of the
to a wheelchair’ doesn’t help.
bands featured on fantastic line-up.
I am not confined to my chair. My chair does the exact
At the time, I had been walking with specialist crutches. I had gone from
opposite.
just using a stick in the winter, to using a stick a lot, then to using crutches
and finally, to using specialist crutches. I had even been offered a Zimmer
Without it, I would be in a very bad place, given the level of pain I was
frame, but it was awful. It was so frustrating to go at such a slow pace and
in, the level of misery I felt, and not being able to think through all the
it didn’t help with my pain at all.
painkillers.
I realised that I wasn’t going to be able to get around the festival easily. I
When I started using the chair, my range opened back up immediately. I
was on the maximum permitted doses of codeine, naproxen, paracetamol
could start going to events again. I could go see my friends again. I now
and tramadol, with oramorph for emergencies. It was the most pain
use an electronically assisted handcycle to get around, which simply
medication that my body would tolerate. So, I made the decision to rent a
attaches to the front of my wheelchair, on which I can cover miles.
wheelchair to get around the festival.
For me, it’s freedom.
I didn’t use a single painkiller that weekend.
@CrippledCyclist aka ‘Heavy Metal Handcyclist’ on Twitter.
When I came back home from the festival, I didn’t send the wheelchair
back straightaway. I held onto it, and for a while I debated what to do.
I ended up buying a cheap, folding piece of crap and started using it for
my commute, and to get around the building at work, whilst continuing to
use my specialist crutches around the office.
32 33Of course, there are many other factors disabled people. Streetspace access
that contribute to whether someone
uses a mobility aid or not, including the Deciding to use a mobility aid is a issues for Autstic
very real financial barrier that we have
already covered. This is compounded by
personal decision. Each disabled person
is an expert in their own needs and people
the lack of systems in place for providing knows what will be best for them.
disabled people with the specialist However, we must acknowledge the
equipment they need. A person with many real and present barriers and issues
Sarah O’Brien - Ambitious About Autism
limited mobility who could still walk a that may deter disabled people from
Streetspaces are often created Sensory overload can mean a
bit would not always qualify for a high- using mobility aids to facilitate walking, without hidden needs in mind. meltdown or shutdown which
standard wheelchair on the NHS, but wheeling, or cycling. While there might be physical leaves the person vulnerable,
would be provided with a more basic barriers to stop someone step- and needing to be supported to
model (usually manual) that would not be Currently, Active Travel is simply ping into busy roads and clear somewhere safe to recover from
conducive to Active Travel. not an option for many who either rules about road crossings, the overload or overwhelm.
lack the specialist equipment, or there is less clarity about how Moving vehicles, other pedes-
space is shared. trians and road users, adver-
The Motability scheme allows those who are discouraged by stigma and
tisements, buildings, street
who receive the higher rate of mobility internalised ableism.
For autistic people who may structures, paving choices and
allowance – either through Personal struggle with or have differenc- everything else that creates the
Independence Payment (PIP) or Disability es in communication, sensory street space can become over-
Living Allowance (DLA) – to use the processing and information pro- whelming and ultimately ex-
money to rent a car, scooter, powered cesses, there is a need for clarity, clude people from using public
wheelchair or Wheelchair Accessible honesty and concision. Rules spaces.
Vehicle. Yet the scheme does not stretch should be clear and adhered to
by all, spaces shouldn’t be clut- A lot has changed in 2020 and
to cover adapted cycles or good
tered and signage should direct at quite a fast pace, but that
quality sports wheelchairs and
someone using visual means. doesn’t mean that someone’s
as we know, the eligibility Autistic people are often not processing speed changes.
criteria for those autistic alone, but have other Often, we see information not
benefits is very narrow conditions that co-occur, like in plain English or an easy read
and excludes many dyslexia, dyspraxia, learning dis- format, which means people are
ability, epilepsy and a range of excluded from finding out vital
mental health or physical health information. Having information
conditions. in a form you can understand
is imperative for everyone, but
For an autistic person who is this has not been the case for
hypersensitive to noise, a busy autistic people. Changes to
auditory environment with a street layouts can disrupt famil-
combination of busy roads, iar routes and now make what
road crossings, high streets and used to be safe, unsafe.
streets used by multiple road
users can lead to sensory over-
whelm.
34 35Chapter 4. In this section:
General observations 38
Disabled people feel very strongly impacted
Disabled people’s opinions are polarised
Findings
Tension between environmentalism and disability rights activism
Division
Negative emotions
Impact of COVID-19
How have LTNs impacted traffic levels
The impacts
How have LTNs impacted pollution levels
Positive impacts for disabled residents 47
of LTNs on
Decrease in traffic danger
Increase of independence
Easier or more pleasant journeys
Benefits to physical health
disabled
Benefits to mental health
Negative impacts for disabled residents 53
people
Longer journey times for residents
More exhausting
Exacerbate impairment
Money
Taxis
Longer journey times for visitors
Journey is more complicated or difficult
Increase in traffic danger
Negative impact on mental health
Not having other options
36 37Fig. 10: Responses to the statement: I feel that the LTN negatively impacts my sense
The impact of LTNs: of independence.
General observations
Disabled people Opinions are
feel very strongly polarised
impacted Our second observation is the diversity
of opinion, and the polarising nature of
this debate. Almost all of our participants
83% of participants felt “strongly” felt very strongly either on one side of
impacted by LTNs. the argument or the other. One of our
questions was designed to capture how
strongly people felt impacted by the
Tension between
scheme, and asked participants to rate a
statement from 1 to 5 according to how It’s not like disabled people haven’t
strongly they agreed or disagreed:
environmentalism tried to be a part of this movement,
but if you raise concerns, you are seen
I feel that the LTN negatively impacts my
sense of independence. and disability as someone who is against bikes and
demonised as someone who doesn’t
The vast majority - 83% - of our
rights care about the environment.
– Participant in Lewisham.
participants selected either “5 =
strongly agree” or “1 = strongly There is an existing and historic tension
disagree”, with only a handful (17%) that exists between environmentalism
placing themselves in the middle. It’s created a situation where you’re
The first and most simple observation and disability rights activism. Many
either pro or anti, and if you’re anti,
from our research is the high degree of recent environmental initiatives - for
This is important to set out, as it you’re a petrol-head. This is the kind of
passion felt by our participants on this example, the ban on plastic drinking
demonstrates the huge gap that dialogue surrounding it, and it’s very
subject. straws - caused controversy among the
has formed between two opposing difficult to break through. I’ve said
disability community and were seen
viewpoints and experiences, with people numerous times: I don’t drive; I don’t
We found it easy to recruit willing to be inadvertently harming disabled
on both sides feeling unheard and have a car. I’m pro the environment, but
participants. After putting out calls people. Without listening to disabled
misunderstood by the other, a sentiment just not pro the scheme because of the
on social media and newsletters voices, environmental policy-makers
which has been exacerbated by the lack way it’s been implemented - but that
from various organisations, we were have often, without intent, created more
of clear and accessible communications, seems to be put in a box.
flooded with responses from disabled barriers for disabled people, leaving
consultation, education and - Participant in Lewisham.
residents of LTNs wishing to share their many disabled people feeling left out of
engagement. the environmental movement. Several
experiences. We were pleased with the A small number of participants sit in a
number of responses we were able to participants told us how the LTN debate
Fig. 10 shows the responses to this more moderate position, who see the
collect, and consider it testimony to how had made them feel “demonised” for
question broken down by impairment advantages of LTNs but feel that they
strongly people felt about the issue and raising concerns about accessibility:
category. ‘1 - strongly agree’ is red and ‘5 have been poorly implemented, or feel
how much they wanted to be heard. that they solve some problems and
- strongly disagree’ is green.
38 39create others. For this group, there is a Boroughs with the greatest number of I feel we are being really co- and it makes me angry that the needs
sense that these deep divisions in the participants reporting division included: opted in these debates. Whether of people like me just… I’ve just been
debate are unproductive and harmful to Ealing, Lambeth, Islington, Lewisham, totally ignored. It just feels like there’s
both the environmental and disability and Tower Hamlets.
it’s cycle lanes, LTNs, or banning all this pressure, pressure, pressure.”
justice movements. taxis, it’s like the idea of us is - Chronic illness, mobility, and Deaf
On both sides of the argument, utilised by either side without participant, Hackney.
It throws up the questions: how participants noted the negative impact actually involving us.
do we bridge these divisions? the LTN debate has had on local Participants feel ignored principally
How can we find common ground communities, personal relationships and
- Participant in Ealing because of the lack of consultation
and move forward? mental wellbeing: and meaningful engagement from the
council (as we will discuss further in
“It’s really frustrating as someone
who has a lot of lived experience
“I feel like we’ve already been divided
by so many things over the last few
Negative Chapter 5).
of Active Travel, and is broadly pro
Active Travel when it’s done right. The
years, and this is just another route.
It’s so local. It feels so personal. I know
emotions There is also an element of feeling
discriminated against on account of
most frustrating thing is, when I’m people that if I were to see them, we 50% of participants discussed negative being disabled:
talking about the accommodations, wouldn’t be able to communicate, emotions; i.e. feeling fear, anger,
or adjustments for infrastructural because there would be this frustration, stress, anxiety, loneliness or “I feel like I’m at the bottom of
changes needed, it’s constantly like assumption that we stood opposite isolation. the scrap heap […] completely
it’s a zero-sum game, right? You are sides of this issue.” discriminated against.”
either one or five, you can’t be two and - Participant in Ealing. Unsurprisingly, the level of division and – Mobility and chronic illness
a half […] We need to stop acting like the toxicity of debate is creating negative
these issues in a vacuum, we need to “Also for me, it’s divided […] a participant, Hounslow.
emotions in many of the people we
recognise them holistically as part of community that I love and enjoyed interviewed. One of our participants, who
greater transport infrastructure. […] It’s for a number of years. Now it is very is both disabled and a local councillor,
exhausting. When you’re in the middle, divisive. People are sniping at each told us how they have been the target
and you want to find compromise,
and you want to find solutions, when
other.”
- Participant in Lambeth.
of harassment and abuse from those The impact of
opposed to the LTN schemes, which had
the slightest criticism, or the slightest
positive support is seized upon…it’s
left them feeling “battered”: COVID-19
doing all sides a disadvantage.” Many of our participants raised the topic “The last few months personally have 6 participants discussed the emergence
- Participant in Ealing. of social media and the negative tone been the most difficult since I’ve of negative emotions as a result of
of these debates, which have played out been a councillor. My mental health COVID-19 related issues.
largely online: has been battered, the abuse I have
Division “Looking on some of the Twitter feeds
gotten and the abuse that some of my
colleagues have gotten…”
It is important to note here that not all
of the negative emotions have been
[…] and just some of the comments created by the implementation of the
1 in 3 participants discussed how that they’ve made online […] everyone It is not just the divisive tone of the LTN schemes and the subsequent
divisive the LTN issue is, or reported is being shouted down. It can get quite debate and personal attacks that have fallout. A great deal of fear, stress,
feelings that the LTN debate has vitriolic and nasty too.” created negative emotions. A large loneliness, isolation and frustration has
divided local communities. - Participant in Lambeth. majority of our participants told us been created by the intense difficult
that they feel their concerns have been circumstances we have been living
Disabled people feel that their needs ignored, creating feelings of anger and through since March last year. COVID-19
have been politicised without their frustration: has had a disproportionate impact on
consent, adding to the frustration. disabled people, who are twice as likely
“It’s the emotional impact of the to die from the illness. They also face
pressure, because it sort of upsets me immense challenges including shielding,
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