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DPTAC position statement on ShopmobilityThis Document has also been made available in Adobe Acrobat and MS Word formats for downloading.
This position statement is intended to give guidance to local authorities, town centre managers, developers and private operators considering or who are involved in promoting and running Shopmobility schemes. The relevant DPTAC objectives on this matter are:
What is Shopmobility and why is it necessary?1. Pedestrianisation of town centres and the development of shopping outlets, large retail parks and enclosed shopping malls, means that the there is no longer the same ability for people to park at or be dropped off close to the front door of shops. This applies to those who arrive by car, taxi, bus or rail. The longer access distances involved cause problems for people with limited mobility in shopping and in visiting leisure and commercial facilities in towns, cities and shopping centres. 2. Shopmobility schemes provide assistance in the form of the loan of manual wheelchairs, powered wheelchairs and powered scooters for use within a town centre or shopping mall. They are for everyone, young or old, whether their mobility impairment is temporary or permanent. 3. In an ideal world there would not be the need for such schemes. The reality at present is that there is an obvious need to help those people who have limited mobility to cope with modern town centre design, particularly pedestrianised areas. 4. There will be an ongoing need for such schemes until the assessment process for assistive technology moves to person-centred needs as indicated in the Prime Minister's paper "Life Chances for Disabled People." Meanwhile demographic change means that there will be an increasing number of older people with increased expectations regarding mobility. We therefore need to move towards more integrated and accessible transport systems. 5. There are currently some 250 Shopmobility schemes in operation in the UK. They differ in the way they have been set up and the way they operate. Some offer only limited opening hours; others are open 7 days a week. Some provide basic services; others offer escort assisted shopping and one-stop shops. Some schemes include mobile facilities and are available to support and provide access to short term events or leisure activities. Some schemes offer a free service and are of charitable status; other schemes involve a cost to the user. 6. In a limited number of cases, Shopmobility may be an interim measure pending alteration to the built environment. However they are likely to become a permanent feature for the foreseeable future in many urban areas. Shopmobility does not stand still and moves on - particularly into more leisure related activities. It is also the biggest user of mobility equipment amounting to millions of pounds per annum. Financing Shopmobility7. The business case for Shopmobility schemes is convincing. Even now, around 200,000 disabled people complete l.5 million trips per year using Shopmobility. There are other benefits in terms of promoting social inclusion, independence and choice. However, many schemes are run on a shoestring and rely heavily on voluntary workers. 8. Some developers have recognised their obligations to their customers and run their own schemes. The retail industry in general, however, needs to recognise the economic benefits of attracting people with disabilities to shop. There is a side benefit for industry in that many of these customers choose to conduct the majority of their shopping outside peak shopping periods because it is easier to get around. 9. Local authorities should also recognise their obligations under the Disability Discrimination Act 2005. Shopmobility is a measure which can help local authorities meet accessibility planning criteria. Shopmobility should therefore form part of Local Transport Plan strategies and programmes and be integral to disability equality strategies and action plans. This would assist with the ongoing pressures with regard to funding for such schemes. 10. Most Shopmobility schemes seem to be constantly competing with other charities for local financial support. Many schemes indeed only survive by the efforts of under-paid staff and committed volunteers. The main funding streams for Shopmobility schemes at present are:
11. If they do not already do so, local authorities need to consider supporting local schemes and mainstreaming contributions to capital and revenue expenditure. Funding may also currently be possible through Section 106 planning agreements or, in due course, though Planning Gain Supplement. We would also recommend that the Department for Transport recognise Shopmobility as an integral form of transport in guidance on and funding of Local Transport Plans. What makes a successful Shopmobility scheme?12. There is considerable variation in the nature and quality of existing schemes - not least in terms of funding. In considering the promotion of a Shopmobility scheme or reviewing an existing scheme, DPTAC believes that:
13. With the above in mind DPTAC would expect that successful schemes would demonstrate certain features. Introduction of scheme
Users involved
Location
On-site facilities
14. Finally there is a national umbrella organisation for Shopmobility schemes in the form of the National Federation of Shopmobility UK. The Federation provides advice and assistance in setting up new schemes and ongoing support for established schemes. It produces a comprehensive start-up pack, guidelines on operation, newsletters and a directory of schemes together with other useful publications. 15. The National Federation of Shopmobility UK can be contacted at: The National Federation of Shopmobility UK Contact: Richard Ashdown Tel: 08456 442 446 In preparing this guidance, reference has been made to many sources including:
Published: 27 November 2006 | Copyright disclaimer | Content disclaimer | © Crown copyright 2008 |