RNIB Street Charter toolkit
Part of our ‘Who put that there’ campaign
Foreword
With somebody becoming blind or partially sighted every fifteen
minutes, our streets must be more accessible, yet they remain a
daily obstacle course. Getting to work, the shops, the GP surgery,
or accessing local services can be like running the gauntlet, with
increased fear and anxiety, and a real risk of injury.
I know it's difficult to keep our streets obstacle-free, but I also know
that our local authorities could do much more to make them
accessible and inclusive for everyone. If decision makers
understood how blind and partially sighted people (including cane
and guide dog users) navigate the street environment, they could
help tackle one of the biggest barriers faced today by people with
sight loss.
Sadly, the biggest component missing from making this a reality is
ongoing engagement between decision makers and their blind and
partially sighted residents.
I'm delighted to endorse the RNIB Street Charter as a step toward
beginning the much needed dialogue across villages, towns and
cities. I believe this toolkit will enable blind and partially sighted
people to develop their own Street Charter in partnership with their
local authority, which will go a long way to making our streets more
accessible for everyone.
Lord Holmes of Richmond MBE
Introduction
In 2014 RNIB carried out a survey of over 500 blind and partially
sighted people to find out more about the dangers faced by those
experiencing sight loss. Nearly everyone who took part told us that
in the last three months they had collided with at least one
obstacle, and a third of people had suffered an injury from a street
obstruction.
RNIB – supporting people with sight loss
RNIB charity numbers 226227, SC039316 and 1109
We called on the Government to review and strengthen national
legislation, and shortly after our report was launched, they agreed
to a review. We also called on decision makers to work with local
blind and partially sighted people to develop a Street Charter and
to review their existing policies around the highway (the term
highway is used throughout this publication to refer to both
pavements and roads).
To support this process, RNIB has created this booklet to help
shape and guide the development of a Street Charter. We explain
what a Street Charter can look like, the main problems and
possible solutions that are available, and which laws and policies
exist to support your case.
We hope you’ll find this booklet useful, and best of luck with your
Street Charter.
Street Charter
We’re calling on local authorities to engage with blind and partially
sighted people in their area and develop a Street Charter that puts
a ‘clear highway’ policy at the heart of their local decision making.
In essence, a Charter is a simple document that shows a
commitment, or list of commitments, which is abided by everyone
involved. So in this case, the local council and campaigners will
decide on actions to take regarding various street obstacles. By
signing the Charter, the local authority makes a pledge to
implement the Charter's action points. We imagine the finished
Street Charter will be between one and two pages long, stating the
issues and the action points agreed between the local council and
campaigners.
Charters are a tried and tested engagement tool which can open
up conversations between campaigners and decision makers.
They are often used to recognise quality, set standards, define
duties, gain agreement and establish goals. A Street Charter
needs to be flexible enough to take into account the local
geography, characteristics and features of the area, while at the
same time being shaped by the knowledge of people who rely
upon kerbs, tactile paving and crossings. This booklet provides all
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the information and guidance you’ll need to create a Street
Charter. We cover the main challenges that blind and partially
sighted people face when out and about:
 Inaccessible crossings
 New developments: shared space
 Parking on pavements
 Advertising boards (A-boards)
 Street and cafe furniture
 Wheelie bins and recycling bags
 Overgrown shrubbery and branches.
Each section has an overview of the issue, the legal framework
and possible Street Charter options. In addition, at the back you’ll
find a guide on how to organise a blindfold walk in your local area,
which can help decision makers understand the issues.
We believe this type of meaningful engagement will empower
residents, and help prevent some of the injuries, anxiety and
isolation that blind and partially sighted people face on a daily
basis.
If you have any questions or need support, just get in touch with
the RNIB Campaigns Team.
The Law
There is a significant amount of legislation, regulations and
guidance which are relevant to blind and partially sighted people’s
access to the street environment. The main laws that support our
case are:
Highways Act
Under the Highways Act 1980 it is the duty of the highway authority
to assert and protect the rights of the public to use and enjoy the
highway (the term ‘highway’ in this instance meaning pavements).
They also have a duty to prevent obstruction to the highway, which
means keeping streets clear.
It is a criminal offence under the Highways Act and also the Town
and Police Clauses Act to wilfully obstruct free passage along the
highway or to deposit anything which causes an interruption to, or
obstruction of, the highway.
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So streets should be kept clear of obstacles and clutter, enabling
people to walk along them without any problems.
Equality Act
The Equality Act 2010 makes it unlawful for public authorities,
including highways authorities, to discriminate in the exercise of a
public function. They also have a duty to make reasonable
adjustments including changing practices, policies and procedures
which have a discriminating effect, and to take reasonable steps to
enable disabled people to avoid substantial disadvantages caused
by physical features. The Act also requires local authorities to
provide information that is accessible for everyone.
Under the Equality Act Public Sector Equality Duty (PSED), public
authorities – including highways authorities – are also required to
have due regard to the need to eliminate discrimination under the
Equality Act and to achieve equality of opportunity between
disabled and non-disabled people. This means anyone responsible
for looking after the street environment has a responsibility to
eliminate and tackle problems that make a highway inaccessible
for disabled people. It is simply not an option to leave things as
they are.
International obligations
We believe that the Human Rights Act is relevant to our case, in
that an inaccessible street environment may be considered a
breach of Article 8 and Article 14. Such arrangements may also
breach the United Nations Conventions on the Rights of Persons
with a Disability, in particular Articles 5, 9, 19 and 20.
Inclusive mobility
"Inclusive Mobility – A Guide to Best Practice on Access to the
Pedestrian and Transport Infrastructure" was published by the
Department of Transport in November 2002. The guide aimed to
provide advice on best practice to assist professionals working in
this field and enable them to meet their responsibilities under the
Disability Discrimination Act 1995 (now superseded by the Equality
Act). There is much in it for highway authorities to note. For
example:
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"Apart from road works and scaffolding, there are many other,
sometimes temporary, obstructions that can cause problems for
disabled people, particularly those with visual impairments. Aframe advertisement boards placed outside shops, ladders,
overhanging tree branches, dustbins, vehicles and bicycles parked
on pavements are all potential hazards.
Wherever feasible, obstructions of this kind should be kept to a
minimum and should not encroach on the clear space (horizontal
and vertical) needed to provide safe passage for pedestrians."
The main problems
Inaccessible crossings
Crossing the road is an essential part of negotiating the local area.
The provision, or absence, of accessible crossing points affects
blind and partially sighted people’s desire and ability to get around.
Padma, who has campaigned successfully for two crossings in her
local area, shares her story:
"One crossing we campaigned for was on the road that links the
railway station to the path leading to the high street. The road is
very, very busy with four junctions feeding into it, and a fire station
nearby. There is a college campus on one side, so students were
crossing there all the time. There was no alternative route for me to
use, because without crossing that road I couldn’t get to the bus
stop. I often had no other option than to take a risk. I knew it was
an accident blackspot and decided we had to do something about
it. I wrote several letters to the town and borough councils, as well
as contacting other organisations such as the bus users group,
residents' association and students' association. Networking is vital
– without it, my campaigns wouldn't get anywhere. After two years
we were successful and a new crossing was installed, which was a
great result.”
The Law
As well as the requirements of the Equality Act, outlined on page
two and three, the following provisions from the Department of
Transport are relevant:
 Guidance on the use of tactile paving surfaces advises the
use of tactile paving at crossings. Case law has established
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that this guidance must be followed, unless the local
authority has a good reason to depart from it.
 Local Transport Note 2/95 ‘The Design of Pedestrian
Crossings’ recommends the use of audible and tactile
signals unless local conditions suggest otherwise.
 Inclusive Mobility Guidance states that: “Tactile indicators
should not be considered as a substitute for audible signals,
as they are required by different people. Although some will
benefit from both.”
In relation to the likely requirements of the Equality Act, the
following example is taken from guidance published by the
Disability Rights Commission (predecessor of the Equality and
Human Rights Commission) in relation to the Disability
Discrimination Act. It is likely to be persuasive in relation to the
interpretation of the Equality Act:
“A highway/roads authority is installing a new pedestrian crossing
at a busy junction. The highway authority is likely to be carrying out
a public function in determining that the crossing is required, where
to site the crossing, and what type of crossing it will be. It will thus
be covered by the public authority function provisions. When
designing the crossing the authority considers the design
requirements of disabled people. Consequently, it consults with
disability groups and ensures that the crossing has a flush kerb, is
fitted with audible, visual and tactile indicators and that the
appropriate tactile paving is installed. It also ensures that there is
adequate time allowed for the ‘safe to cross’ phase.”
Street Charter options
Local authorities should explore the following options with blind
and partially sighted people for inclusion in their Street Charter:
 Work with blind and partially sighted people to review and
audit crossings.
 Enforce national guidance when it comes to the use of
audible beeps, rotating cones and tactile paving.
 Regularly monitor and maintain the accessibility of crossings
and look at increasing crossing times, especially in busy
areas.
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 Ensure that reporting processes for potential new crossing
points are accessible for blind and partially sighted people.
New developments: shared space
We all want to make our streets safer for pedestrians, but many
people do not realise what a devastating impact removing
crossings, kerbs and tactile paving has on people with sight loss.
Over half of the blind and partially sighted people in our research
reported that recent building developments in their area had made
it harder for them to get about.
Naomi lives in an area where shared space is already a reality.
She shares her experience with us:
“The pavement and the road are at the same level and there is no
definitive kerb edge. In order to navigate shared space, drivers and
pedestrians are expected to make eye contact, to let each other
know who has the right of way. If you’re blind, you can’t make eye
contact. My local council wanted to get rid of the crossing, kerbs
and tactile paving, but I have been campaigning to keep them.
Kerbs and tactile paving help me know when I’m approaching a
road. They tell me where to stop, so I remain safe. The pedestrian
crossing is also really important because the area has many side
streets and busy bus routes. The planning team at the council
thought it would be OK to just put a thin strip along the edge of the
pavement instead of wider tactile markers, but I explained that a
blind person could step over a thin line while walking normally, and
not know they’ve missed it. They seem to be listening, and at the
moment the crossing and tactile paving are still in place.”
The Law
The duties in relation to the Equality Act and the PSED, outlined on
page two and three, are particularly relevant to the issue of shared
space. Under the provisions of the former, it is unlawful for a public
authority to discriminate in the exercise of its public functions. This
includes highway functions. Section 20(4) requires that, where a
physical feature puts a disabled person at a substantial
disadvantage in comparison to a person who is not disabled, an
authority is required to take such steps as is reasonable to remove
the disadvantage.
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Shared space schemes undoubtedly place blind and partially
sighted people at a particular disadvantage and so authorities will
need to make reasonable adjustments to mitigate these effects.
Government Guidance, in the form of the Manual for Streets 7.2.10
states that:
“...shared surfaces can cause problems for some disabled people.
People with cognitive difficulties may find the environment difficult
to interpret. In addition, the absence of a conventional kerb poses
problems for blind or partially-sighted people, who often rely on this
feature to find their way around. It is therefore important that
shared surface schemes include an alternative means for visuallyimpaired people to navigate by.”
In Wales, this issue is also covered in the Active Travel (Wales)
Act (2013) Design Guidance.
The requirement of the PSED requires local authorities to
specifically consult with blind and partially sighted people about
shared space schemes and to carry out an equality impact
assessment of the scheme. Where negative impacts are identified,
the local authority will need to consider changes to the scheme in
order to eliminate discrimination and better promote equality of
opportunity. Where appropriate safeguards are not possible, a
local authority should consider whether it is appropriate for the
scheme to go ahead.
Street Charter options
Local authorities should explore the following options with blind
and partially sighted people for inclusion in their Street Charter:
 Work with blind and partially sighted people to assess
existing shared spaces on grounds of safety. Where safety
issues are identified, mitigating measures need to be taken
including the reintroduction of kerbs and crossings.
 In accordance with the PSED, involve and consult with blind
and partially sighted people when new shared space
schemes are put forward and make any necessary changes
to the schemes. Where this is not possible, they should
consider whether or not the scheme should still go ahead.
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Parking on pavements
Research undertaken by RNIB shows that people with sight loss
often collided with cars parked on pavements.
Drivers that use the pavement for parking often think they are
doing the right thing by keeping the road clear, but fail to realise
the consequences of their vehicle now blocking the footpath. The
result is that people with sight loss often cannot see the obstruction
until it is too late, and collide with the parked vehicle.
Charlotte has experienced these problems in her area and shares
her experience:
“The main route I have to take to get to the bus stop and the shops
has a lot of cars parked on the pavement. It’s normally deliveries
for the local businesses and things like that. Walking into wing
mirrors, or the back of the car itself can really hurt. I often can’t get
round the car by staying on the pavement, so have to walk out
onto a main road which has fast traffic and buses. To tackle this
I’ve spoken to the police and the local businesses to explain why
this is an issue and how we can work together to address it.
Sometimes the police send a duty officer out to speak to the car
owners. They’ve also discussed the possibility of issuing penalties
if the drivers continue to block the footpath.”
The Law
As well as the duties outlined on page two and three, there are
additional provisions around parking on the pavements.
Under section 72 of the Highways Act 1835, it is an offence to:
"...wilfully ride upon any path or causeway by the side of any road
made or set apart for the use or accommodation of foot
passengers. Or to wilfully lead or drive any carriage of any
description upon any such footpath or causeway."
Regulation 103 of the Road Vehicles (Construction and Use)
Regulations 1986 states that:
“No person in charge of a motor vehicle…shall cause or permit the
vehicle to stand on a road so as to cause unnecessary obstruction
of the road.”
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This includes vehicles parked on footpaths. Contravention of this
regulation is a criminal offence and the police can require removal
of the vehicle.
Rule 244 of the Highway Code states:
"You MUST NOT park partially or wholly on the pavement in
London, and should not do so elsewhere unless signs permit it.
Parking on the pavement can obstruct and seriously inconvenience
pedestrians, people in wheelchairs or with visual impairments and
people with prams or pushchairs."
Street Charter options
Local authorities should explore the following options with blind
and partially sighted people for inclusion in their Street Charter:
 Ban pavement parking and support national legislation to do
this.
 Use existing powers such as Traffic Regulation Orders to
introduce bans where practical.
Work with the police to use their existing powers under the
Highways Act and other legislation to keep the pavement
clear of obstructions caused by parked vehicles.
Work with the police to engage with blind and partially
sighted people and the wider community to improve
awareness of the dangers of parking on pavements.
Advertising boards (A-boards)
Advertising boards or A-boards are in general use across the
country. They physically obstruct the pavement and present a trip
hazard, especially to people who cannot see them. Nearly half of
all blind and partially sighted people who participated in our
research stated that they had collided with an A-board in the last
three months, often resulting in cuts and grazes. The temporary
and mobile nature of these boards means that blind and partially
sighted people cannot learn where they are, so struggle to avoid
walking into them.
Phil has been drawing attention to the problems associated with Aboards in his local area:
“A-boards are a big issue for me. I’ve campaigned on this for about
four or five years. We did an audit back in 2010, and recorded over
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300 A-boards in our town. We plan to do another one this year to
see what has changed. I’ve knocked into A-boards before, which
can be painful. Sometimes if you’re using a cane, it can get stuck
underneath. Even for a well trained guide dog it’s difficult – for
example in the past when my dog tried to avoid a pushchair, she
went straight into an A-board. It’s like navigating around an
obstacle course. To tackle this problem I’ve attended scrutiny
committees at my county council, and raised the problems caused
by A-boards at the access group which I sit on. I’ve also taken our
local MP on a blindfold walk to highlight the problems that Aboards can cause blind or partially sighted people. We’re trying to
get the system improved. At the moment the licensing department
at the borough council rely on people to report A-boards, but don’t
always do anything with that information when they receive it. We
want them to commit to tackling the problem.”
The Law
As well as the duties outlined on page two and three, there are
additional provisions relevant to obstruction by A-boards .
Under Town and Country Planning (Control of Advertisements)
Regulations in England and Wales, is an offence to display an
outdoor advertisement without the consent of the local planning
authority. There are a number of categories of deemed consent,
but A-boards do not appear to fall under any of these. In order for
consent to be granted, the advertisement would also need the
explicit consent of the highway authority. Case law states that an
A-board placed without planning consent is unlikely to be a
reasonable use of the highway, in that it will amount to an unlawful
obstruction.
Street Charter options
Local authorities should explore the following options with blind
and partially sighted people for inclusion in their Street Charter:
 Have a zero tolerance of A-boards on pavements and have
clear policies available to the public.
 Work with local blind and partially sighted people to monitor
and mitigate the impact of any temporary obstructions that
appear on pavements.
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 Work with local business owners to make them realise how
A-boards cause real difficulties for blind and partially sighted
people and to consider alternative forms of advertising.
Street and cafe furniture
Many items of street furniture, including tables and chairs, hanging
baskets, bollards and lamp posts, appear on highways for practical
and aesthetic reasons. Permanent street furniture which is sensibly
placed, like railings and benches, can be useful navigation aids for
people with sight loss.
However, problems are caused when they are poorly placed and
managed, overused, or when the obstacle itself is hard to see or
detect properly with a white cane.
Over half of blind and partially sighted people who participated in
our research have collided with both permanent and temporary
street furniture.
Dianne shares her experience with us:
“Street furniture has become more and more of a problem in my
area. Often cafe tables and chairs aren't cordoned off, so you can
end up walking into people when they’re eating their meal. This is
really embarrassing for me, and must be awful for them too. Trying
to dodge the obstacles can be very frustrating, and it's even harder
if I’m with my young son. I try to remember where bollards and
flower baskets stand, but if I forget, walking into them can be quite
painful. I have taken part in blindfold walks to help people
understand the issues, and I’ve spoken on the radio and in
newspaper articles about street accessibility. I joined the disabled
council auditing group. It has people with lots of different
disabilities and they can impact council policies and have their
say.”
The Law
As well as the requirement to keep highways free from obstruction
and the PSED as outlined on page two and three, there are
additional provisions relevant to permanent street furniture:
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Under section 175A of the Highways Act, local authorities are
required to have regard to the needs of blind and partially sighted
people when placing lamp-posts, bollards, traffic-signs, apparatus
or other permanent obstructions in a street.
In Wales, the Active Travel (Wales) Act (2013) Design Guidance
4.7.6 also refers to “unnecessary and badly placed street furniture”
and recommends that, where there are Active Travel routes, the
amount of street furniture should be minimised with remaining
items located in a street furniture zone out of the pedestrian flow.
Street Charter options
Local authorities should explore the following options with blind
and partially sighted people for inclusion in their Street Charter:
 All cafe furniture must be licensed, with care being taken to
ensure that the tables and chairs are adequately cordoned
off and do not constitute a hazard. Licensing requirements
must be enforced.
 Set up accessible ways for blind and partially sighted people
to report collisions and injuries they experience.
 Monitor how many blind and partially sighted people are
being injured due to collisions with obstacles.
 In accordance with section 175A and the PSED, undertake a
street furniture audit with blind and partially sighted people to
ensure that it is as safe as it can be.
 In accordance with section 175A and the PSED, when town
centres and neighbourhoods are redeveloped, proactively
engage with blind and partially sighted people around design
of the development and implementation of street furniture.
Wheelie bins and recycling bags
Wheelie bins and recycling bags are now a common sight on most
pavements. Almost all local authorities request that these are left
on the highway to be collected. With scheduled collections for
different types of recycling and waste on various days across the
local area, the pavements are obstructed several days a week.
Our survey results showed that just over half of the blind and
partially sighted people who participated have collided with wheelie
bins and recycling sacks. Some people even told us they avoid
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going out on bin days because it was just safer to stay indoors,
despite this often being inconvenient for them.
Mike explains:
“Bins are a blooming nuisance. I am instructed to put my bin on the
corner of a major road, which is also a crossing point for children
going to school. The refuse collectors don't put the bins back in the
same place so I’m never sure if I’ll end up bumping into them or
not. The pavements near my house are very narrow, so the bins
take up quite a bit of space and I often end up having to go into the
road. I’d be very reluctant to go out on bin day if I didn’t have my
guide dog. Also when I go to town, often shops leave their black
sacks on the pavement. I have almost tripped over a mound of
bags, and it’s worse as it gets dark. Even if you have a small
amount of sight, being able to see a black sack, on a grey
pavement in the dark is incredibly difficult.”
The Law
The requirement to keep highways free from obstruction and the
PSED are particularly relevant to this issue, along with the
requirements of the Equality Act as outlined two and three. The
duty to make reasonable adjustments to practices, policies and
procedures that place blind and partially sighted people at a
substantial disadvantage, is likely to require local authorities to
reconsider policies that require bins to be placed on the highway.
Street Charter options
Local authorities should explore the following options with blind
and partially sighted people for inclusion in their Street Charter:
 All bin crews to be trained in why it is so important to store
bins as safely as possible.
Run awareness campaigns to encourage residents to be
considerate in how they place their bins.
Give consideration to the requirements of the Equality Act in
relation to their waste collection policies.
When negotiating contracts with waste management
companies, build in ‘clear highway’ policies as part of the
contract.
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 Where residents can leave bins in an accessible area off
pavements and footpaths, this should be required and bin
crews should return bins back to this safe place as well.
Overgrown shrubbery and branches
Many campaigners have described the problems caused by
overhanging branches and shrubbery when walking around their
local area, particularly in the summer months.
Paul told us:
“I think that very little is done to tackle shrubbery which spills from
residential properties and past their property boundaries. For me,
as a guide dog user, this is a nightmare especially on narrow paths
as it causes my dog to take a wider line and head towards the
road, or alternatively puts us dangerously close to other obstacles.
Overhanging foliage which often catches me in the face, such as
rose bushes are the worst.”
The Law
Section 154 of the Highways Act enables local authorities to
require the owners or occupiers of land to remove overhanging
branches and hedges which cause an obstruction or
inconvenience to pedestrians.
Local authorities will also be liable for any damage or injury
resulting from overhanging branches and shrubbery, as a result of
the law relating to nuisance where they are aware, or ought
reasonably to have been aware, of the nuisance or danger caused
by the foliage.
Street Charter options
Local authorities should explore the following options with blind
and partially sighted people for inclusion in their Street Charter:
 Set up accessible ways for blind and partially sighted people
to report overgrown shrubbery and branches.
Act swiftly upon these reports by alerting the residents or
taking action if it is a council-owned property.
Run awareness campaigns to encourage residents to be
considerate in managing their shrubbery and trees.
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Other issues or challenges
We want the Street Charter to be useful to all campaigners,
regardless of where you live in the country. If, when looking at the
options given for each of the main street challenges, you think
there is a better solution, do go ahead and suggest it as a Street
Charter commitment. Equally, if we’ve not covered a street
environment issue that you think is important to address in your
area, do highlight it to your local council and ask them to improve
things.
Have a think whether there are local groups that could support
your cause – for example parent groups or other disability groups
who would support the calls in your Charter.
Is your local council already doing a great job?
If your local council already tackles many of these street issues in
an efficient way, the Charter can provide a way to acknowledge the
great work they’re doing, while also asking them to address the
problems they haven’t tackled yet.
How we can help
We hope this booklet provides you with the main information you
need to create your own Street Charter in partnership with your
local council. Please let us know how you get on, so that we can
keep a record of the activity taking place to tackle these issues
across the country.
Over the course of this campaign, we will produce a variety of
toolkits to aid you in creating your own Street Charter. Keep an eye
on our website or call the Campaigns Hotline to find out what’s
available.
If you have questions, or want advice, just get in touch with our
Campaigns Team and we’ll do our best to help. We have Regional
Campaigns Officers based across the country who can offer
support and information on this campaign.
Call us on: 020 7391 2123
Email: campaigns@rnib.org.uk
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Or find out more information on our website:
www.rnib.org.uk/onmystreet
How to organise a blindfold walk
Any Street Charter focused on keeping streets free from clutter
must have the needs of blind and partially sighted people at the
heart of its design. By involving people with sight loss when
delivering or designing street environment policies, councillors and
local authority officers will gain a better understanding of the
impact of sight loss on mobility. This could include aids and
adaptations people use to get around and the impact of obstacles
and clutter on movement.
A blindfold walk brings decision makers together with blind and
partially sighted people to talk about the street environment. The
group may focus on a specific area, for example a pedestrianised
zone, local pavement or high street. They may also discuss plans
for a new development.
To start with, campaigners with sight loss talk about the area and
share their experiences of walking around it.
Councillors and officers will then get to experience wearing
simulation-spectacles or sim-specs, which simulate different eye
conditions. Wearing sim-specs, they are encouraged to walk along
the pavement and cross a road. Throughout the experience,
decision makers are guided, so they can talk about how they feel
wearing the spectacles. Paul Bowden, Project Officer for Hull City
Council recently attended a blindfold walk. He told us: “As part of
the design and consultation process for the Council's City Centre
Public Realm Improvement Scheme, RNIB arranged a blindfold
walk for members and council officers. The walk covered
pedestrian zones and streets with signalised and uncontrolled road
crossings in Hull city centre. Different blindfolds and glasses
replicated different types of visual impairment. I found it very
worthwhile. It gave me an opportunity to experience the problems
encountered on a daily basis by blind and partially sighted people”.
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Whilst on the walk
Whilst walking the councillor will be shown a number of features
and asked to consider their usefulness in aiding navigation through
the street.
Features and discussion points may include:
 Contrasting colours – what colours were used?
 Any designated areas such as cycle ways, floating bus stops
– how did you keep out of the cycle path?
 Kerbs and dropped kerbs – how can these be used to keep
you safe?
 Highway line – is it free from obstruction?
 Crossing points – could you find the rotating cones and hear
the audible beep?
 Zebra crossings – how do you know it is safe to cross?
 Tactile paving – was it there? Was it contrasting?
 Permanent objects – the presence of street furniture, bins
and lampposts – could they be navigated? Were they
contrasting?
 Temporary objects – were you able to avoid the A-boards?
Did you have to walk out into the road when a car was
parked on the pavement? Were you able to spot the road
and pavement works before it was too late?
 How someone with a guide dog navigates the streets.
 How someone with a long cane navigates the streets.
 How someone with a symbol cane gets around.
Why they work
Blindfold walks work because they are an interesting activity,
providing a safe environment where everyone can come together
and learn from one another. There is opportunity for decision
makers to ask questions of residents living with sight loss, as well
as to experience the obstacles and barriers for themselves. These
events can be really useful when trying to improve an area or
before the design and build of a new scheme.
When?
From experience we know that holding these events in the winter
isn’t always a great idea. Bad weather and bad light can make the
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events difficult although these are conditions which blind and
partially sighted people face in reality. Day time is best and will
give participants the best possible experience. As a rough guide,
an hour is a good amount of time for the walk and discussion.
If the problem you are trying to address is related to a certain time
or day, for example cars parked on the pavement or bins put out
for collection, then it is probably best to arrange the walk to
coincide with it.
We recommend having time before and after the walk to discuss
the issues. This meeting can take place in a number of places – a
local cafe, council offices or local society. The location just needs
to be close to the area of interest. This is the opportunity for the
organisers to go over the specifics of the walk with the participants,
and offer insight of what it is like for people with sight loss walking
the area.
It’s important that everyone meets up again after the walk, which
will provide an opportunity for people to ask questions and share
learning.
Where?
We would recommend identifying the route in advance. If you’re
doing a general walk, then try to pick areas which will highlight a
number of issues – for example a high street.
Who?
From the local council
It’s great for councillors to better understand the mobility issues
faced by the people they represent. It’s also really valuable for
local authority officers who are responsible for the street
environment and highways to take part in the walks. Finally, any
staff members who work on the highways, such as waste
management staff, could really benefit from understanding how
any obstructions on streets and pavements could affect blind and
partially sighted people.
Blind and partially sighted people
If possible, try to get a group of people with different experiences
of sight loss together to give a more balanced view of navigation
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and mobility. Whilst the sim-specs can simulate sight loss, they
don’t explain everything. It’s good to understand that people use
different mechanisms and aids to get around – the experiences of
a symbol cane user to a long cane user to someone who uses a
guide dog could be very different. Someone who has lived with
sight loss for many years could be in a different emotional place
compared to someone who has been more recently diagnosed. It’s
also likely that people of different ages are likely to have different
experiences.
Support staff and volunteers
It’s good to have support staff in place. They can be people who
work with blind and partially sighted people such as Action for
Blind People or RNIB staff, local society staff or local authority
rehabilitation workers.
What do you need?
You’ll need some sim-specs, which you can get from Visual
Impairment North East at www.vine-simspecs.org.uk . We
recommend that you have someone from a local society, local
authority or Action for Blind People or RNIB train you in the use of
sim-specs before you use them at an event.
Stick to these principles:
 Keep it focused on sharing experiences.
 Keep it focused on the everyday problems that blind and
partially sighted people experience.
 Keep it fun and informal.
 Keep people comfortable – it will help them talk.
 Keep it active.
 Keep it safe.
Street walk
An alternative to a blindfold walk is to take your councillors on a
street walk – no sim-specs or blindfolds needed. Just walking up a
street and pointing out the numerous obstacles that cross your
path could be enough to get a councillor to think twice about the
policies they have in place.
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Making the experience sustainable
We realise staff and councillors change. Why not ask if these
blindfold or street walk sessions, or principles from these sessions,
can be built into existing training or information that is provided on
a regular basis.
[Ends]
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