Who_put_that_there_street_charter_toolkit

Street Charter toolkit
Part of our ‘Who put that there’ campaign

2
Contents
3 Forewords
3 Introduction
4 Street Charter
5 The Law
7 The main problems
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
21 Other issues or
challenges
21 How can we help
23 How to organise a
blindfold walk

3
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.
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.

4
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.
Street Charter
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 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.

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.
So streets should be kept clear of
obstacles and clutter, enabling people to
walk along them without any problems.
The Law
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.
5

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:
6
“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. A-frame
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.”

7
The main problems
8 Inaccessible crossings
10 New developments: shared space
12 Parking on pavements
14 Advertising boards (A-boards)
16 Street and cafe furniture
18 Wheelie bins and recycling bags
20 Overgrown shrubbery and branches

Inaccessible crossings
Crossing the road is an essential
part of negotiating the local area.
The provision, or absence, of
accessible crossing points affects
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
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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.”

9
The Law
As well as the requirements of the Equality
Act, outlined on page 5, 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 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.”
“I often had no other
option than to take a
risk.”
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.
• Ensure that reporting
processes for potential new
crossing points are accessible
for blind and partially sighted
people.

10
New developments: shared space
“Kerbs and tactile paving help me
know when I’m approaching a road.
They tell me where to stop, so I
remain safe.”
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.”

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The Law
The duties in relation to the Equality Act
and the PSED, outlined on page 5 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.
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
visually-impaired 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.
• 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.

12
Parking on pavements
“Walking into wing
mirrors, or the back of
the car itself can really
hurt.”
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.”

13
The Law
As well as the duties outlined on page 5,
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.”
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.”
• 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.
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Phil has been drawing attention to the
problems associated with A-boards 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 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 A-boards 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.”

15
The Law
As well as the duties outlined on page 5,
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.
• 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.
• 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.
“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.”

16
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.”
“Trying to dodge the
obstacles can be very
frustrating, and it’s
even harder if I’m with
my young son.”

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• 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
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.
The Law
As well as the requirement to keep
highways free from obstruction and
the PSED as outlined on page 5, there
are additional provisions relevant to
permanent street furniture:
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.

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 going out
on bin days because it was just safer to
stay indoors, despite this often being
inconvenient for them.
18
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 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.”

19
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 on page 5. 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.
• 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.
• 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
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.
• Set up accessible ways for
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.
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.”
20

21
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.
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
Or find out more information on our
website: www.rnib.org.uk/onmystreet
Other issues or challenges How we can help

23
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.
How to organise a blindfold walk
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”.

24
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.

25
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 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.

26
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.
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.
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.
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 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.

RNIB Campaigns
105 Judd Street
London, WC1H 9NE
rnib.org.uk/campaigns
Tel: 020 7391 2123
Email: campaigns@rnib.org.uk
© 2015 RNIB
Registered Charity Number 226227 (England and Wales),
SC039316 (Scotland) and 1173 (Isle of Man)

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