MC39900E
Joint Committee on Mobility of Blind and Partially SightedPeople Policy Statement on:
The JointCommittee on Mobility of Blind and Partially Sighted People is an independentbody consisting of representatives of all the principle organisations of andfor blind, deafblind and partially sighted people with a specific interest inmobility. The Joint Committee believesthat blind, deafblind and partially sighted people should be able to movearound safely, independently and without undue restriction.
Currently thisis not the position and blind, deafblind and partially sighted peopleexperience enormous barriers to freedom of movement, seriously limiting theiropportunities and choices.
The Joint Committee believes that Local Transport Plansshould set out a strategy to improve the quality of the travelling environmentfor blind, deafblind and partially sighted people. Local Transport Plans arethe new mechanism by which Local Transport Authorities are required to set outtheir policies and plans for changes to the transport system over a five yearperiod seeking to ensure implementation of integrated transport policies. The first full Local Transport Plans in Englandand Wales are being produced in 2000.
This policy statement is intended to be a useful resourcefor local societies and access groups on what they should ask for in the localtransport plan process. It also serves as a guide for local authorities toensure they are including all the elements necessary to ensure blind, deafblindand partially sighted people can move around safely, independently and withoutundue restriction.
The advice in this document is intended to apply to bothLocal Transport Plans and their respective companions, Local TransportStrategies in Scotland and the Mayoral Transport Strategy and BoroughImplementation Plans in London.
Local Transport Plans will:
be the key to the delivery of integrated transportlocally
be drawn up every 5 years
be based on wide consultation with local people,businesses, transport operators and community groups, including disabled people
include future investment plans and propose packages ofmeasures to meet local transport needs.
The plans will cover all forms oftransport, being used to co-ordinate and improve local transport and strategiesfor improving conditions. They shouldalso include measures to reduce social exclusion and address the needs of differentgroups in society, including disabled people.
The key changes over previousarrangements include;
covers all forms of transport
cover a five year investment plan instead of three
include new measures such as public transportinformation and partnerships
include a set of indicators for measuring performanceagainst targets
their preparation is subject to extensive consultationwith the public, including disabled people
the strategy should consider alternatives in meetingobjectives
deliver five key objectives environment, safety,economy, accessibility and integration set out in the White Paper onTransport
LTP guidance and disabled people
The Government publishes advice toLocal Authorities on what it expects within Local Transport Plans. With regard to disability issues thisstated;
Everyone in society should havethe opportunity for independent mobility.Local authorities and transport operators will have to consider theneeds of disabled people from the start to the finish of their journey. Gettingthe design of the pedestrian environment right is just as important as ensuringdisabled people can get on and off the vehicles. LTPs should include a clear statement of the approach which theauthority intends to adopt in relation to provision for disabled people.
DETR,1999, Guidance on Provisional Local Transport Plans
In 1999 Local Authorities produced provisional LocalTransport Plans. Research commissed from Oxford Brookes University by TAR[i]examined the quality of these plans against the criteria in the Governmentguidance.
The results showed that the coverage of disability issuesvaried considerably between the selection of authorities but that overallperformance was poor.
Three reasons were given for this poor performance, thesebeing;
A lack of clarity in the guidance
A lack of clarity in authorities plans
A lack of resources and expertise within authorities onthe needs of disabled people.
For further details of the research please contact (to beinserted)
This policy statement aims to help authorities consider theimportant issues for creating accessible travelling environments. It also aimsto acts as a resource for local groups highlighting key issues they may wish tocover in consultation with authorities.
There areover one million blind and partially sighted people in the UK and nearly twomillion people with a significant sight problem according to figuresfrom Disability in Great Britain[ii].Many also have additional disabilities.
Furthermore this research also showed that 13% of disabledpeople would get out more if there were better facilities and 18% would ifthere was improved assistance.
GDBA research for A New WayForward demonstrated that a quarter of visually impaired adults never went outof the home alone, rising to a third of those over the age of 65. It also found 88% of blind and partiallysighted people claim never to have received any outdoor mobility trainingdespite 84% of those receiving training saying it improved their skills andindependence.
Blind, deafblind and partiallysighted people typically have lower incomes due to their lack of employmentopportunities and social exclusion from the opportunities and choices availableto sighted people. According toDisability in Great Britain the incomes of disabled adults were 20 to 30%lower than those of non-disabled people (these figures included disabilitybenefits).
RNIB research for Rights of Way[iii]revealed that over 30% of blind, deafblind and partially sighted people areprevented from using public transport because of the barriers they face andthat 49% listed access to information about buses as a problem and 46% thedesign of buses.
Under the Disability Discrimination Act AccessibilityRegulations will be introduced for new rail vehicles, buses, coaches andregulated taxis to enable greater access by disabled people.
However, as recognised by Government, getting the vehicledesign right is pointless if the infrastructure, information and pedestrianenvironment is inaccessible. For blind,deafblind and partially sighted people journeys are made up of a number oflinks in a chain. If any of the linksin the travel chain present a barrier or risk of personal safety then the wholejourney may become impossible.
In order to develop a situation where blind, deafblind orpartially sighted people can travel safely and independently, it is necessaryto address not only public transport issues, but also each element thatcomprises a link or potential break in the travel chain, for example addressingpavement parking.
A transport policy, if it is to be effective and inclusive,must address all the issues, especially the environmental correlation betweendifferent forms of transport and reducing the need to travel through integratedland use and transport policies.
The Joint Committee guidance set out below aims to ensureconsideration of access issues for disabled people is contained, like themessage in a stick of rock, throughout Local Transport Plans.
Walking
Both for short journeys and for access to public transport,walking is a low-cost, healthy and socially inclusive way of travelling. Formany blind, deafblind and partially sighted people the walking environment isfundamental to independent and safe mobility.
It is recommended Local Authorities develop a local walkingstrategy to improve conditions for pedestrians without waiting for much delayedNational Strategy for Encouraging Walking.
There are a wide range of potential hazards to blind,deafblind and partially sighted people when walking but the necessary changesare relatively simple and benefit all pedestrians.
These should include measures to make walking easier andsafer, including;
auditing pedestrian routes and identifying barriers andobstructions
consulting disabled people on priority routes forimprovement
creating a transport hierarchy where disabled peopleand pedestrians are at the top, resulting in for example street lighting themeets the needs of pedestrians not just motorists.
recognising many disabled people have limited mobilityranges and ensuring planning decisions include provision for pedestrians,limiting walking distances
ensuring road crossings and other pedestrian facilitiesmeet pedestrian needs and providing more controlled crossings, includingaudible and tactile information and tactile paving surfaces and dropped kerbsat controlled crossings.
ensuring tactile paving surfaces are laid and upgradedto conform to the latest guidance from DETR
tackling pavement parking in conjunction withenforcement agencies
removing unnecessary or redundant street furniture andobstacles, including rubbish bags and old street signs
ensuring adequate protection of road and street worksand trimming of overhanging trees and bushes
implementing policies to managing shop a-boards andstreet cafes
maintaining and upgrading the quality of footways andfootpaths to remove trip hazards
ensuring safe provision for cyclists on carriagewaysand removing the need for shared facilities.
Buses
Buses have a key role to play in the delivery of integratedtransport yet recent research demonstrated 49% of blind and partially sightedfinding it difficult to get information about buses and 46% difficult to usebus vehicles.
The Disability Discrimination Act PSV AccessibilityRegulations will govern the design of new bus vehicles improving theiraccessibility. It is vital that accessible buses are able to be used to theirmaximum potential, both for users and for the companies investing in newfleets.
LTPs should encourage the provision of more accessible busesthrough the development of bus strategies and partnerships with operators,through:
involving disabled people in consultation on developingbus strategies both as users and potential users of services
ensuring information is accessible in a variety offormats meeting the needs of sensory impaired people
access to travel information is necessary before peopletravel and during journeys, therefore all information should be accessible,including that provided on the street, at stations and in vehicles. Informationshould include details of the services, arrivals times, routes etc and also anydelays or alterations. The NationalPublic Transport Information Service should include these elements.
accessibility of vehicles and infrastructure should bea central feature of quality partnerships. Infrastructure should also be takento include the pedestrian environment, ensuring disabled customers can reachbus services
ensuring accessible vehicles can pull into the kerb atall stops is essential in providing seemless interchanges for disabled people.Enforcement of parking restrictions is crucial to ensure obstructions are notin place and requires the involvement of enforcement agencies in anypartnership.
having a fleet of accessible buses spread thinly over anetwork is not beneficial to users as it creates uncertainty about theaccessibility of services. Operators and local authorities to should agreepriorities with disabled people over particular routes and ensure the wholeroute and every vehicle used on it is accessible.
The Joint Committee has produced a further policy statementon Concessionary fares which calls for the extension of the proposed Pensionerscheme to registered blind and partially sighted people of working age, at anestimated cost of 135000. It alsobelieves concessions should be integrated with all forms of travel, be transferablethroughout the country and funded by Central Government with Local Authoritiesretaining the right to enhance provisions. Crucially this statement makes itclear that even free travel does not replace or diminish the need for publictransport improvements in availability, information provision, staffing andphysical changes to accessibility described above.
Rail investment schemes
Rail schemes can play an important role in local transportnetworks and with the Strategic Rail Authority coming into force therennaisance of rail services is likely to continue.
Railtrack is investing in the quality of their facilitiesand is developing an access strategy. Under the DDA, all new rail vehicles mustnow meet accessibility standards.
Local authorities are advised to act as facilitators forenabling improvements in local rail services. In an LTP this should include thefollowing to ensure improved accessibility for disabled people;
consultation with disabled people on local prioritiesfor access improvements
promoting awareness of access improvements and anytravel concessions
integration of local bus concession schemes with railservices
ensuring rail services are accessible by other modes oftravel, including ensuring accessible pedestrian routes to stations
considering rail partnerships to bring forward accessimprovements, for example addressing concerns over unstaffed stations. Staffcan provide reassurance, advice, information and assistance. Stations without staff are a major deterrentfor many disabled people.
travel information should be accessible both before andduring travel. Pre-journey information should include details of theaccessibility of stations, the availability of staff and details of anyengineering works or other disruptions
Taxis and private hire vehicles
Taxi and private hire vehicles are an essential form oftransport for blind, deafblind and partially sighted people who rely on themfor safe and independent mobility, particularly where public transport isinaccessible or unavailable. Blind andpartially sighted people rely more on taxis than the general population,although their incomes are lower. 35per cent of disabled people report spending more on their transport costs as aresult of their disability.
The Joint Committee has a full policy statement on taxis andminicabs, available from the office on 020 73912002. This calls for;
Accessibility regulations for taxis to include theneeds of blind, deafblind and partially sighted people and be introduced assoon as practicable.
Implementation of s37 of the Disability DiscriminationAct 1995 which placed a duty on regulated taxi drivers to carry assistancedogs at no extra charge to the user.
Private hire vehicles will not be covered byaccessibility regulations or the duty to carry assistance dogs. However, localauthorities have licencing powers for private hire vehicles where they canrequire the carriage of assistance dogs and accessible vehicles. They shouldmake greater use of these powers.
Local authorities could help co-ordinate disabilityequality training for all public transport service staff, including taxi andprivate hire vehicle drivers.
Where public transport is limited, local authoritiesshould be imaginative in the role of taxis and minincabs to ensure transport isavailable. This could include integrating concessions to be valid on taxis andprivate hire vehicles.
Voluntary and community transport
Voluntary and community transport can provide essential andspecialist services meeting needs other providers can not. The general policy on voluntary, communityand door-to-door transport should be to integrate provision with mainstreamservices and maximise its use and appeal to disabled people. Authorities should involve voluntary andcommunity transport operators in partnerships ensuring the maximum benefit isderived from any service. The review of door to door transport in Londonrecommended demand centres were established which could co-ordinate demand andservices. This could be usefully applied elsewhere in the country.
Disabled users and potential users should be consulted andinvolved in planning and designing services to meet their needs. Any service should be available to peoplewho can not use public transport, including blind and partially sighted people.
Cycling
Cycling should play an important role in integratedtransport and the National Strategy for Cycling aims to double cycle use by2002 and double again by 2012 (from 1996 figures). However, recent cycling schemes have caused considerable concernsand difficulties for blind, deafblind and partially sighted people,particularly where pedestrian routes are converted to shared use.
The Joint Committee believes the new transport agenda andLTPs offer Authorities the opportunity to ensure that cycling is encouragedthrough making conditions safer and more attractive in the carriageway.Government guidance says the same, considering shared use a last resort.
Cycling must be promoted but;
It must not be at the expense of pedestrians
Conditions on the carriageway should be made safer andmore attractive to cyclists
Cycle organisations and authorities should use theopportunity presented by the White Paper on Transport to ensure cyclefacilities are on carriageways, including reallocating road space to cycleschemes
Illegal cycling on the footway must be addressed as itis becoming more widespread and prevalent.Footway cycling is one of the most common causes of concern among blind,deafblind and partially sighted people when travelling.
Capacity reallocations
Road space can be reallocated to other forms of transportand the Government is keen for local authorities to be radical.
The Joint Committee favours reallocation of road space toother orad users where it can ensure;
Safe and improved pedestrian facilities
Cycling facilities in the carriageway, segregated frompedestrians
Bus priority routes, for example at junctions
Road user charging and workplace parking charges
Local transport has and continues to be seriously underfunded. Road user charging and Workplace charging offers the potential togenerate significant new revenue streams to provide users with a choice oftransport and deliver integrated transport.
The Joint Committee believes that Blue (formerly Orange)badge holders should be exempt from charging schemes as many disabled people,including blind people, are dependent on private cars for independent mobility.
With workplace charging schemes the Joint Committee isproposing that licences should require the provision of accessible parkingplaces as a proportion of the total.This would provide parking for disabled people and accessible parkingplaces should be exempt from any charging unless abused.
Parking
If measures are take to reduce the availability of parkingit is crucial that there is greaterenforcement of parking restrictions. Pavement parking creates serious problemsfor visually impaired pedestrians, as well as other disabled people.
Cars parked on pavements can be the cause of accidents forvisually impaired people as they are an obstruction that they can not see anddo not expect. It also damages the pavement surface and increases the risk ofpavement falls, which cost Authorities dearly.
Enforcement of parking restrictions should respect the Blue(formerly Orange) Badge scheme concessions.
The Joint Committee recommend that;
Authorities consider partnerships with enforcementagencies to ensure conditions to not deteriorate.
Authorities can apply to become a decriminalised parkingarea. This enables the more efficient and effective of enforcement controls andcan generate additional revenue for spending on road or parking improvements.In London in 1996/7 a net 68m was raised in this way.
Road safety
Road safety should not focus on the number of casualties inan area but the dangers facing pedestrians and other road users and the effecton behaviour. It is to no-one benefit is casualties fall as a result of fewerand fewer people braving the pedestrian environment.
The Joint Committee is working at a national level to tryand influence national road safety and speed management issues. It believes theGovernment should signal a greater emphasis on reducing road danger, investingin traffic calming and enforcing speed limits.
Authorities at the local level are likely to deliver theseaims. The Joint Committee believes they should ask for and be given theresources to reduce road danger and all road users to be safe.
Authorities could call for
Home Zones where the priorities are reversed andpedestrians come first
Greater use of lower speeds and 20mph areas
Hypothecation of revenue from speed cameras to beretained locally for improvements to road safety.
Accessible interchanges are vital to disabled people,ensuring a smooth transistion between different links in the travel chain.Guidance on improving accessibility needs to be improved at a CentralGovernment level.
Integration with development plans can help avoid creatingfuture travel needs, through seeking to minimise the needs to travel andensuring access by a variety of travel modes. The specific needs of disabledpeople must be included in all these considerations.
The Joint Committee belives that measures to improveaccessibility should be included throughout the Local Transport Plan, not in aseparate stand alone section. This is fundamental to ensuring integration ofaccess issues and preventing potential improvements being overlooked.
The Joint Committee welcomes the move towards LocalTransport Plans and the promotion of integrated transport strategies whichinclude the needs of disabled people, including blind, deafblind and partiallysighted people.
However, many provisional plans appear to have failed todeliver inclusion of disabled people and significant improvements are required.
The following recommendations would improve the content ofLTPs;
consultation processes need to be accessible to includeblind, deafblind and partially sighted people. Consultation documents and thefinal LTP should be available in alternative formats at no extra cost makingthem available to the widest range of people
access issues should be included throughout LTPs toensure accessible travel chains with barriers
there should be greater understanding of the definitionof disabled people in the Disability Discrimination Act 1995 and the wide rangeof needs.
guidance on meeting the needs of disabled people, includingblind, deafblind and partially sighted people, throughout their journey, isnecessary.
targets for meeting basic accessibility criteria, suchas the development of an access strategy, should be required.
Finally it should be remembered that virtually everyimprovement to accessibility for disabled people would benefit all travellers.