Pedestrian crossings – Quick Wins for
Local Authorities
How local authorities can work with blind and partially sighted people to
build a better future based on RNIB's Quick wins and missed
opportunities report, June 2012.
Pedestrian crossings are vital
Crossing the street is an essential part of negotiating our built
environment. The provision or absence of crossing points affects
everyone's ability and desire to use their local streets, but especially blind
and partially sighted people, who are amongst the most affected by roads
with no accessible crossing points.
The lack of an accessible crossing point means blind and partially
sighted people are left with real difficulties in getting across roads. The
inherent risks force them to walk long distances to a safe crossing point.
This severely restricts their ability to get around independently and can
mean increased reliance on an assistant.
Another factor is where new building or road infrastructure developments
Result in increased traffic flow on streets that previously had not been a
problem. Blind and Partially Sighted People are often the first to be
negatively impacted.
Over recent years there have been numerous local campaigns run by
blind and partially sighted people calling for new road crossings. This
demonstrates the importance of accessible crossing points to facilitate
personal independence.
So what's the problem?
People report they have to walk long distances to get to an accessible
crossing point, that crossing beacons have faulty audio and tactile
indicators, or that audio and tactile indicators are missing.
Where a crossing is not fitted with dual audio and tactile indicators, it is a
hazard. This is because many blind and partially sighted people cannot
see on-coming traffic and therefore rely entirely on the beacon as their
primary source of safety information.
Department for Transport best practice guidance
The Department for Transport (DfT) clearly states that local authorities
and planners should provide facilities which enable disabled people to
cross the road safely. This includes the provision of dropped paving,
audible and tactile signals. DfT best practice guidance ‘Inclusive Mobility’
states that:
'Tactile indicators should not be considered as a substitute for audible
signals as they are required by different people… Both audible and tactile
signals should be installed unless specific considerations warrant their
exclusion.' [1]
DfT guidance on the ‘Design of Pedestrian Crossings’ states that
controlled and pelican crossings should have a control unit which is
located close to the tactile surface. The post on which the unit is mounted
should be clearly marked with a contrasting band of colour. The tactile
indicator (a rotating knurled cone) for the ‘steady green man’ should be
placed on the right hand side of the bottom of the push button unit. [2]
Where a crossing may be needed:
In the DfT best practice guidance ‘Provision and Assessment of
Crossings’ it states that the responsibility for the provision of pedestrian
facilities lies with local authority highways department. This guidance
sets out recommendations and methods for local authorities to use when
assessing the need for a crossing. The guidance states that an
experienced engineer should assess the road and traffic flow when they
receive a request that a crossing is needed. It also suggests that the
provision of a crossing should be targeted at the needs of those people
who experience most difficulty and danger. Therefore assessments must
involve those most affected. The framework outlined in the guidance
encourages informed decision making about whether a crossing is
needed and if so which type. It suggests that the engineer gathers site
information which once collected forms the basis of an assessment
record. This is then used to complete an assessment framework, which is
in two parts, the assessment and then crossing option.
Recent case law such as Mohsan Ali v London Borough of Newham
suggests that local authorities are expected to give proper consideration
to authoritative guidance, such as the best practice set out by the DfT.
http://www.bailii.org/ew/cases/EWHC/Admin/2012/2970.html
http://www.leighday.co.uk/News/2012/November-2012/Decision-todepart-from-national-guidance-on-tacti
Pedestrian crossings and the law
Equality Act
Local authorities have a duty to promote and include disability equality in
their work and the planning and installation of pedestrian crossings is
covered.
Equality Act 2010 states that it is unlawful for a public authority to
discriminate in the exercise of its public functions. This includes highways
functions. Section 20 (4) requires that where a physical feature (which
includes increases in traffic) 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 have to take to avoid
the disadvantage.
Public Equality Duty
As a public authority, local authorities are also subject to the Public
Sector Equality Duty and are required to have 'due regard' to equality
outcomes in everything it does. In particular, the authorities are required
to ensure that it eliminates discrimination, advances equality of
opportunity and fosters good relations between, amongst others,
disabled and non-disabled people.
Quick Wins for Local Authorities
Local authorities should embed accessibility into everything they do;
including the provision of pedestrian crossings.
Local authorities should:
 Build partnerships with, listen and involve blind and partially sighted
people in the installation of pedestrian crossings. Councils have local
assets such as societies of blind and partially sighted people, who
may be very effective ‘go to people’ for reaching those who live in the
local area.
 Follow best practice set out by the Department of Transport and
ensure that all pelican and controlled crossings are fitted with both
audio and tactile indicators.
Importantly, local authorities must ensure blind and partially sighted
people can get in touch via email, telephone and online, to notify the
authority of:
 Obstructed crossing points, damaged equipment including faults with
audio / tactile indicators.
 Crossing beacons with no audio / tactile indicators fitted.
 Locations where traffic flow has undergone a significant change and
where a crossing may be needed.
Local authorities should react quickly to these reports, sending an
engineer to assess the site, and to keep people with sight difficulties
properly informed of action taken.
For more information contact your local RNIB campaigns team.
RNIB have Regional Campaign Officers all over England (and campaigns
teams in Wales and Scotland).
Telephone the RNIB Campaigns Team on 020 7391 2123.
Email: [email protected]
References
[1] Department of Transport (2002). Inclusive Mobility. A Guide to Best
Practice on Access to Pedestrian and Transport Infrastructure. Section
3.12.
[2] Department of Transport (1995).The design of pedestrian crossings.
Section 2.7. (LTN 2/95)