Proper Innstallation of Guide Blocks
Proper Innstallation of Guide Blocks
Proper Innstallation of Guide Blocks
This guidebook is based on the findings of a long -term International Association of Traffic and
Safety Sciences (IATSS) researc h project including field studies, experiments, interviews with
the visually impaired and written surveys of wheelchair users, stroller users, the elderly and
parents of small children. We fervently hope that in the hands of those involved with Tactile
ground surface indicators around the world this guidebook will enable the installation, under
consistent rules, of Tactile ground surface indicators that are effective in helping people with
impaired vision without creating obstacles for other pedestrians. Pl ease direct questions about the
content of this guidebook or requests for additional materials to the IATSS address below.
2008. April
1. Guidebook Objectives 1
2. Characteristics of and Issues with Tactile Ground Surface Indi cators in Europe,
America, Oceania and Asia 1
(1) Installations in Each Country and Their Characteristics 1
1) Europe 2
2) The Americas 6
3) Oceania 7
4) Asia 8
(2) Installation Errors Similar to Those in Japan 11
1) Failure to Install Warning Blocks Before Crosswalks and Stairways 11
2) Narrow Warning Blocks 11
3)Incorrectly Located Blocks 12
4) Failure to Install Warning Blocks Where Directional Blocks Intersect 12
5) Obstacles Above or Near (Within 30cm of) tactile ground surface indicators 12
6)Excessive Number of Blocks 13
7)Interruption by Objects such as Manhole Covers 13
8) Warning Blocks in Places Where They are Unnecessary 13
9) Warning Blocks Where Directional Blocks Should be Installed 14
10)Installations at Medians 14
11)Installations that Impede Wheelchair Users 14
3. Braille Block Installation Methods 15
(1) Braille Block Installation Methods 15
1) Directional Blocks 16
2) Warning Blocks 16
(2) Common Installation Er rors and How to Remedy Them 16
1) Manhole Covers 17
2) Interrupted Tactile ground surface indicators 17
3) Jurisdictional Variations in Block Size, Shape or Color 18
4)Warning Blocks Where Lines of Directional Blocks Bend 19
5) Unnecessary Warning Blocks Amid Directional Blocks 20
6) Small Blocks 21
7) Block Routes 23
8) Crosswalks 25
9) Intersections 30
10) Stairs 31
11) Before Escalators 34
12) Errors at Platforms 35
13) Before Gates and Doors 35
14) Slopes 36
15) Elevators 37
16) Station Wickets 38
17) Disabled Parking Spaces 39
18) Post-Construction Problems 40
19) Poor Maintenance 41
20) Obstacles Positioned Over Tactile ground surface indicators 42
21) Use for Other Purposes 44
1. Guidebook Objectives
2.Characteristics of and Issues with Tactile Ground Surface Indicators in Europe, America,
Oceania and Asia
1) Europe
① London, UK
Tactile ground surface indicators are installed at many locations throu ghout the city, near
historical buildings like Big Ben, Buckingham Palace and the British Museum as well as in
downtown and residential areas. Tactile ground surface indicators are installed in accordance
with unique standards established by the United Kin gdom's Department for Transport. Blocks
with dots and blocks with bars are used, but both types are intended as warning blocks; neither
serves a directional function.
Blocks are mainly installed before crosswalks, at medians, at station platforms and at th e top
and bottom of stairways. Blocks with dots are for installations at crosswalks, medians and station
platforms while blocks with bars are for installations at stairways. The color of blocks installed
before crosswalks is also supposed to vary with cros swalk type: red blocks are to be used before
zebra crossings (where pedestrians always have the right of way), pelican crossings (equipped
with push-button traffic lights) and puffin crossings (with sensor -equipped push button traffic
lights) while other colors (yellow, grey, etc.) are to be used at other crosswalks where
automobiles have the right of way. The difference in color is intended to assist people with low
vision navigate the crosswalk safely, but many locations do not conform to the established colors.
Different color blocks are also sometimes installed when repairs are made. Blocks are installed in
an L-shaped configuration at crosswalks with push -button traffic signals, with the corner of the L
marking the location of the push button (Fig. 3).
Blocks with bars are installed at the top and bottom of stairways such that the direction of the
bars is parallel to the long dimension of the treads (Fig. 4).
Fig. 4: Blocks with Bars Marking the
Fig. 3: L-Shaped Tactile ground surface
indicator Installation (London, UK) Bottom of a Stairway (London, UK)
② Paris, France
In Paris, warning blocks are installed before crosswalks, at th e top and bottom of stairs leading
in and out of subway stations and on subway and train platforms. In some areas, blocks serving a
directional function are installed within crosswalks (Fig. 5). Most blocks are white but black,
grey and pale yellow are also used. To protect the scenery, subway station signs and other
prominent manmade objects are not installed near historical sites such as the Arc de Triomphe,
the Paris National Opera, the Louvre or the Place de la Concorde but tactile ground surface
indicators, in colors that stand out (white and yellow), are an exception (Fig. 6)
Paris has recently been emphasizing barrier -free accessibility, including such experimental
efforts as the uniquely configured blocks installed at the Montparnasse rail station (F ig. 7).
③ Frankfurt, Germany
In Frankfurt, blocks are installed inside rail and subway stations and on the platforms at rail,
subway and tram stations. Many blocks are white, although some are grey. The warning blocks
inside rail stations are of similar configurati on to those used in Japan. The directional blocks
used at train stations and the blocks used at subway and tram stations are uniquely German in
configuration. Directional blocks at train stations are made up of thin linear protrusions (Fig. 8).
Directional blocks are installed at rail station platforms but no warning blocks —only non-slip
strips with small dot-shaped protrusions located at the edge of the platform. Tram stations use the
same directional blocks as at rail stations but warning blocks are never used at platform edges or
where blocks intersect (Fig. 9).
Fig. 8: Directional Blocks Used at Rail Fig. 9: Tactile Ground Surface Indicators at
Stations (Frankfurt, Germany) Tram Station (Frankfurt, Germany)
④ Brussels, Belgium
In Brussels, blocks are installed before crosswalks, at bus stops and at subway and rail stations and
platforms. Most blocks are grey, with yellow, silver and bl ack blocks also used. Brussels has a mix of
locations where the blocks (warning and directional) and installation methods are similar to those in
Japan and locations where block configuration and installation methods are unique to Belgium .
One of the Belgium-specific blocks uses metal disks of roughly 85mm in diameter and 8mm in
height (Fig. 10). In Japan, the prescribed size of warning block protrusions is 22mm in diameter
(±1.5mm) and 5mm in height, a size designed to promote mobility by the visually impa ired
without impeding the movement of wheelchair users or elderly pedestrians. Given the large size,
height and slipperiness of the metal disks used in the Belgian blocks, one suspects that they
present a significant obstacle for wheelchair users, children and the elderly.
In one part of the city, metal bars are embedded in the road surface where one would expect to
find warning blocks (at the top of stairs and escalators, for example) (Fig. 11). Being only 3mm
in height, these protrusions create no obstacl e for wheelchair users or elderly pedestrians but also
seem likely to go unnoticed by the visually impaired. In some places, similar metal bars are
embedded in the road surface and serve a directional function (Fig. 12). Rubber warning blocks
are also sometimes installed at bus stops where directional blocks intersect (Fig. 13).
Brussels, therefore, presents a mix of block types and installation styles that may create
confusion for people with impaired vision.
Fig. 10: Metal Disks Used in Belgium Fig. 11: Embedded Metal Bars Marking the
(Brussels, Belgium) Top of a Stairway (Brussels, Belgium)
Fig. 12: Embedded Directional Metal Bars Fig. 13: Rubber Warning Blocks Where
(Brussels, Belgium) Directional Blocks Intersect
(Brussels, Belgium)
⑤ Amsterdam, Netherlands
In Amsterdam, blocks are installed before crosswalks, at medians and on tram and subway
platforms. Both warning blocks and directional blocks are installed according to the same rules as
in Japan. Netherlands-specific blocks are used in addition to blocks configured like those in
Japan. Most directional blocks are white or grey while warning blocks are yellow or grey. Where
directional and warning blocks are used together the color of the blocks is often not uniform.
Netherlands-specific blocks include some with thin recessed lines as in Fig. 14. With very little
surface irregularity, such blocks are extremely difficult to detect with the feet or a white cane.
Grooves carved into the pavement at subway station platforms (Fig. 15) are also difficult for
people with impaired vision to recognize.
Fig. 14: Netherlands-Style Warning Blocks Fig. 15: Grooves Carved into the
(Amsterdam, Netherlands) Pavement(Amsterdam,
Netherlands)
2) The Americas
① USA (San Francisco, Los Angeles and San Diego, California)
California uses distinctive landmarks to help the visually impaired cross the road safely (Fig.
16). Rather than lay down tactile ground surface indicators before crosswalks, shallow grooves
are cut into the pavement. These are more difficult to detect than tactile ground surface indicators
when using feet or a cane. This installation method is uniform in S an Francisco, Los Angeles and
San Diego.
Although the number of locations is not large, warning blocks like those in Japan are also used
before crosswalks, at rail and subway stations and at tram platforms. Directional blocks are also
installed at rail station platforms. Blocks are yellow, black or white. Installations of blocks
before crosswalks (Fig. 17) appear arbitrary, lacking consistent rules.
At rail station platforms, directional blocks are installed near train doors (Fig. 18). However,
only one or two blocks (30–60cm) are installed as landmarks at each location; they do not serve
to direct people toward stairways or ticket gates.
Fig.16: Shallow Grooves Cut into the Fig. 17: Tactile Ground Surface Indicators
Pavement before a Crosswalk (San before a Crosswalk (San Francisco,
Francisco, USA) USA)
② Tijuana, Mexico
Tijuana uses landmark installations before crosswalks that are similar to those used in
California. There are, however, no installations of tactile ground surface indicators.
3) Oceania
① Sydney, Australia
In Sydney, blocks are installed at rail, monorail and light rail station platforms, before exterior
stairways, before exterior obstacles, at airports and at bus stops. Warning blocks and directional
blocks are similar to those used in Japan, and installed in the sa me way, including at the Opera
House and other well-known tourist spots. Unlike many other countries, however, blocks are not
installed before crosswalks. As some rail, monorail and light rail stations, directional blocks lead
from at or near the ticket gates to the platform. Blocks are yellow, silver, blue, green and grey.
Blue blocks are frequently used at rail stations while yellow is often used at monorail and light
rail stations.
② Auckland, New Zealand
In Auckland, warning blocks are installed before crosswalks in the city center, at rails stations
and platforms and before interior stairways at shopping centers and other large -scale facilities. In
suburban areas, directional blocks and warning blocks are installed before crosswalks to create a
T-shaped configuration of about 1–1.5m. In addition, directional and warning blocks are also
installed in areas with facilities for people with disabilities. Such blocks are installed in the same
manner as in Japan. Blocks are most often yellow, with silver and wh ite also used.
4) Asia
① Seoul, Busan and Daegu, Korea
In Korea, warning blocks and directional blocks are installed in accordance with Japanese rules
in many locations including sidewalks, subway and rail stations and platforms, public facilities
and large shopping centers. The configuration of the blocks, with the exception of some subway
stations in Seoul (Fig. 19), is the same. Blocks are yellow, silver, brown, white and grey. Because
installation methods are adopted whole cloth from Japan, many of the same errors are found.
④ Hong Kong
In Hong Kong, warning and directional blocks are found at and around rail stations and warning
blocks are installed before crosswalks and at medians in the city center. Blocks are yellow, silver,
black, grey, green and brown. Installation method s are roughly the same as in Japan.
⑤ Singapore
In Singapore, warning and directional blocks are installed primarily around subway stations.
Installation rules are roughly the same as in Japan. Only a very few crosswalks in urban areas are
equipped with warning blocks. Blocks are silver, yellow and grey.
⑦ Jakarta, Indonesia
Warning blocks indicating the entrance to parking lots are installed on the sidewalks in Jakarta's
Jalan Thamrin business area as shown in Fig. 23, an installation method unique to Indonesia.
Blocks of this type are installed at nearly every parking lot entrance, making for a great many
installations. Warning blocks are also installed before some crosswalks in the Jalan Thamrin area.
No blocks are installed outside this area, however. Blocks are yellow in color.
⑧ Bangkok, Thailand
Warning and directional blocks are used on many sidewalks in central Bangkok. Warning blocks
are also installed at the top and bottom of stairways at subway and monorail stations. Blocks are
not, however, installed at rail stations or rail platforms. Installat ion rules are roughly the same as
in Japan. Blocks are yellow or grey. Many damaged blocks seem to be left unrepaired. Bangkok is
a city with many vendors who set up shop on sidewalks; these frequently end up covering the
blocks (Fig. 24).
Fig. 20: No Blocks Used Where Directional Fig. 21: Blocks Installed Across the Sloped
Blocks Intersect (Guangzhou, China) Area before a Crosswalk (Taipei,
Taiwan)
Fig. 22: Directional Indicators Carved Into Fig. 23: Tactile Ground Surface Indicators
the Pavement (Kuala Lumpur, Used to Indicate Parking Lot Entrances
Malaysia) (Jakarta, Indonesia)
Fig. 24: Sidewalk Vendors Covering Blocks
(Bangkok, Thailand)
5) Obstacles Above or Near (Within 30cm of) tactile ground surface indicators
Examples of obstacles above or near directional blocks (other than items such as bicycl es or
motorcycles that can be moved) were observed in Germany, Korea, China, Malaysia and Thailand.
Because objects located above waist level cannot be detected with a white cane6, in a situation
like the one illustrated in Fig. 2 8 a person with impaired vision could fail to notice the pedestrian
bridge and crash into it, suffering serious injury.
Fig. 26: Incorrect Positioning at the Entrance to Fig. 27: Failure to Install Warning Blocks
a Crosswalk (Paris, France) Where Directional Blocks Intersect
(Taipei, Taiwan)
6) Excessive Number of Blocks
Examples of installations with an excessive number of blocks were observed in the UK, Korea,
Taiwan, Singapore, Malaysia and Thailand. Installations before crosswalks lik e the one
illustrated in Fig. 29 not only obscure the entr ance to the crosswalk but also make it difficult to
identify the direction of the crosswalk, leading to the danger that a person with impaired vision
might step out in the wrong direction, perhaps toward the middle of the intersection. Such
installations create obstacles not only for the visually impaired but also for the elderly and for
those using wheelchairs or strollers.
Fig. 28: Pedestrian Bridge Located above Fig. 29: Installation of an Excessive
Tactile Ground Surface Indicators Number of Blocks (Kuala Lumpur,
(Beijing, China) Malaysia)
Fig. 30: Directional Blocks Interrupted by Fig. 31: Installation of Warning Blocks Where
Manhole Cover (Seoul, Korea) They are Unnecessary (Hong Kong)
Fig. 32: Tactile Ground Surface Indicators Fig. 33: Tactile Ground Surface Indicators
Installed on a Slope (Taipei, Taiwan) Installed at Disabled Parking Spaces
(Hong Kong)
• User is able to come to a stop before the obstacle (blo cks are installed 30cm
before obstacle);
• Intersections are easy to identify;
• Reason for the warning is easy to identify; and
• Surface area is sufficient to enable tactile perception of block location using the
soles of the feet.
Fig. 34: As in this instance, manhole covers often interrupt the flow of directional blocks,
causing people with impaired vision to lose track of which direction they should proceed .
( Tokyo, Japan)
Improved Version: As illustrated here, manhole covers should be outfitted with Tactile ground
surface indicators.
【Improved Version】
Fig. 35: In cases like this where gratings cut across a line of blocks, warning blocks should be
installed before and after the grating to urge caution as in the improved version at right.
( Hokkaido, Japan)
Fig. 36: Rerouting directional blocks to avoid the manhole, as in this photograph, not only looks
unattractive but creates a winding course that greatly reduces the walking speed of people
with impaired vision. ( Hokkaido, Japan)
Fig. 37: Here there are no warning blocks installed at the end of a sequence of directional blocks.
The suggested remedy is to clearly indicate that the line of directional blocks has ended
by installing warning blocks. ( Ibaraki, Japan)
Fig. 38: The situation depicted here is the Fig. 39: Situations such as this one, where
having jurisdiction over the areas to it difficult for people with impaired
the left and the right. Both types of vision to walk and are a lso
【 Improved Version】
Fig. 41: The angle here is 130º so warning blocks should be installed as in the improved version.
( Kanagawa, Japan)
Fig. 42: Installing warning blocks at shallow Fig. 43: Many similar examples of the overuse
bends such as these means people with of warning blocks can also be found
impaired vision must frequently come overseas. (Hong Kong)
to a stop. ( Nagasaki, Japan)
slope
slope
Fig. 44: In Japan, warning blocks are often installed at the beginning and end of slopes as
depicted here. A gentle slope, however, poses no danger so such warning blocks are
unnecessary. Here, the four groups of warning blocks installed on the two slopes are not
needed. ( Toyama, Japan)
【 Improved Version】
Fig. 45: This is an example of an excessive number of warning blocks installed at a bend in a line
of directional blocks. Such a large number of blocks requires p eople with impaired vision
to spend time searching about and can result in their losing track of which direction to
proceed. The number of warning blocks should be reduced as in the improved version.
( Kanagawa, Japan)
6) Small Blocks
Because people with impaired vision use the soles of their feet to determine whether a given
block is a directional block or a warning block, fine distinctions are difficult to make. It is
difficult, therefore, to identify blocks that cover only a very small surface area. I n particular,
very small warning blocks located where users should come to a stop (such as before crosswalks,
stairs or walls) risk going unnoticed by people with impaired vision who may then run into a wall
or step out into a crosswalk.
Fig. 46: A directional block of but 5cm width sandwiched between warning blocks, as pictured
here, will go unnoticed by people with impaired vision. ( Tokyo, Japan)
【 Improved Version】
Fig. 47: In a narrow corridor where blocks must be arr anged in an L-shape, one warning block
should be installed at the bend in the L with directional blocks above and to the right as
illustrated in the improved version here. ( Tokyo, Japan)
【 Improved Version】
Fig. 48: Because of the small area covered by the warning blocks installed before the wall, people
with impaired vision will run into the wall before noticing the warning blocks.
( Kanagawa, Japan)
【 Improved Version】
Fig. 49: In this case, the exceptionally small area covered by the warning blocks creates the
danger that people with impaired vision will step out into the crosswalk before noticing
them. ( Okinawa, Japan)
7) Block Routes
Directional blocks should be installed in straigh t lines, avoiding bends wherever possible.
Warning blocks can be installed at bends but these require people with impaired vision to come to
a stop and take time searching out which direction to proceed. Installation routes should be
planned to avoid unnecessary bends.
【 Improved Version】
Fig. 50: This is an example of an unnecessary bend in a directional block installation preceding a
crosswalk. The directional blocks should simply continue straight ahead as in the
improved version. ( Wakayama, Japan)
Fig. 51: Here, warning blocks have been Fig. 52: Directional blocks should not be
installed where the row of directional installed at the edge of walkways
blocks was shifted over to the left by because some people with impaired
the width of one block (30cm) before a vision, rather than walking directly
crosswalk to align the directional on top of Tactile ground surface
blocks with the center of the indicators, walk to the side while
crosswalk. As long as the directional sensing the texture of the blocks
blocks leading to a crosswalk are not with their canes. This is why it is
too close to the crosswalk's edge, there necessary to leave 30cm open on
is no need to install warning blocks either side of the directional blocks.
and alter the course of the directional Here, the guardrail immediately
blocks in this way. ( Hokkaido, Japan) adjacent to the directional blocks is
likely to be an impediment to
walking. ( Ciba, Japan)
【 Improved Version】
Fig. 53: Here, a single row of directional blocks leads to the wall followed by warning blocks
signaling the end of the line. These blocks are unnecessary. A s in the improved version,
the warning blocks signaling the intersection alone are sufficient. ( Wakayama, Japan)
8) Crosswalks
Crossing the road is said to be one of the most stressful situations for people with impaired
vision. In general, two rows of warning blocks should be installed before crosswalks to bring
users to a stop.
【 Improved Version】
Fig. 54: Situations like this one are extremely dangerous as people with impaired vision, rather
than stopping before the crosswalk, will step out into traffic as they search for the
continuation of the line of directional blocks. Warning blocks should be installed as in the
improved version. ( Hokkaido, Japan)
【 Improved Version】
Fig. 55: It is ordinarily best to install two rows of warning blocks before a crosswalk. Where
directional blocks are followed by only a single row of warning blocks, as shown here,
people with impaired vision may either fail to notice the warning blocks and walk out
into the road or inadvertently step over the warning blocks and come to a stop after
stepping out into the road. Two rows of warning blocks should be installed as in the
improved version. ( Hokkaido, Japan)
【 Improved Version】
Fig.56: On narrow sidewalks like this, one sometimes sees installations where many Tactile
ground surface indicators are used to mark crosswalks leading in two directions, m aking it
difficult for people with impaired vision to determine where the blocks lead and what they
are meant to warn them of. In situations like this, despite the general rule of using two
rows of warning blocks before crosswalks, the number of blocks sho uld be adjusted as
needed to prioritize ease of identification by users. The improved version makes it easier
to determine the position and orientation of the crosswalks by using single rows of
warning blocks that are installed to completely cover the edge s of the sidewalk.
( Ishikawa, Japan)
Fig. 57: Directional blocks are increasingly installed within crosswalks, something extremely
effective for people with impaired vision. When crossing the road, people with impaired
vision try to be particularly careful not to proceed in the wrong direction. Should they
stray greatly from the intended path they may be unable to reach the far side of the road
and instead stray into the road. However, using blocks of the same shape as ordinary
directional blocks, a s in this example, is dangerous because users may not realize they are
in a crosswalk. Specially shaped bloc ks such as those shown in Fig. 58 should be used in
crosswalks. ( Miyazaki, Japan)
Fig. 58: The specially shaped directional blocks used Fig. 59: An example of a crosswalk with escort
for "escort zones" within crosswalks. zone.
Fig. 60: Many crosswalks are outfitted with pushbutton -operated signals for pedestrians. In this
case, a pushbutton accessible to people with disabilities has been installed. Installations
of directional blocks leading to such pushbuttons are rarely seen, yet are helpful in
enabling people with impaired vision locate the pushbuttons. ( Hokkaido, Japan)
Fig. 61: Examples of numerous Tactile Fig. 62: Covering the sidewalk with blocks
ground surface indicators installed as in this example makes it
before crosswalks, which can cause impossible for users to determine
people with impaired vision to lose where the crosswalks are or which
their way, are often seen overseas as direction to proceed. (London, UK)
well as in Japan. (Kuala Lumpur,
Malaysia)
Fig. 63: Wide medians like this one can cause people with impaired vision to mistakenly think
they have crossed the road, so blocks need to be installed in accordance with the proper
rules. Blocks installed over the entire surface, as is the case here, are cause for user
confusion. Accordingly, installations should be consistent i n using double rows of
warning blocks at either end of the crosswalk and single rows of warning blocks on either
side of the median. ( Hokkaido, Japan)
【 Improved Version】
median
9) Intersections
Warning blocks should be installed at the intersections of lines of directional blocks. Without
such warning blocks, people with impaired vision may fail to notice the intersection and become
disoriented. A square composed of nine warning blocks should be used at right angle
intersections on broad walkways, but for narrower walkways the number of warning blocks
should be reduced as appropriate to avoi d situations where the entire walkway is covered with
blocks.
【 Improved Version】
Fig. 64: Here the lack of warning blocks where the directional blocks cross means that people
with impaired vision may not notice the interse ction, particularly when moving across the
frame from one side of the other. Warning blocks should be installed as in the improved
version. ( Saga, Japan)
【 Improved Version】
Fig. 65: Warning blocks are sometimes not inst alled at T-shaped intersections, but should be
installed as in the improved version. ( Chiba, Japan)
Fig. 66: Similar errors are also common Fig. 67: Warning blocks are sometimes
overseas. (Taipei, Taiwan) installed in this manner at T -shaped
intersections, but such warning
blocks will go unnoticed by people
with impaired vision who are
moving along the path composed of
white directional blocks. (Seoul,
Korea)
10) Stairs
Warning blocks should be installed before stairs. In principle there should be two rows placed
about 30cm from the edge of the stairs. Installing more warning blocks than necessary can make
it difficult to determine what the warning is for, potentially causing people with impaired vision
to fall down the stairs as they search about for an answer.
【 Improved Version】
Fig. 68: Here, the line of warning blocks installed at the top of the stairs is truncated. A person
with impaired vision arriving at the open gap would fail to come to a stop as there are no
warning blocks. There is a real danger o f falling down the stairs. The line of warning
blocks should be continuous as in the improved version. ( Toyama, Japan)
【 Improved Version】
Fig. 69: Here there are no warning blocks at the top of the stairs. Unable to s top, people with
impaired vision may fall down the stairs. (Guangzhou, China)
【 Improved Version】
Fig. 70: Warning blocks should generally be installed at the top of stairways and on the ground or
floor following the final step. Here, the warning blocks at the bottom of the stairs have
been installed not on the ground level but on the final step. People with impaired vision
coming down the stairs will sense the warning blocks and determine that they have
reached ground level. Because in fact they have an additional step to go, this may lead to
accidents such as falls or twisted ankles. Warning blocks should be repositioned as in the
improved version. ( Aichi, Japan)
Fig. 71: Warning blocks are sometimes installe d on each step of a stairway. Such warning blocks
are unnecessary. (Taipei, Taiwan)
【 Improved Version】
Fig. 72: Here, warning blocks have been installed in a way that is neith er adjacent nor parallel to
the edge of the stairs. ( Nagasahi, Japan)
Fig. 73: Situations like this one where there are many warning blocks installed make it difficult
for people with impaired vision to determine what is in their surroundings. The re is a
danger that they could fall down a stairs or an escalator while searching about. Double
rows of warning blocks are sufficient before both stairs and escalators. ( Toyama, Japan)
Fig. 74: In general, single rows of warning blocks Fig. 75: Warning blocks should be installed
should be installed at the beginning and across the entire width of the
end of stair landings. It is inappropriate to stairway, as shown here. The
install them only near handrails rather than one-block interruption at the center
across the entire width of the stairs, as of the rows of warning blocks is due
shown here. The elderly are the primary to the position of the handrail.
users of handrails at rail stations. Because ( Ibaraki, Japan)
of the danger of collision with the elderly,
many people with impaired vision do not
use handrails when ascending and
descending stairs. (Osaka, Japan)
Fig. 76: Here the warning blocks are located too far from the entrance to the escalator, and should
instead be installed as in the improved version. ( Tokyo, Japan)
12) Errors at Platforms
Railway platforms are extremely dangerous locations for people with impaired vision. To
prevent people from falling onto the tracks, it is customary to use warning blocks alone rather
than directional blocks along platf orm edges. It is best if such warning blocks measure the JIS
standard 30cm square.
Fig. 77: Here the warning blocks measure only 15cm wide. There is the risk that people with
impaired vision may inadvertently step over the blocks and fall onto th e tracks. Warning
blocks measuring 30cm square should be used on platforms . ( Nagasaki, Japan)
Fig. 78: Warning blocks should be installed before gates. ( Chiba, Japan)
【 Improved Version】
Fig. 79: Here a line of directional blocks ends without warning blocks before a door. Because
people with impaired vision will continue toward the door without stopping, there is the
risk that they could hit their head on the edge of the door should it happen to be open.
Warning blocks should be installed as in the improved version. ( Osaka, Japan)
14) Slopes
Many users of wheelchairs, baby strollers and four -wheeled walkers for the elderly feel that
Tactile ground surface indicators create a barrier for them. Wheelchair users, in particular, are
bothered by the tendency of Braille block pr otrusions to change the orientation of their front
wheels and make it more difficult to hold a course. Other problems include the loss of bodily
stability due to vibration and the slipperiness of Tactile ground surface indicators installed
outdoors. At the same time, many people with impaired vision prefer to use stairs with clearly
defined steps when moving up or down a level. Collisions may occur between wheelchair users
and people with impaired vision using slopes. For these reasons, Tactile ground surface
indicators should not be installed on slopes.
Fig. 80: As depicted here, the protrusions on Tactile ground surface indicators can cause
wheelchair wheels to change direction, making it difficult to move forward.
Fig. 81: As shown here, directing people Fig. 82: Installing blocks on a slope as in
with impaired vision to use the this example is not appropriate.
stairs instead of installing Tactile ( Miyazaki, Japan)
ground surface indicators on the
slope eliminates the problem of
inconvenience for wheelchair users.
( Tokyo, Japan)
Fig. 83: Blocks are often installed at the Fig. 84: Similar errors are also common
Figure beginning and end of slopes, but this overseas. ( San Francisco, USA)
creates a barrier for wheelchair
users. ( Ehime, Japan)
15) Elevators
Tactile ground surface indicators installed in front of elevator entrances can cause wheelchair
wheels to catch. Therefore, care must be taken to minimize the barrier to wheelchair use by
installing Tactile ground surface indicators only before the call buttons rather than across the
entire width of the elevator entrance.
【 Improved Version】
Fig. 85: Tactile ground surface indicators installed in this way create a barrier for wheelchair
users. Blocks should instead be installed only before the call buttons as shown in the
improved version. ( Osaka, Japan)
Fig. 86: Warning blocks are sometimes installed inside elevators. People with impaired vision,
however, will not lose track of the e ntrance within the narrow confines of an elevator.
Such blocks are an obstacle to wheelchair use and should be removed. ( Ehime, Japan)
Fig. 89: Here, the extensive installation Fig. 90: Because disabled parking spaces
of Tactile ground surface are established primarily for
indicators at disabled parking wheelchair users, Tactile ground
spaces creates a barrier for surface indicators should not be
wheelchair users. ( Fukushima, installed. ( Chiba, Japan)
Japan)
18) Post-Construction Problems
It goes without saying that when facilities or equipment to whi ch Tactile ground surface
indicators lead are moved, the position of the blocks should also be adjusted. Nevertheless
Tactile ground surface indicators are often left in their original positions, creating confusing
situations for people with impaired visio n.
Fig. 91: Here the Tactile ground surface Fig. 92: The area filled in with black
indicators have been left behind asphalt once contained some kind
after the crosswalk that they of equipment—probably a public
marked was eliminated. There is a telephone—yet the Tactile ground
danger that people with impaired surface indicators were left as
vision will mistakenly believe they were even after this
there to be a crosswalk and equipment was removed. Such
attempt to cross the road. blocks should be adjusted when
( Osaka, Japan) this kind of equipment is
removed. ( Nagasaki, Japan)
Fig. 93: Here it is impossible to follow the Tactile ground surface indicators to the bus stop due
to fencing that was installed later. (Hong Kong)
19) Poor Maintenance
One often sees cases where blocks have come loose o r are broken and scattered about because
regular maintenance has not been conducted after installation. This not only defeats the purpose
of having Tactile ground surface indicators at all but also poses a tripping risk for pedestrians
and looks terrible.
Fig. 94: Because the Tactile ground Fig. 95: Because the protrusions have
surface indicators have peeled disappeared from these warning
away before the crosswalk, people blocks at the top of the stairs,
with impaired vision may not people with impaired vision may
recognize that there is a not realized that there is a stairs
crosswalk and step out into the and fall down. (Taipei, Taiwan)
road. ( Kanagawa, Japan)
Fig. 96: An example of broken blocks left Fig. 97: Broken blocks not only pose a
unattended. (Seoul, Korea) danger to people with impaired
vision but are also a major barrier
for wheelchair users.
Fig. 98: In snowy areas, snow removal
efforts often result in the loss of
many protrusions. ( Hokkaido,
Japan)
Fig. 99: The use of blocks different than those Fig. 100: This photograph, taken before
originally installed is common when the Paris Opera House, shows the
Tactile ground surface indicators are unattractive result of repair using
repaired. The resulting mix of a different type of blocks than
different specifications and shapes can those originally used. (Paris,
lead to confusion among people with France)
impaired vision. The loss of visual
consistency is also unattractive.
( Fukuoka, Japan)
Fig. 102: Benches located above Tactile ground Fig. 103: A bus stop covering a line of
Fig. 104: Doormats designed to keep out mud Fig. 105: Rather than cover the Tactile
sometimes cover Tactile ground surface ground surface indicators with the
indicators at building entrances. Such mats, the mats should be shaped
mats make it difficult to feel the as shown to leave the blocks
protrusions on the blocks, however, and uncovered. ( Hiroshima, Japan)
should not be used in this way.
(Hokkaido, Japan)
Fig. 106: An automated subwa y turnstile
installed on top of a line of
blocks. (Guangzhou, China)
Fig. 107: Tactile ground surface indicators Fig. 108: Here, at the entrance to a store,
are sometimes used, as shown here, Tactile ground surface indicators are
to create a non-slip surface at the used to create a non-slip surface as
entrances to underground parking in Fig. 107. (Taipei, Taiwan)
areas. ( Wakayama, Japan)