Survey Report about MRT in Taipei
1 Introduction
In Oct. 2009, I visited Taipei and traveled on the Mass Rapid Transportation System (MRT) 7 times. I was impressed to find that the environment of MRT was extremely good for wheelchair users. I did not find any stations where I could not independently and unassisted get on, get off or transfer. There were two aspects that I particularly noted. On the one hand, barriers in all stations were almost the same but lighter than those found in Japanese subways that I have used in Tokyo, Osaka and Kyoto. On the other hand, I had some difficulty in understanding the intention of some of the designs. This is a simple report from a wheelchair user’s perspective in which I discuss my observations of the MRT in comparison with the Japanese subway system.
In Oct. 2009, I visited Taipei and traveled on the Mass Rapid Transportation System (MRT) 7 times. I was impressed to find that the environment of MRT was extremely good for wheelchair users. I did not find any stations where I could not independently and unassisted get on, get off or transfer. There were two aspects that I particularly noted. On the one hand, barriers in all stations were almost the same but lighter than those found in Japanese subways that I have used in Tokyo, Osaka and Kyoto. On the other hand, I had some difficulty in understanding the intention of some of the designs. This is a simple report from a wheelchair user’s perspective in which I discuss my observations of the MRT in comparison with the Japanese subway system.
2 Outline of Survey
2.1 Barriers in Railway Stations
From wheelchair user’s point of view, there are generally three substantial barriers in railway stations;
a) The step and gap between the coach and platform edge
b) The connection between the platform and concourse
c) The connection between the concourse and sidewalk
These three requirements are not the only elements of accessibility at stations but generally other less essential functions in basic design, such as toilets for multiple users, can be adopted relatively easily even after the station has been completed.
2.1 Barriers in Railway Stations
From wheelchair user’s point of view, there are generally three substantial barriers in railway stations;
a) The step and gap between the coach and platform edge
b) The connection between the platform and concourse
c) The connection between the concourse and sidewalk
These three requirements are not the only elements of accessibility at stations but generally other less essential functions in basic design, such as toilets for multiple users, can be adopted relatively easily even after the station has been completed.
2.2 Method of Checking
I was only able to check the barriers of MRT by sight, without taking any actual measurements. This means that all the dimensions mentioned in this report are guesstimates and therefore some figures quoted will inevitably contain errors. This survey does not cover the whole network or all stations of the MRT, because I only checked what I came across on the way to sightseeing spots (Fig. 1). Thus what I refer to here is only a snapshot of the MRT environment and may not always be typical of the condition of the barriers within the MRT generally. However, the conditions that I have noted in my sample agree with what three Taiwanese informed me is true of the MRT system generally, so I believe my check and study will have some validity.
I was only able to check the barriers of MRT by sight, without taking any actual measurements. This means that all the dimensions mentioned in this report are guesstimates and therefore some figures quoted will inevitably contain errors. This survey does not cover the whole network or all stations of the MRT, because I only checked what I came across on the way to sightseeing spots (Fig. 1). Thus what I refer to here is only a snapshot of the MRT environment and may not always be typical of the condition of the barriers within the MRT generally. However, the conditions that I have noted in my sample agree with what three Taiwanese informed me is true of the MRT system generally, so I believe my check and study will have some validity.
2.3 Lines and Stations Checked
Table 1 shows the lines I used and stations at which I got on, got off or transferred. On each occasion I boarded a train, I occupied the spaces provided for wheelchair users, which are found either at the front of the first coach or at the end of the last coach of the train.
At stations where I boarded or alighted (stations colored blue at Table 2), I moved between coaches and outside of the stations, so I could check a), b) and c) of 2.1. At stations where I transferred (stations colored green at Table 2), I changed lines within each of the stations, so I could check a) and b) of 2.1. At these stations where I actually crossed the barriers, I assessed the extent of difficulty and safety for wheelchair users. At stations where trains just stopped (stations at Table c), I could check just a) of 2.1 visually.
Table 1 shows the lines I used and stations at which I got on, got off or transferred. On each occasion I boarded a train, I occupied the spaces provided for wheelchair users, which are found either at the front of the first coach or at the end of the last coach of the train.
At stations where I boarded or alighted (stations colored blue at Table 2), I moved between coaches and outside of the stations, so I could check a), b) and c) of 2.1. At stations where I transferred (stations colored green at Table 2), I changed lines within each of the stations, so I could check a) and b) of 2.1. At these stations where I actually crossed the barriers, I assessed the extent of difficulty and safety for wheelchair users. At stations where trains just stopped (stations at Table c), I could check just a) of 2.1 visually.
2.4 Impairment and Disabilities of Checker
Bearing in mind that the effect of barriers on an individual differs with factors such as age, sex, and degree of impairment etc., I give for context my own profile. I am a 57-year-old male and my disability comes from damages to the spinal nerve at L1. I use a wheelchair for daily life, but can walk about 100 m with crutches on a wide, flat and rigid floor. My abdominal muscles, as well as the muscles of my back and my handgrip, work properly.
Bearing in mind that the effect of barriers on an individual differs with factors such as age, sex, and degree of impairment etc., I give for context my own profile. I am a 57-year-old male and my disability comes from damages to the spinal nerve at L1. I use a wheelchair for daily life, but can walk about 100 m with crutches on a wide, flat and rigid floor. My abdominal muscles, as well as the muscles of my back and my handgrip, work properly.
３ Results of Survey
3.1 Step and Gap between coach and platform
From my observations whilst occupying the space for wheelchair users in the coach, differences in floor level between the coach and platform seemed to be almost zero or less than 2 cm for all stations listed in Table 2 and 3 (Fig. 2). At stations listed in Table 2, I was also able to check level differences from the platform to doors other than those adjacent to the wheelchair user's space and found no significant difference - with floor level difference again varying between zero and at most 2cm.
Again from observations whilst confined to the space for wheelchair users, gaps between the coach and platform seem to be around 5 cm, except for one case of around 10 cm at 台北車站 (Fig. 3). In order to call attention to the relatively wide gap at 台北車站, the edge of the platform is painted in a striped pattern of yellow and black.
Without exception however, I could get on and off trains easily and safely without requiring assistance at any of the stations.
3.1 Step and Gap between coach and platform
From my observations whilst occupying the space for wheelchair users in the coach, differences in floor level between the coach and platform seemed to be almost zero or less than 2 cm for all stations listed in Table 2 and 3 (Fig. 2). At stations listed in Table 2, I was also able to check level differences from the platform to doors other than those adjacent to the wheelchair user's space and found no significant difference - with floor level difference again varying between zero and at most 2cm.
Again from observations whilst confined to the space for wheelchair users, gaps between the coach and platform seem to be around 5 cm, except for one case of around 10 cm at 台北車站 (Fig. 3). In order to call attention to the relatively wide gap at 台北車站, the edge of the platform is painted in a striped pattern of yellow and black.
Without exception however, I could get on and off trains easily and safely without requiring assistance at any of the stations.
3.2 Connection between platform and concourse
There are elevators that connect platforms to the concourses at all stations where I got on, got off or transferred. I was able to move two floors by elevator at all stations alone and without assistance.
There are elevators that connect platforms to the concourses at all stations where I got on, got off or transferred. I was able to move two floors by elevator at all stations alone and without assistance.
3.3 Connection between concourse and sidewalk
I crossed borders between stations and surrounding sidewalks at nine stations (colored light blue in Table 2). Concourses for these stations are located underground, at ground level or overhead, but all stations have at least one accessible route that I could move along without assistance. These routes consist of elevators and ramps for wheelchair users, bicycle users, the aged etc. Eight out of nine stations used ramps at the sidewalk ends of accessible routes (Fig. 4). 淡水 was the exception that did not use a ramp, allowing anyone to walk in or out from any direction.
I crossed borders between stations and surrounding sidewalks at nine stations (colored light blue in Table 2). Concourses for these stations are located underground, at ground level or overhead, but all stations have at least one accessible route that I could move along without assistance. These routes consist of elevators and ramps for wheelchair users, bicycle users, the aged etc. Eight out of nine stations used ramps at the sidewalk ends of accessible routes (Fig. 4). 淡水 was the exception that did not use a ramp, allowing anyone to walk in or out from any direction.
Photo. 4 Ramp that connects concours and a sidewalk
3.4 Support service of the MRT in Taipei
I had little information about the MRT, when I started to use the system, so, after I had bought a Taipei Pass at 民權西路, I was looking for a platform where I could get on the train for 中正紀念堂. Shortly after I had stopped to look at a map, a station worker came and asked in English whether I need help or not. When I answered that I did, she then called a security staff member who wore an orange vest. I showed him a MRT map and pointed to 中正紀念堂, as I could not communicate to him in English. He then pushed my wheelchair and took me to an end of one platform. I found there an International Symbol of Access. When the train stopped and the doors opened, he took me to a space for wheelchair users and left me there. When the train reached 中正紀念堂, there was a security staff member waiting for me. I guessed that certain information about me had been delivered to 中正紀念堂. He then took me outside of the station. When I went to 龍山寺 from 中正紀念堂 via 西門, I had almost the same support at 中正紀念堂, 西門 and 龍山寺.
I had little information about the MRT, when I started to use the system, so, after I had bought a Taipei Pass at 民權西路, I was looking for a platform where I could get on the train for 中正紀念堂. Shortly after I had stopped to look at a map, a station worker came and asked in English whether I need help or not. When I answered that I did, she then called a security staff member who wore an orange vest. I showed him a MRT map and pointed to 中正紀念堂, as I could not communicate to him in English. He then pushed my wheelchair and took me to an end of one platform. I found there an International Symbol of Access. When the train stopped and the doors opened, he took me to a space for wheelchair users and left me there. When the train reached 中正紀念堂, there was a security staff member waiting for me. I guessed that certain information about me had been delivered to 中正紀念堂. He then took me outside of the station. When I went to 龍山寺 from 中正紀念堂 via 西門, I had almost the same support at 中正紀念堂, 西門 and 龍山寺.
４ Study of MRT including a Comparison to Japanese underground system
4.1 Step and Gap between coach and platform
The following three points are the superior aspects of MRT;
a) Steps between the coach and platform are almost level at every station in the system.
b) Gaps between the coach and platform are narrow enough to prevent the caster of the wheelchair falling into the gap. The exceptionally wide gap I found of 10 cm seems to be an almost isolated case.
c) Such conditions are offered not only at the door for the disabled but also at all other doors. While you are traveling on the MRT in Taipei, you can rely on always enjoying these good facilities irrespective of the line, station, platform or coach.
As for Japanese subways, as far as I know it is difficult to give an overall general picture, because figures might differ on line-by-line basis within the same city, on a station-by-station basis along an individual line, on a coach-by-coach basis within a single train, and on a platform-by-platform basis even within a single station. Fig. 5 shows a typical and frequently found example at a Tokyo subway station with both the step and gap between the coach and platform being about 10 cm.
The only exception is the Nanakuma line in Fukuoka that has almost the same provision as the MRT in Taipei. Fukuoka, however, has two other subway lines and their conditions are not the same as the Nanakuma line.
4.1 Step and Gap between coach and platform
The following three points are the superior aspects of MRT;
a) Steps between the coach and platform are almost level at every station in the system.
b) Gaps between the coach and platform are narrow enough to prevent the caster of the wheelchair falling into the gap. The exceptionally wide gap I found of 10 cm seems to be an almost isolated case.
c) Such conditions are offered not only at the door for the disabled but also at all other doors. While you are traveling on the MRT in Taipei, you can rely on always enjoying these good facilities irrespective of the line, station, platform or coach.
As for Japanese subways, as far as I know it is difficult to give an overall general picture, because figures might differ on line-by-line basis within the same city, on a station-by-station basis along an individual line, on a coach-by-coach basis within a single train, and on a platform-by-platform basis even within a single station. Fig. 5 shows a typical and frequently found example at a Tokyo subway station with both the step and gap between the coach and platform being about 10 cm.
The only exception is the Nanakuma line in Fukuoka that has almost the same provision as the MRT in Taipei. Fukuoka, however, has two other subway lines and their conditions are not the same as the Nanakuma line.
Figure 5 Tokyo Subways typical Gap
4.2 Connection between platform and concourse
Another remarkable feature of the MRT in Taipei is that all stations have elevators that are located at major traffic lines at every station. This means that whilst you are using the MRT in Taipei, you need not confirm in advance whether stations have elevators or not. New subway lines in Japan have elevators in all stations that connect platforms and concourses. But there are many old lines in Japan and stations on such lines do not always have elevators that connect platforms and concourses. After the New Barrier-free Act, that requires at least one accessible route at all stations, became effective in Dec. 2006, many elevators were installed even within the stations of old lines. But it takes time to install elevators at all stations, so you have to confirm whether or not the stations that you are going to use have elevators installed yet.
Another remarkable feature of the MRT in Taipei is that all stations have elevators that are located at major traffic lines at every station. This means that whilst you are using the MRT in Taipei, you need not confirm in advance whether stations have elevators or not. New subway lines in Japan have elevators in all stations that connect platforms and concourses. But there are many old lines in Japan and stations on such lines do not always have elevators that connect platforms and concourses. After the New Barrier-free Act, that requires at least one accessible route at all stations, became effective in Dec. 2006, many elevators were installed even within the stations of old lines. But it takes time to install elevators at all stations, so you have to confirm whether or not the stations that you are going to use have elevators installed yet.
4.3 Connection between concourse and sidewalk
All stations of the MRT have at least one accessible route that connects between the concourse and the sidewalk adjacent to the station. Elevators have enough space for the people of the target group and the slope and total height of the ramps seem to be less than 5% and around 1 m respectively. But I could not find any reason why almost all stations keep their first floor level 1 m from the sidewalk. Figures 6 and 7 show a station that is located under a viaduct. I think the floor level could be adapted to the surrounding sidewalk. If the floor level is almost the same as the sidewalk, then you need not introduce ramps, and everyone can walk the same route easily. Figure 8 shows a ramp that connects a sidewalk and an elevator porch that is also kept elevated above the surrounding ground level. Even if there is a specific reason for keeping the floor level elevated, it is better to design such floor levels as low as possible.
All stations of the MRT have at least one accessible route that connects between the concourse and the sidewalk adjacent to the station. Elevators have enough space for the people of the target group and the slope and total height of the ramps seem to be less than 5% and around 1 m respectively. But I could not find any reason why almost all stations keep their first floor level 1 m from the sidewalk. Figures 6 and 7 show a station that is located under a viaduct. I think the floor level could be adapted to the surrounding sidewalk. If the floor level is almost the same as the sidewalk, then you need not introduce ramps, and everyone can walk the same route easily. Figure 8 shows a ramp that connects a sidewalk and an elevator porch that is also kept elevated above the surrounding ground level. Even if there is a specific reason for keeping the floor level elevated, it is better to design such floor levels as low as possible.
At present the situation in Japan in this regard is almost the same as the previous section. Stations at new lines have
at least one accessible route between the concourse and surrounding sidewalk, but many stations at the old lines are on the road to modification.
It is important to note that stations do not always have both elevators installed at the same time for connecting
the platform to the concourse and the concourse to the sidewalk.
The floor level of stations or the elevator porches at the new lines are almost at the same level as the surrounding ground level,
so they do not need ramps at all. As far as this issue is concerned, the condition of new stations in Japan is better than the MRT in Taipei.
Figure 9 shows an elevator porch and sidewalk at a subway station in Sapporo with an almost level approach.
4.4 Public Transportation Assistance
I did not choose to receive any assistance from station workers and used the MRT at my own pace after 龍山寺. As a matter of fact, I pretended to behave with confidence in accordance with my newly acquired knowledge, enabling me to study how to use MRT. From these series of experiences I learned;
a) How to use Taipei Pass and go through the gate
b) How to find my way to the appropriate platform
c) Where to find the space for wheelchair users
It is a natural reaction for station workers to feel obliged to help passengers who need help and ignore passengers who do not need help. I guess this is a very mature service that could be achieved only against the background of the superb environment of MRT.
The oldest subway line in Japan is the Ginza line that started its service in 1927 between Asakusa and Ueno. After that, many subway lines started services not only in Tokyo but also in other major cities of Japan. During the last 90 years, there have been technological advances in both tunnels and coaches some of which have been introduced; however, despite the introduction of new innovations old inherited technologies persist because of the need to merge all the lines into one system. This is one of the reasons why the steps and gaps in most of the subway lines are still about 10 cm.
The use of a bridge between platforms and coaches is a simple and flexible way to help wheelchair users, but its use forces wheelchair users to ask station workers to help them get on, get off or transfer (Fig 10). When you ask for help at station where you get on, you can expect help at the station where you get off, because station workers share such information among related stations. Asking a station worker to help you to get on a coach is a practically safe method, if you are not sure of the conditions of steps and gaps at the station of your destination.
I did not choose to receive any assistance from station workers and used the MRT at my own pace after 龍山寺. As a matter of fact, I pretended to behave with confidence in accordance with my newly acquired knowledge, enabling me to study how to use MRT. From these series of experiences I learned;
a) How to use Taipei Pass and go through the gate
b) How to find my way to the appropriate platform
c) Where to find the space for wheelchair users
It is a natural reaction for station workers to feel obliged to help passengers who need help and ignore passengers who do not need help. I guess this is a very mature service that could be achieved only against the background of the superb environment of MRT.
The oldest subway line in Japan is the Ginza line that started its service in 1927 between Asakusa and Ueno. After that, many subway lines started services not only in Tokyo but also in other major cities of Japan. During the last 90 years, there have been technological advances in both tunnels and coaches some of which have been introduced; however, despite the introduction of new innovations old inherited technologies persist because of the need to merge all the lines into one system. This is one of the reasons why the steps and gaps in most of the subway lines are still about 10 cm.
The use of a bridge between platforms and coaches is a simple and flexible way to help wheelchair users, but its use forces wheelchair users to ask station workers to help them get on, get off or transfer (Fig 10). When you ask for help at station where you get on, you can expect help at the station where you get off, because station workers share such information among related stations. Asking a station worker to help you to get on a coach is a practically safe method, if you are not sure of the conditions of steps and gaps at the station of your destination.
Photo.10 Step & Bridge in Tokyo Subway
５ Benefits of the MRT environment
In this report by comparing the conditions of MRT in Taipei with those of the Japanese subway system I have discussed some of the superior aspects of the MRT. It is, however, important to focus not only on the conditions but also the benefits brought by the existence of the conditions.
5.1 Environmental impacts on vulnerable hearts
Generally speaking, many wheelchair users hesitate to go out from their houses, because they experience various troubles on various occasions when outside their homes. Troubles that affect the people accompanying them can make them feel inadequate or responsible and hurt their feelings badly. Repetitions of such experiences make their hearts vulnerable.
A public transportation system is a fundamental interface between private space and public area or private life and public activities. The more the interface is able to cater for wide range and type of disability, the more motivation and incentive will be granted vulnerable persons to attend a wider range of social activities. The more confidence vulnerable persons have that they can use the interface safely and independently; the more their quality of life will begin to approach that of ordinary persons.
In this report by comparing the conditions of MRT in Taipei with those of the Japanese subway system I have discussed some of the superior aspects of the MRT. It is, however, important to focus not only on the conditions but also the benefits brought by the existence of the conditions.
5.1 Environmental impacts on vulnerable hearts
Generally speaking, many wheelchair users hesitate to go out from their houses, because they experience various troubles on various occasions when outside their homes. Troubles that affect the people accompanying them can make them feel inadequate or responsible and hurt their feelings badly. Repetitions of such experiences make their hearts vulnerable.
A public transportation system is a fundamental interface between private space and public area or private life and public activities. The more the interface is able to cater for wide range and type of disability, the more motivation and incentive will be granted vulnerable persons to attend a wider range of social activities. The more confidence vulnerable persons have that they can use the interface safely and independently; the more their quality of life will begin to approach that of ordinary persons.
5.2 Advantage of MRT the Environment
Concerning the accessible routes at MRT stations, a critical point seems to be the boundary between the platform and coach. The MRT steps and gaps are small enough for persons with a disability, who are capable of coming alone to stations, to get on, get off or change coaches independently.
It is amazing that I can express critical point of MRT in only 14 words, because I need thousands of words to explain that of the subway system in Sapporo which covers a smaller area than the MRT in Taipei.] This fact illustrates that you can enjoy the same guaranteed good conditions on all lines of the MRT. You need not worry whether a particular station is safe or dangerous, whether it is easy or difficult to get to or whether the journey is cheap or expensive. You can go wherever you decide with the MRT whenever you take it into your head. You can change your plan at any moment. When you are traveling with friends and feel sick, you could go back home alone and your friends could continue their activities. All this is possible, because you need not ask subway stations to help you in advance.
In Tokyo, I always ask station workers to help me to get on, get off or change coaches, because I can not get precise information about all the barriers at stations mentioned at 2.1. Station workers are kind and gentle now and I can move without any hitches even in large, complicated and crowded stations. It is the rational way for a stranger who uses a wheelchair, to proceed but it means that I am forced to partly give up my independent decision-making.
This was my first visit to Taipei and despite going with little prior knowledge about the MRT I was able to use a part of the system at my own pace after two series of experiences.
Concerning the accessible routes at MRT stations, a critical point seems to be the boundary between the platform and coach. The MRT steps and gaps are small enough for persons with a disability, who are capable of coming alone to stations, to get on, get off or change coaches independently.
It is amazing that I can express critical point of MRT in only 14 words, because I need thousands of words to explain that of the subway system in Sapporo which covers a smaller area than the MRT in Taipei.] This fact illustrates that you can enjoy the same guaranteed good conditions on all lines of the MRT. You need not worry whether a particular station is safe or dangerous, whether it is easy or difficult to get to or whether the journey is cheap or expensive. You can go wherever you decide with the MRT whenever you take it into your head. You can change your plan at any moment. When you are traveling with friends and feel sick, you could go back home alone and your friends could continue their activities. All this is possible, because you need not ask subway stations to help you in advance.
In Tokyo, I always ask station workers to help me to get on, get off or change coaches, because I can not get precise information about all the barriers at stations mentioned at 2.1. Station workers are kind and gentle now and I can move without any hitches even in large, complicated and crowded stations. It is the rational way for a stranger who uses a wheelchair, to proceed but it means that I am forced to partly give up my independent decision-making.
This was my first visit to Taipei and despite going with little prior knowledge about the MRT I was able to use a part of the system at my own pace after two series of experiences.
６ Conclusion
From a wheelchair user’s point of view, all stations of the MRT in Taipei have the same characteristics that make for good accessibility. These common characteristics are as follows;
a) Critical barriers are boundaries between coaches and the platform or ramps of accessible routes. Difficulties that wheelchair users experience in negotiating such critical barriers are minimal and the range of those difficulties is narrow throughout all stations.
b) Steps between coaches and platforms seem to be level or less than 2 cm.
c) Gaps between coaches and the platform seem to be around 5 cm with the exception of one case that seemed to be about 10 cm.
d) At least one accessible route is built between platforms and sidewalks adjoining stations at all stations.
e) At the end of almost all accessible routes there are ramps, which tend to be about 1m above the floor level of the surrounding sidewalks. No rational reasons for having the floor so high could be found from site observation.
These characteristics as described in a), b), c) and d) will most likely contribute to encourage the disabled to go out and attend social activities more widely and thus help them integrate into mainstream society. Rethinking some of the negative characteristics as described in e) could further improve the quality of life of the disabled generally.
From a wheelchair user’s point of view, all stations of the MRT in Taipei have the same characteristics that make for good accessibility. These common characteristics are as follows;
a) Critical barriers are boundaries between coaches and the platform or ramps of accessible routes. Difficulties that wheelchair users experience in negotiating such critical barriers are minimal and the range of those difficulties is narrow throughout all stations.
b) Steps between coaches and platforms seem to be level or less than 2 cm.
c) Gaps between coaches and the platform seem to be around 5 cm with the exception of one case that seemed to be about 10 cm.
d) At least one accessible route is built between platforms and sidewalks adjoining stations at all stations.
e) At the end of almost all accessible routes there are ramps, which tend to be about 1m above the floor level of the surrounding sidewalks. No rational reasons for having the floor so high could be found from site observation.
These characteristics as described in a), b), c) and d) will most likely contribute to encourage the disabled to go out and attend social activities more widely and thus help them integrate into mainstream society. Rethinking some of the negative characteristics as described in e) could further improve the quality of life of the disabled generally.
Acknowledgment
I am most grateful to Mr. H. Kijima who led on me the Taiwan tour. I also express my deep appreciation to Ms. Ling Yu who arranged my trip to Taiwan, Ms. Yu Sandra who advised me on a two days tour by MRT in Taipei and Ms. Naomi Chen who inspired me to write a report about this subject in English. I would like to express my deep appreciation to Mr. Nick Pill who has helped rewrite my original English draft.
I am most grateful to Mr. H. Kijima who led on me the Taiwan tour. I also express my deep appreciation to Ms. Ling Yu who arranged my trip to Taiwan, Ms. Yu Sandra who advised me on a two days tour by MRT in Taipei and Ms. Naomi Chen who inspired me to write a report about this subject in English. I would like to express my deep appreciation to Mr. Nick Pill who has helped rewrite my original English draft.
ユニバーサル・デザインの磁北 研究報告No.02、2009.12 掲載