Taku Fujiyama

Predicting the walking speed of pedestrians on stairs

Abstract In this paper, we propose a framework in which the behaviour of a pedestrian is predicted based on the characteristics of both the pedestrian and the facility the pedestrian uses. As an example of its application, we develop a model to predict the walking speed of a pedestrian on stairs. We examine the physiology and biomechanics of walking on stairs, and then develop a model that predicts walking speed based on the weight and leg extensor power of the pedestrian, and the gradient of the stairs. The model was calibrated by experiment and validated by observations. The proposed framework establishes the importance of bridging the two types of characteristics: those of a pedestrian and those of the facility the pedestrian uses. Also, the developed walking speed model is useful for simulating how the design of stairs affects pedestrian circulation.

Pedestrian Vision and Collision Avoidance Behavior: Investigation of the Information Process Space of Pedestrians Using an Eye Tracker

This study investigates the Information Process Space (IPS) of pedestrians, which has been widely used in microscopic pedestrian movement simulation models. IPS is a conceptual framework to define the spatial extent within which all objects are considered as potential obstacles for each pedestrian when computing where to move next. Particular foci of our study were on identifying the size and shape of IPS through examining observed gaze patterns of pedestrians. A series of experiments were conducted in a controlled laboratory environment, in which up to 4 participants walked on a platform at their natural speed. Their gaze patterns were recorded by a head-mounted eye tracker and walking paths by laser-range-scanner–based tracking systems at the frequency of 25 Hz. Our findings are three folds: pedestrians pay much more attention to ground surface to detect potential immediate environmental hazards than fixating on obstacles; most their fixations fall within a cone-shape area rather than semicircle; the attention paid to approaching pedestrians is not as high as that to static obstacles. These results led to an insight that the structure of IPS should be re-examined by taking directional characteristics of pedestrians’ vision.

Bidirectional collision-avoidance behaviour of pedestrians on stairs

Microscopic observations were performed in order to examine bidirectional collision-avoidance behaviour of pedestrians on stairs. Results suggest that characteristics of collision avoidance on stairs are different from those in a busy flat space. On stairs, pedestrians tended to detour at the beginning of a flight to avoid collision with another pedestrian already on the stairs. The authors call this lane collision avoidance. The side preference of pedestrians on stairs and the handedness of two-lane flows were explored. On dextral staircases, most pedestrians chose the right-hand side for collision avoidance, whereas in sinistral staircases, pedestrians did not necessarily choose the right-hand side. Investigation of the relative position of one pedestrian to another leading pedestrian showed that following pedestrians tended to shift laterally in relation to a leading pedestrian when the ‘front-back’ interpersonal distance between them was small. The obtained knowledge is useful for the development of pedestrian simulations.

Mapping social vulnerability to flood hazard in Norfolk, England

In this paper, we present a method to assess social vulnerability through the creation of an Open Source Vulnerability Index (OS-VI). The OS-VI provides context to environmental hazards and allows NGOs and local agencies to better tailor services and provide targeted pre-emptive vulnerability reduction and resilience-building programmes. A deductive indicator-based approach is utilised to incorporate a wide range of vulnerability indicators known to influence vulnerability. Unlike many vulnerability indices, the OS-VI incorporates flood risk as well as the loss of capabilities and the importance of key services (health facilities and food stores) through the measurement of accessibility when determining an areas level of social vulnerability. The index was developed using open-source mapping and analysis software and is composed completely of open-source data from national data sets. The OS-VI was designed at the national level, with data for all proxy indicators available across the entirety of England and Wales. For this paper, a case study is presented concerned with one English county, Norfolk. Highlights We produce an open-source vulnerability index. Accessibility to health care found to be severely affected by flooding. High vulnerability areas found to be disproportionately impacted by flooding. Urban extent of an area found to increase its level of vulnerability. Flood affected areas more likely to be composed of elderly, sick and poor.

The Effects of the Design Factors of the Train-Platform Interface on Pedestrian Flow Rates

The main purpose of this research was to empirically investigate the effects of the design factors of the train-platform interface on dwell time. We chose the doorway width, the step height and the vestibule setback as design factors, and investigated their effects on the two types of pedestrian flows: boarding-dominant and alighting-dominant flows. We found that (1) a wider doorway increased the pedestrian flow rate, (2) a greater step height led to a lower flow rate, and (3) the flow rates increased as the vestibule setback increased. These results would be useful not only for designers and planners of rolling stock and station platforms, but also for developers of pedestrian simulation models.

Exploring the pedestrian level of interaction on platform conflict areas at metro stations by real-scale laboratory experiments

ABSTRACT To reduce passenger interactions improvement on platform designs is needed. Present procedures use the level of service (LOS) based only on average values and therefore is not possible to identify which piece of space reached the highest interaction. This paper explores a new method to classify the interaction between passengers boarding and alighting through laboratory experiments under controlled conditions. The experiments were based on observation at two stations operated by London Underground Limited, which included platform edge doors and a semi-circular space defined as platform conflict area. Results were expressed according to the types of queues, formation of lanes, density by layer, and distance between passengers. The level of interaction was a more precise indicator compared to the LOS. The density by layer followed a logarithmic distribution, reaching almost four times the overall density. Further research needs to be conducted to measure the passenger space on the platform.

Experimental Study for Estimating the Passenger Space at Metro Stations with Platform Edge Doors

Platform edge doors (PEDs) are used in various metro stations to improve safety, comfort, and ventilation conditions; however, limited research has been done to estimate the passenger space (PS) in the boarding and alighting process when PEDs are installed. The objective of this paper is to estimate the PS needed for alighting at metro stations. For this purpose, laboratory experiments have been performed at University College London’s Pedestrian Accessibility Movement Environmental Laboratory. The experiments consisted of a mock-up of a carriage and the relevant portion of the platform, in which different load scenarios of boarding and alighting were conducted. The scenarios were based on a preliminary analysis observed at Westminster Station (with PEDs) and Green Park Station (without PEDs). To obtain the position of each passenger on the platform a tracking tool was used. The results show that the PS for alighting passengers can be represented as an asymmetrical ellipse, in which the longitudinal and lateral radii change according to the negotiations with other passengers alighting or waiting on the platform to board the train. Therefore, there is a relationship between the PS and the level of interaction, which suggests that passengers adjust their PS to avoid collision. This research can be used in pedestrian models by traffic engineers to estimate the PS of passengers boarding and alighting when PEDs are used. This in turn can help in designing the platform–train interface and platforms at transport infrastructures.

Lengths of time passengers spend at railway termini: An analysis using smart card data

In many developed countries, main railway termini in large cities are facing increasing numbers of passengers. Knowing the lengths of time passengers spend at termini would be a first step to manage congestion by passengers but such knowledge is currently limited. This study analysed Londons smart card (Oyster card) data to investigate the lengths of time, especially the time additionally spent other than walking at their free walking speeds, of passengers transferring between suburban rail and London Underground services at Waterloo and Victoria. The study found that the additionally-spent times were on average around 7 minutes for country-bound passengers and around 2 minutes for inner city-bound passengers. The relationships between the additionally-spent time and the service frequency and the journey length were investigated but there was no clear evidence of correlation. This suggests that there are potentially many factors that determine the lengths of the time, and further research is necessary. The obtained results would nevertheless be useful for terminus planning and congestion management.

Crowd Spatial Patterns at Bus Stops: Security Implications and Effects of Warning Messages

As demonstrated throughout this book, the risk of certain types of crime can increase in congested spaces. Contact crimes, crimes which require the offender to make physical contact with the victim, are especially common in more crowded transport networks and can discourage many would-be passengers (Brand and Price, 2000). Pickpocketing makes up a substantial portion of this, accounting for around 50 per cent of all crime on London’s transport network (Transport for London, 2012). Other chapters in this volume have emphasized the link between pickpocketing and bus stops, and this chapter will delve deeper into the mechanics of crowding at bus stops, and implications for pickpocketing and risk.