World Conference on Transport Research - WCTR 2016 Shanghai. 10-15 July 2016
Available online at www.sciencedirect.com
Effect of Gradient on Pedestrian Flow Characteristics Under Mixed
ScienceDirect
World
Conference on
Transport
Research
-- WCTR
2016 Shanghai.
10-15 July
2016
World
Research
Flow
Conditions
World Conference
Conference on
on Transport
Transport
Research
- WCTR
WCTR 2016
2016 Shanghai.
Shanghai. 10-15
10-15 July
July 2016
2016
Research
Procedia 25 -(2017)
4720–4732
World ConferenceTransportation
on Transport
Research
WCTR
2016 Shanghai. 10-15 July 2016
www.elsevier.com/locate/procedia
Effect
of
Gradient
onGupta*
Pedestrian
Flow
Characteristics
Under Mixed
a
b
Effect
of
Gradient
Pedestrian
Flow
Characteristics
Mixed
Ankiton
, Bhupendra
Singh
, Nitin Pundirb Under
Effect
of
Gradient
on
Pedestrian
Flow
Characteristics
Under
Mixed
World
Conference on
Transport
Research
- WCTR
2016 Shanghai. 10-15
July 2016
Flow
Conditions
Effect
of
Gradient
on
Pedestrian
Flow
Characteristics
Under
Mixed
World
Conference
on
Transport
Research
WCTR
2016
Shanghai.
10-15
July
2016
Flow
Conditions
Assistant Professor,
Civil Engineering
Department,
IIT (BHU),
Varanasi
– 221005, INDIA
World Conference
on Transport
Research
- WCTR
2016
Shanghai.
10-15 July 2016
Flow
Conditions
Former Post Graduate Student, Civil Engineering Department, NIT Hamirpur – 177005, INDIA
Flow
Conditions
a
b
b
Effect
of
Gradient
on
Pedestrian
Flow
Characteristics
Under
Mixed
Ankit
Gupta*
a, Bhupendra
Singh
b, Nitin Pundirb
Effect
of
Gradient
on
Pedestrian
Flow
Characteristics
Under
Mixed
Ankit
Gupta*
a
,
Bhupendra
Singh
b
,
Nitin
Pundir
b
Effect of Gradient
Pedestrian
Flow
Characteristics
Under
Mixed
Ankiton
Gupta*
,
Bhupendra
Singh
,
Nitin
Pundir
a
b
b
Flow
Conditions
Assistant
Professor,
Civil Engineering
Department,
IIT (BHU),
VaranasiPundir
– 221005, INDIA
Ankit
Gupta*
, Bhupendra
Singh
, Nitin
Flow
Conditions
Assistant Professor, Civil Engineering
Department,
IIT (BHU), Varanasi – 221005, INDIA
Former
PostProfessor,
Graduate Civil
Student,
Civil Engineering
Department,
NITVaranasi
Hamirpur
– 177005,
INDIA
Flow
Conditions
Assistant
Engineering
Department,
IIT (BHU),
– 221005,
INDIA
Former Post Graduate Student, Civil Engineering Department, NIT Hamirpur – 177005, INDIA
a
b
b
b
b
Abstract
b
a
a
a
a
Assistant
Engineering
Department,
IIT (BHU),
– 221005,
a Civil Engineering
b NITVaranasi
bINDIA
Former
PostProfessor,
Graduate Civil
Student,
Department,
Hamirpur
– 177005,
INDIA
b INDIA
Former Post Graduate Student,aa Civil Engineering Department,b
b NIT Hamirpur – 177005,
b
a
a
a
Ankit Gupta* , Bhupendra Singh , Nitin Pundir
Ankit
Ankit Gupta*
Gupta* ,, Bhupendra
Bhupendra Singh
Singh ,, Nitin
Nitin Pundir
Pundir
Assistant Professor, Civil Engineering Department, IIT (BHU), Varanasi – 221005, INDIA
Assistant
Civil
Engineering
Department,
IIT (BHU),
– 221005,
INDIA
Former
PostProfessor,
Graduateof
Student,
Civil
Engineering
NITVaranasi
Hamirpur
– 177005,
INDIA
Present study is based
on the
survey
three
locations
fromDepartment,
Central
Business
District
(CBD)
area of Dharamshala.
Assistant
Professor,
Civil
Engineering
Department,
IIT (BHU),
Varanasi
– 221005,
INDIA
b
bFormer Post Graduate Student, Civil Engineering Department, NIT Hamirpur – 177005, INDIA
Former Post survey
Graduateduring
Student,the
Civil
Engineering
Hamirpur
– 177005, INDIA
With the help of videographic
peak
hours, Department,
pedestrianNIT
flow
characteristics
were extracted. Age, sex
Abstract
and
baggage conditions of pedestrians were also assessed with the help of captured videos. Relationships between
Abstract
Abstract
speed-density,
flow-density, flow-speed and flow-space were projected through graphs. Based on the collected data,
Abstract
Present study
is behavior
based on the survey
of developed
three locations
Business with
District
of Dharamshala.
pedestrian
flow
were
and from
those Central
were compared
the (CBD)
modelsarea
developed
for plain
Present study
is based on models
the survey
of three locations
from
Central
Business District
(CBD)
area
of Dharamshala.
With
the
help
of
videographic
survey
during
the
peak
hours,
pedestrian
flow
characteristics
were
extracted.
Age,
sex
Present
study
is
based
on
the
survey
of
three
locations
from
Central
Business
District
(CBD)
area
of
Dharamshala.
topography
regions.
Pedestrian
Level
of
Service
(LOS)
was
derived
from
standards
laid
down
by
Indian
Road
With
the
help
of
videographic
survey
during
the
peak
hours,
pedestrian
flow
characteristics
were
extracted.
Age,
sex
Present
study
is based
onofthe
survey
of
threethe
locations
from
Central
Business
Districtvideos.
(CBD)
area
of Dharamshala.
Abstract
and
baggage
conditions
pedestrians
were
also
assessed
with
the
help
of
captured
Relationships
between
With
the
help
of
videographic
survey
during
peak
hours,
pedestrian
flow
characteristics
were
extracted.
Age,
sex
Congress
(IRC)
codes.
and
baggage
conditions
of
pedestrians
were
also
assessed
with
the
help
of
captured
videos.
Relationships
between
Abstract
Withbaggage
the helpconditions
of
videographic
survey during
the
hours,
pedestrian
characteristics
were
Age,
sex
speed-density,
flow-density,
flow-speed
and flow-space
were
projected
through
graphs.
Based
onextracted.
the collected
data,
Abstract
and
of pedestrians
were
alsopeak
assessed
with
the helpflow
of captured
videos.
Relationships
between
speed-density,
flow-density,
flow-speedwere
and flow-space
were
projected
through
graphs.
BasedRelationships
on the collected
data,
and
baggage
conditions
ofmodels
pedestrians
also
assessed
with
the compared
help
of captured
videos.
between
pedestrian
flow
behavior
were
developed
and
those
were
with
the
models
developed
for
plain
Present
study
is
based
on
the
survey
of
three
locations
from
Central
Business
District
(CBD)
area
of
Dharamshala.
speed-density,
flow-density,
flow-speed
and
flow-space
were
projected
through
graphs.
Based
on
the
collected
data,
©
2017 The
Authors.
Published
bysurvey
Elsevier
B.V.
pedestrian
flow
behavior
were
developed
and from
those
were compared
with
the (CBD)
models
for plain
Present
isflow-density,
based
on models
theflow-speed
of
three
locations
Central
Business
District
area
of
Dharamshala.
speed-density,
and
flow-space
were
projected
through
graphs.
Based
ondeveloped
the
data,
topography
regions.
Pedestrian
Level
of
Service
(LOS)
was
derived
from
standards
laidwere
down
bycollected
Indian
Road
With
thestudy
help
of
videographic
survey
during
the
peak
pedestrian
flow
characteristics
extracted.
Age,
sex
pedestrian
flow
were
developed
andhours,
those
were
compared
with
the
models
developed
for
plain
Present
study
is behavior
based
on models
the of
survey
of
three
locations
from
Central
Business
District
(CBD)
area
of
Dharamshala.
Peer-review
under
responsibility
WORLD
CONFERENCE
ON
TRANSPORT
RESEARCH
SOCIETY.
topography
regions.
Pedestrian
Level
of
Service
(LOS)
was
derived
from
standards
laid
down
by
Indian
Road
With
the
help
of
videographic
survey
during
the
peak
hours,
pedestrian
flow
characteristics
were
extracted.
Age,
sex
pedestrian
flow
behavior
models
were
developed
and
those
were
compared
with
the
models
developed
for
plain
Congress
(IRC)
and
conditions
of pedestrians
were
alsopeak
assessed
with
the helpflow
of captured
videos.
Relationships
between
topography
regions.
Pedestrian
Levelduring
of Service
(LOS)
was
derived
from
standards
laidwere
down
by Indian
Road
Withbaggage
the help
ofcodes.
videographic
survey
the
hours,
pedestrian
characteristics
extracted.
Age,
sex
Congress
(IRC)
codes.Pedestrian
and
baggage
conditions
of
pedestrians
were
also
assessed
with
the
help
of
captured
videos.
Relationships
between
topography
regions.
Level
of
Service
(LOS)
was
derived
from
standards
laid
down
by
Indian
Road
speed-density,
flow-density,
flow-speed
and flow-space
were
projected
graphs.
BasedRelationships
on the collected
data,
Congress
(IRC)
codes.
and
baggage
conditions
pedestrians
were
also assessed
with
the helpthrough
of captured
videos.
between
Keywords:
Pedestrian,
Level ofofService,
Flow, Density
speed-density,
flow-density,
flow-speed
and flow-space
were projected
throughwith
graphs.
Based ondeveloped
the collected
data,
Congress
codes.
© 2017 The(IRC)
Authors.
Published
by Elsevier
pedestrian
flow
behavior
models
were B.V.
developed
and those
were compared
the models
for plain
speed-density,
flow-density,
flow-speed
and flow-space
were projected
through graphs.
Based on the collected
data,
© 2017 The flow
Authors.
Published
by Elsevier
B.V.
pedestrian
behavior
models
were
developed
and
those
were
compared
with
the
models
developed
for
plain
Peer-review
under
responsibility
of Elsevier
WORLD
CONFERENCE
ONwas
TRANSPORT
RESEARCH
SOCIETY.
©
2017 The flow
Authors.
Published
by
B.V.
topography
regions.
Pedestrian
Level
of
Service (LOS)
derived
from
standards
laid down
by Indian
pedestrian
behavior
models
were B.V.
developed
and those
were
compared
with the
models
developed
for Road
plain
©
2017
The
Authors.
Published
by
Elsevier
Peer-review
under
responsibility
of
WORLD
CONFERENCE
ON
TRANSPORT
RESEARCH
SOCIETY.
topography
regions.
Pedestrian
Level of
Service (LOS)
derived from
standards
laid down by Indian Road
©
2017 The(IRC)
Authors.
Published
by
B.V.
Peer-review
under
responsibility
of Elsevier
WORLD
CONFERENCE
ONwas
TRANSPORT
RESEARCH
SOCIETY.
Congress
codes.
topography
regions.
Pedestrian
Level of
Service (LOS)
was
derived from
standards
laid down by Indian Road
1.
Introduction
Peer-review
under
responsibility
of
WORLD
CONFERENCE
ON
TRANSPORT
RESEARCH
SOCIETY.
Congress
(IRC)
codes.
Peer-review
under
responsibility
of
WORLD
CONFERENCE
ON
TRANSPORT
RESEARCH
SOCIETY.
Keywords:
Pedestrian,
Level
of
Service,
Flow,
Density
Congress
(IRC)
codes.
Keywords: Pedestrian, Level of Service, Flow, Density
Keywords:
Pedestrian,
Level
of Service,
Flow, Density
© 2017 The
Authors.
Published
by
Elsevier
B.V.populated countries and second only to China, which results in one of
India
is one
ofofthe
world’s
©
2017 The
Authors.
Published
by
Elsevier
B.V.
Keywords:
Pedestrian,
Level
Service,
Flow, most
Density
Peer-review
under
responsibility
of
WORLD
CONFERENCE ON TRANSPORT RESEARCH SOCIETY.
©
2017
The
Authors.
Published
by
Elsevier
B.V.
highest
pedestrian
volume onofthe
Indian
roads. HigherON
pedestrian
volume
is a goodSOCIETY.
thing as walking has health
Peer-review
under
responsibility
WORLD
CONFERENCE
TRANSPORT
RESEARCH
1.
Introduction
Peer-review
under
responsibility
of
WORLD
CONFERENCE ON TRANSPORT RESEARCH SOCIETY.
1. Introduction
advantages
and
also
helps
in
the
conversation
of
the
environment.
But
in
the
absence
of safe and accessible
Keywords:
Pedestrian, Level of Service, Flow, Density
1.
Introduction
Keywords:
Pedestrian,
Level
of Service,
Flow, Density as pedestrians are forced to travel with the traffic to their destinations.
pedestrian
facilities
walking
is
discouraged
1.
Introduction
Keywords: India
Pedestrian,
Level
Service,
Flow, most
Densitypopulated countries and second only to China, which results in one of
is one
ofofthe
world’s
India is city
one population
of the world’s
populated
second only
to China,
results
in one of
With increasing
and most
vehicular
traffic,countries
absence and
of exclusive
facilities,
etc. which
give rise
to pedestrian
India is one
of theonworld’s
most roads.
populated
countries
and volume
second only
to China,
resultshas
in one
of
highest pedestrian
volume
the Indian
Higher
pedestrian
is a good
thingwhich
as walking
health
highest
pedestrian
volume
on
the
Indian
roads.
Higher
pedestrian
volume
is
a
good
thing
as
walking
has
health
related
accidents
ranging
from
minor accidents
to fatalcountries
accidents.and
In India,
pedestrian
involvement
on
road in
accidents
India
one
of
the
world’s
most roads.
populated
second
only
toabsence
China,
results
one
of
1. Introduction
highest
pedestrian
volume
on
the
Higher
pedestrian volume
is the
a good
thingwhich
walking
health
advantages
andis also
helps
in
the Indian
conversation
of the environment.
But in
ofas safe
and has
accessible
1. Introduction
advantages
and
helps
in the
the Indian
conversation
of the
environment.
But
the
absence
ofas safe
and has
accessible
range
average
to also
20%.
This on
highlights
the insufficient
pedestrian
facilities
in in
the
country
[1, 2].
highest
pedestrian
volume
roads.
Higher
pedestrian
volume
is
a
good
thing
walking
health
1.
Introduction
advantages
and alsowalking
helps in
the conversation
of the environment.
in the
of to
safe
and
accessible
pedestrian facilities
is discouraged
as pedestrians
are forced toBut
travel
withabsence
the traffic
their
destinations.
pedestrian
facilities
is discouraged
as pedestrians
are forced
toBut
travel
with
the traffic
to
their
destinations.
advantages
andis also
helps
theandconversation
of the
environment.
in
the
of
safe
and
accessible
India
onewalking
of
the in
world’s
most
populated
countries
and
second
only
toabsence
China,
which
results
in one of
pedestrian
facilities
walking
is discouraged
as pedestrians
are forced
to travel
with
the etc.
traffic
to
their
destinations.
With increasing
city
population
vehicular
traffic,
absence
of exclusive
facilities,
give
rise
to
pedestrian
India
is city
one
ofinthe
world’s
most
populated
countries
and
second
to China,
results
in one of
With
increasing
population
and
vehicular
traffic,
absence
of exclusive
facilities,
etc.
give
rise
to
pedestrian
Walking
share
a on
city
depends
on
the
socio-economic
conditions
ofonly
the
society
andwhich
presence
of
accessible
pedestrian
facilities
walking
is
discouraged
as
pedestrians
are
forced
to
travel
with
the
traffic
to
their
destinations.
India
is
one
of
the
world’s
most
populated
countries
and
second
only
to
China,
which
results
in
one
of
highest
pedestrian
volume
the
Indian
roads.
Higher
pedestrian
volume
is
a
good
thing
as
walking
has
health
With
population
and accidents
vehicular totraffic,
absence of
facilities,
etc. give rise
to pedestrian
relatedincreasing
accidents city
ranging
from minor
fatal accidents.
In exclusive
India, pedestrian
involvement
on road
accidents
highest
pedestrian
volume
on
the
Indian
roads.
Higher
pedestrian
volume
is
a
good
thing
as
walking
has
health
related
accidents
ranging
from
minor
accidents
to
fatal
accidents.
In
India,
pedestrian
involvement
on
road
accidents
and safe
exclusive
facilities
to
the
pedestrians.
According
to a study,
(Traffic
and
Transportation
Policies
and
With
increasing
city
population
and
vehicular
traffic,
absence
of
exclusive
facilities,
etc.
give
rise
to
pedestrian
highest
pedestrian
volume
on
the
Indian
roads.
Higher
pedestrian
volume
is
a
good
thing
as
walking
has
health
advantages
and
also
helps
in
the
conversation
of
the
environment.
But
in
the
absence
of
safe
and
accessible
related
accidents
ranging
from
minor accidents
to fatalpedestrian
accidents.facilities
In India,inpedestrian
involvement
on road accidents
range average
to 20%.
This
highlights
the insufficient
the country
[1, 2].
advantages
and
helps
in
the Ministry
conversation
the
environment.
But
in
the
absence
of safe
and
range
average
to also
20%.
This
the insufficient
pedestrian
facilities
in[3]
the
country
[1,
2].
Strategies
in
Urban
Areas
inhighlights
India,
of
Development,
the
walking
share
intheir
India
isaccessible
28% of
related
accidents
ranging
from
accidents
to of
fatal
accidents.
In 2008)
India,
involvement
on
road
accidents
advantages
and
helps
in
the conversation
of
the
environment.
in
absence
of to
safe
and
accessible
pedestrian
facilities
walking
is minor
discouraged
as Urban
pedestrians
are forced
toBut
travel
with
the
traffic
destinations.
range average
to also
20%.
This
highlights
the insufficient
pedestrian
facilities
inpedestrian
thethe
country
[1,
2].
pedestrian
facilities
walking
is
discouraged
as
pedestrians
are
forced
to
travel
with
the
traffic
to
their
destinations.
total trips
made.
When
walking
share
of
different
Indian
cities
are
compared,
itfacilities,
iswith
found
that
walking
share
of hilly
range
average
to
20%.
This
highlights
the
insufficient
pedestrian
facilities
in
the
country
[1,
2].
pedestrian
facilities
walking
is
discouraged
as
pedestrians
are
forced
to
travel
the
traffic
to
their
destinations.
With
increasing
city
population
and
vehicular
traffic,
absence
of
exclusive
etc.
give
rise
to
pedestrian
Walking share in a city depends on the socio-economic conditions of the society and presence of accessible
With
increasing
population
andmetropolitan
vehicular
traffic,
absence
of
exclusive
facilities,
give
rise of
to accessible
pedestrian
Walking
share
in ashare
cityminor
depends
on theto
socio-economic
of the
society
and
presence
cities is
more
thancity
walking
of
cities
plainconditions
topography.
Based
on
aetc.
study
conducted
in
India,
With
increasing
population
and
vehicular
traffic,
absence
of
exclusive
facilities,
etc.
rise
toand
pedestrian
related
accidents
ranging
accidents
fatal with
accidents.
In
India,
pedestrian
involvement
on road
accidents
and safe
exclusive
facilities
thedepends
pedestrians.
to a study,
(Traffic
Transportation
Policies
Walkingcity
share
infrom
a to
city
on theAccording
socio-economic
conditions
ofand
the
society
and give
presence
of
accessible
related
accidents
ranging
from
minor
accidents
to
fatal
accidents.
In
India,
pedestrian
involvement
on
road
accidents
and
safe
exclusive
facilities
to
the
pedestrians.
According
to
a
study,
(Traffic
and
Transportation
Policies
and
(Traffic
and
Transportation
Policies
and
Strategies
in Urban
Areas
inIndia,
India,inpedestrian
Ministry
ofinvolvement
Urban
Development,
2008)
Walking
share
in
a
city
depends
on
the
socio-economic
conditions
of
the
society
and
presence
of
accessible
related
accidents
ranging
from
minor
accidents
to
fatal
accidents.
In
on
road
accidents
range
average
to
20%.
This
highlights
the
insufficient
pedestrian
facilities
the
country
[1,
2].
Strategies
in Urbanfacilities
Areas intoIndia,
Ministry of According
Urban Development,
[3]and
theTransportation
walking share Policies
in India is
28% of
and
safe exclusive
the pedestrians.
to a study, 2008)
(Traffic
and
range
average
to walking
20%.
This
the
insufficient
pedestrian
facilities
[1,share
2]. Policies
in Urban
Areas
inhighlights
India,
Ministry
of Urban
Development,
2008)
[3]the
thecountry
walking
in India is
28% of
aStrategies
comparison
of
share
among
different
cities is
given
Figure
1. in
and
exclusive
facilities
toIndia,
the
pedestrians.
to a in
study,
(Traffic
and
Transportation
and
range
average
to When
20%.
This
the
insufficient
pedestrian
in[3]
the
[1,share
2].
totalsafe
trips
made.
walking
share
of
different
Indian
cities
arefacilities
compared,
itthe
iscountry
found
that
walking
share
of
hilly
Strategies
in Urban
Areas
inhighlights
Ministry
of According
Urban
Development,
2008)
walking
in India
is
28%
of
total tripsWalking
made.
When
walking
share
of different
Indian
cities areconditions
compared,
itthe
is found
that
walking
share
of
hilly
Strategies
in Urban
Areas
India,
Development,
2008) [3]
walking
share
in India
28%
of
share
in in
ashare
city
depends
on of
theUrban
socio-economic
ofit
society
presence
ofisaccessible
citiestrips
is more
than
walking
ofMinistry
metropolitan
cities
with
plain
Based
on that
a and
study
conducted
in
India,
total
made.
When
walking
share
of different
Indian
cities
are topography.
compared,
is found
walking
share
of
hilly
Walking
share
in ashare
cityshare
depends
on the socio-economic
conditions
ofitthe
society
presence
of accessible
citiessafe
is more
than
walking
ofpedestrians.
metropolitan
cities
with
plain
topography.
Based
on that
a and
study
conducted
in India,
total
trips
made.
When
walking
of
different
Indian
cities
are
compared,
is
found
walking
share
of
hilly
Walking
share
in
a
city
depends
on
the
socio-economic
conditions
of
the
society
and
presence
of
accessible
and
exclusive
facilities
to
the
According
to
a
study,
(Traffic
and
Transportation
Policies
and
(Traffic
and Transportation
Policies
and Strategiescities
in Urban
Areastopography.
in India, Ministry
cities
is more
than walking share
of metropolitan
with plain
Based of
onUrban
a studyDevelopment,
conducted in 2008)
India,
and
safe
exclusive
facilitiesshare
to theofpedestrians.
According
to plain
aAreas
study,
and
Transportation
Policies and
(Traffic
and
Transportation
Policies
and Strategies
in Urban
in(Traffic
India,[3]
Ministry
of
Urban
Development,
2008)
cities
is more
than
walking
metropolitan
cities
with
topography.
Based
onUrban
a study
conducted
in
India,
and
safe
exclusive
facilities
toIndia,
the
pedestrians.
to aAreas
study,
(Traffic
and
Policies
and
Strategies
in Transportation
Urban
Areasshare
inPolicies
Ministry
of According
Urban
Development,
theTransportation
walking
share
in India is
28%
of
a comparison
of walking
among
different
cities
is
given
in
Figure
1. Ministry
(Traffic
and
and
Strategies
in Urban
in2008)
India,
of
Development,
2008)
Strategies
in Transportation
Urban
Areasshare
inPolicies
India,
Ministry
of Urban
Development,
2008)
the walking
share
in India is 28%
of
a comparison
of walking
among
different
cities
is
given
in
Figure
1. [3]
(Traffic
and
and
Strategies
in
Urban
Areas
in
India,
Ministry
of
Urban
Development,
2008)
Strategies
in
Urban
Areas
in
India,
Ministry
of
Urban
Development,
2008)
[3]
the
walking
share
in
India
is
28%
of
total
trips
made.
When
walking
share
of
different
Indian
cities
are
compared,
it
is
found
that
walking
share
of
hilly
a comparison of walking share among different cities is given in Figure 1.
total
trips
made.
When
walking
share
of
different
Indian
cities
are
compared,
it
is
found
that
walking
share
of
hilly
a comparison
of walking
share
among
different
cities
iswith
given
in
1. itBased
total
trips
made.
When
walking
share
of
different
Indian
cities
areFigure
compared,
is found
walking
share of
hilly
cities
is more
than
walking
share
of metropolitan
cities
plain
topography.
on that
a study
conducted
in India,
cities
is more author.
than walking
* Corresponding
Tel.:; fax:.share of metropolitan cities with plain topography. Based on a study conducted in India,
cities
is more
than walking
share
of metropolitan
with plain
Based of
onUrban
a studyDevelopment,
conducted in 2008)
India,
(Traffic
and Transportation
Policies
and Strategiescities
in Urban
Areastopography.
in India, Ministry
(Traffic
and Transportation Policies and Strategies in Urban Areas in India, Ministry of Urban Development, 2008)
E-mail address:
(Traffic
and Transportation
Policies
and
Strategies
in Urban
in India,
a comparison
of walking share
among
different
cities
is givenAreas
in Figure
1. Ministry of Urban Development, 2008)
a comparison of walking share among different cities is given in Figure 1.
a2352-1465
comparison
of The
walking
share
amongby
different
© 2017
Authors.
Published
Elsevier cities
B.V. is given in Figure 1.
b
under
responsibility
*Peer-review
Corresponding
author.
Tel.:; fax:. of WORLD CONFERENCE ON TRANSPORT RESEARCH SOCIETY.
*10.1016/j.trpro.2017.05.485
Corresponding author. Tel.:; fax:.
E-mail
address:
* Corresponding
author. Tel.:; fax:.
E-mail
address:
* Corresponding
author. Tel.:; fax:.
E-mail
address:
E-mail address:
Ankit Gupta et al. / Transportation Research Procedia 25 (2017) 4720–4732
4721
Figure 1: Percentage Walking Share Out of Total Trips Made in Indian Cities
Figure 1: Percentage Walking Share Out of Total Trips Made in Indian Cities
Figure 1: Percentage Walking Share Out of Total Trips Made in Indian Cities
Figure
1: Percentage
Out cities
of TotalinTrips
Made
in Indian
Cities
Out of these ten cities
Gangtok
and Walking
ShimlaShare
are the
hilly
gradient
and
when we compare percentage
Figure
1: Percentage
Out cities
of TotalinTrips
Made
in Indian
Cities
Out of these ten cities
Gangtok
and Walking
ShimlaShare
are the
hilly
gradient
and
when we compare percentage
Percentage
Share
Out
of Total
Trips
Made
in Indian
share of these two Figure
cities1:with
other Walking
metropolitan
cities
with
plain
terrain,
itCities
is almost double. As compared
walking Out of these ten cities Gangtok and Shimla are the cities in hilly gradient and when we compare percentage
walking share
ofthese
theseten
two
cities
with other
metropolitan
cities
with
plaingradient
terrain, and
it iswhen
almost
double.
Aspercentage
compared
Out of
cities
Gangtok
and
Shimla
are the
cities
in hilly
compare
to
cities with
plain
topography,
pedestrian
of metropolitan
hilly cities
have
to face
additional
difficulties
aswe
mild
to steep
gradients
walking
share
ofthese
these
two
cities
with other
cities
with
plaingradient
terrain,
it iswhen
almost
double.
Aspercentage
compared
Out of
ten
cities
Gangtok
and
Shimla
are the
cities
in hilly
and
we
compare
to
cities
with
plain
topography,
pedestrian
of
hilly
cities
have
to
face
additional
difficulties
as
mild
to
steep
gradients
Out
of
these
ten
cities
Gangtok
and
Shimla
are
the
cities
in
hilly
gradient
and
when
we
compare
percentage
walking
share
of
these
two
cities
with
other
metropolitan
cities
with
plain
terrain,
it
is
almost
double.
As
compared
in
hilly
cities
requires
extra
effort
to
climb
uphill
and
requires
caution
in
coming
downhill.
Adding
to
this
in India
to
cities
with
topography,
pedestrian
ofuphill
hilly cities
have
to caution
face
difficulties
as Adding
mild
to to
steep
gradients
walking
shareplain
of these
two cities
with
other
metropolitan
cities
with additional
plain
terrain,
it is almost
double.
As
compared
in
hilly
cities
requires
extra
effort
to
climb
and
requires
in
coming
downhill.
this
in India
walking
share
of
these
two
cities
with
other
metropolitan
cities
with
plain
terrain,
it
is
almost
double.
As
compared
to
cities
with
plain
topography,
pedestrian
of
hilly
cities
have
to
face
additional
difficulties
as
mild
to
steep
gradients
pedestrians
of
hilly
cities
are
rarely
provided
with
exclusive
pedestrian
facilities
and
they
have
to
travel
on
roads
of
in
hilly cities
requires
extra
effort
toprovided
climbofuphill
and
requires
in coming
downhill.
this
in India
to
cities
withofplain
topography,
pedestrian
hilly
cities
havepedestrian
to caution
face additional
difficulties
as Adding
mild
to to
steep
gradients
pedestrians
hilly
cities
are
rarely
with
exclusive
facilities
and
they
have
to
travel
on
roads
of
to
cities
with
plain
topography,
pedestrian
of
hilly
cities
have
to
face
additional
difficulties
as
mild
to
steep
gradients
in
hilly
cities
requires
extra
effort
to
climb
uphill
and
requires
caution
in
coming
downhill.
Adding
to
this
in
India
lesser
width
as
compared
to
roads
and
facilities
provided
to
pedestrians
of
cities
with
plain
topography.
pedestrians
of
hilly
cities
areroads
rarelyand
with
exclusive
pedestrian
facilities
and
they have
to travel
on roads
of
in
hillywidth
cities
requires
extra
effort
toprovided
climb
uphill
and
requires
caution of
in cities
coming
downhill.
Adding
to this
in India
lesser
as
compared
to
facilities
provided
to
pedestrians
with
plain
topography.
in
hilly
cities
requires
extra
effort
to
climb
uphill
and
requires
caution
in
coming
downhill.
Adding
to
this
in
India
pedestrians
cities to
are rarelyand
provided
with
exclusive
pedestrian of
facilities
and plain
they have
to travel on roads of
lesser widthof
ashilly
compared
facilities
provided
to pedestrians
cities with
topography.
pedestrians
of
hilly
cities areroads
rarely provided
with
exclusive
pedestrian facilities
and they have
to travel on roads of
pedestrians
of
areroads
rarely
provided
with
pedestrian
facilities
and plain
they have
travel on roads
of
lesser width
ashilly
compared
to
and
facilities
provided
to pedestrians
of
cities
with
topography.
Most
thecities
research
work
the field
ofexclusive
pedestrian
is focused
on plain
withto exclusive
walking
lesser width
as of
compared
to roads
andin
provided
to pedestrians
of cities
with terrain
plain topography.
Most
of
the research
work
infacilities
the field
of pedestrian
is focused
on plain
terrain
with exclusive walking
lesser
width
as
compared
to
roads
and
facilities
provided
to
pedestrians
of
cities
with
plain
topography.
facilities Most
like sidewalks,
crosswalks,
skywalks,
and transport
terminals
they were
affectedwalking
by any
of the research
work in
the fieldstairs
of pedestrian
is focused
on where
plain terrain
withnot
exclusive
facilities Most
like sidewalks,
crosswalks,
skywalks,
stairs
and transport
terminals
where
they were
not
affectedwalking
by any
of
the
research
work
in
the
field
of
pedestrian
is
focused
on
plain
terrain
with
exclusive
obstruction
or
traffic.
In
India,
there
is
lack
of
pedestrian
facilities
in
hilly
cities
of
the
country.
The
present
facilities
facilities
like
sidewalks,
crosswalks,
skywalks,
stairs
andfacilities
transport
terminals
they
were
not
affectedfacilities
by any
Most
of the In
research
work isin
the of
field
of pedestrian
is in
focused
on where
plain
terrain
with
exclusive
walking
obstruction
or
traffic.
India,
there
lack
pedestrian
hilly
cities
of
the
country.
The
present
Most
of
the
research
work
in
the
field
of
pedestrian
is
focused
on
plain
terrain
with
exclusive
walking
facilities
like
sidewalks,
crosswalks,
skywalks,
stairs
andfacilities
transport
terminals
where
they
wereThe
notFacilities”,
affectedfacilities
by
any
are
designed
based
onInIndian
Road
Congress
code
IRC-103:
1988in[4],
“Guidelines
for
Pedestrian
and
it
obstruction
or
traffic.
India,
there
is
lack
of
pedestrian
hilly
cities
of
the
country.
present
facilities
like
sidewalks,
crosswalks,
skywalks,
stairs
and
transport
terminals
where
they
were
not
affected
by
any
are
designed
based
onInIndian
Road
Congress
code
IRC-103:
1988in[4],
“Guidelines
for
Pedestrian
and
it
facilities
like
sidewalks,
crosswalks,
skywalks,
stairs
andfacilities
transport
terminals
where
they
were
notFacilities”,
affected
by
any
obstruction
or
traffic.
India,
there
is
lack
of
pedestrian
hilly
cities
of
the
country.
The
present
facilities
lacks
in
detailing
any
exclusive
recommendations
for
designing
of
pedestrian
facilities
in
hilly
regions.
Latest
are
designed
onInIndian
Congress
IRC-103:
1988in[4],
“Guidelines
forcountry.
Pedestrian
Facilities”,
and it
obstruction
orbased
traffic.
India,Road
there
is lack of code
pedestrian
facilities
hilly
cities of facilities
the
The
present
facilities
lacks
in
detailing
any
exclusive
recommendations
for
designing
of
pedestrian
in
hilly
regions.
Latest
obstruction
or
traffic.
In
India,
there
is
lack
of
pedestrian
facilities
in
hilly
cities
of
the
country.
The
present
facilities
are designed
based
on follows
Indian
Road
Congress
code IRC-103:
1988
[4],
“Guidelinesfacilities
for pedestrian
Pedestrian
Facilities”,
and
it
revision
this
code
therecommendations
same
tradition
offorignoring
recommendations
hilly
lacks
in to
detailing
any
exclusive
designing
of pedestrian
in hillyfacilities
regions.in
are designed
based
on Indian
Road
Congress
code IRC-103:
1988
[4],
“Guidelinesfor
for Pedestrian
Facilities”,
and
it
revision
to
this
code
therecommendations
same
tradition
offorignoring
recommendations
for
facilities
inLatest
hilly
are
designed
based
onisfollows
Indian
Road
Congress
code flow
IRC-103:
1988
[4],
“Guidelines
for pedestrian
Pedestrian
Facilities”,
and
it
lacks
in
detailing
any
exclusive
designing
of
pedestrian
facilities
in
hilly
regions.
Latest
regions.
Hence,
there
a
need
to
study
pedestrian
characteristics
in
hilly
regions
and
the
effect
of
gradient
on
revision
to
this
code
follows
the
same
tradition
of
ignoring
recommendations
for
pedestrian
facilities
in
hilly
lacks
in
detailing
any
exclusive
recommendations
for
designing
of
pedestrian
facilities
in
hilly
regions.
Latest
regions.
a need the
to study
pedestrian
flow
characteristics
in hilly regions
and the
effect
of gradient
on
lacks
in Hence,
detailing
anyisfollows
exclusive
recommendations
designing
pedestrian
facilities
in
regions.
revision
to
this there
code
same
tradition
offor
ignoring
recommendations
for pedestrian
facilities
inLatest
hilly
the
pedestrian
which
considers
vehicle
–ofpedestrian
interaction
andhilly
analyze
effects
of
regions.
Hence,
there
isfollows
a need the
to study
pedestrian
flow
characteristics
in hilly regions
and the
effect
of gradient
on
revision
to thisflow
codecharacteristics
same
tradition
of the
ignoring
recommendations
for pedestrian
facilities
in hilly
the
pedestrian
flow
characteristics
which
considers
the
vehicle
–
pedestrian
interaction
and
analyze
effects
of
revision
to
this
code
follows
the
same
tradition
of
ignoring
recommendations
for
pedestrian
facilities
in
hilly
regions.
Hence,
there
is
a
need
to
study
pedestrian
flow
characteristics
in
hilly
regions
and
the
effect
of
gradient
on
vehicular
traffic
on
pedestrian
flow
characteristics.
the
pedestrian
flow
characteristics
which
considers
thecharacteristics
vehicle – pedestrian
interaction
andeffect
analyze
effects on
of
regions.
Hence,
there
is a needflow
to study
pedestrian
flow
in hilly regions
and the
of gradient
vehicular
traffic
on
pedestrian
characteristics.
regions.
Hence,
there
is
a
need
to
study
pedestrian
flow
characteristics
in
hilly
regions
and
the
effect
of
gradient
on
the pedestrian
characteristics
which considers the vehicle – pedestrian interaction and analyze effects of
vehicular
trafficflow
on pedestrian
flow characteristics.
the pedestrian
flow
characteristics
which considers the vehicle – pedestrian interaction and analyze effects of
the
pedestrian
flow
characteristics
whichthe
considers
vehicle
pedestrianflow
interaction
and analyze
effects the
of
vehicular
onstudy
pedestrian
characteristics.
Hence
thetraffic
current
aims flow
to quantify
effect ofthe
gradient
on–pedestrian
characteristics
and compute
vehicular
traffic
onstudy
pedestrian
flow
characteristics.
Hence
thetraffic
current
aims flow
to quantify
the effect of gradient on pedestrian flow characteristics and compute the
vehicular
on
pedestrian
characteristics.
Pedestrian
Level of
Service
as per
standards.
study also
enlightens
the need
providing
Hence
the current
study
aims (LOS)
to quantify
the Indian
effect of
gradient This
on pedestrian
flow
characteristics
and of
compute
the
Pedestrian
Level of
Service
(LOS)
as per
Indian
standards.
This
study also
enlightens
the need
of
providing
Hence
the
current
study
aims
to
quantify
the
effect
of
gradient
on
pedestrian
flow
characteristics
and
compute
the
exclusive
pedestrians
facilities
and
to
cater
any
deficiency
in
facilities
provided
to
the
pedestrians
in
hilly
regions.
In
Pedestrian
Level
of
Service
(LOS)
as
per
Indian
standards.
This
study
also
enlightens
the
need
of
providing
Hence
the
current
study
aims
to
quantify
the
effect
of
gradient
on
pedestrian
flow
characteristics
and
compute
the
exclusive
facilities
and
to cater
any
deficiency
in facilities
provided
to enlightens
thecharacteristics
pedestrians
inand
hilly
regions.
In
Hence
thepedestrians
current
study
aims (LOS)
to
quantify
the
effect
of
gradient
on(CBD)
pedestrian
flow
compute
the
Pedestrian
Level
of
Service
as
per
Indian
standards.
This
study
also
the
need
of
providing
the
present
study
three
locations
from
Central
Business
District
area
of
Dharamshala
(Himachal
Pradesh,
exclusive
pedestrians
facilities
andfrom
to cater
deficiency
in facilities
provided
to enlightens
the pedestrians
in hilly
In
Pedestrian
Level
of
Service
(LOS)
asCentral
perany
Indian
standards.
This
study
also
the (Himachal
need
of regions.
providing
the
present
study
three
locations
Business
District
(CBD)
area
of
Dharamshala
Pradesh,
Pedestrian
Level
of
Service
(LOS)
as
per
Indian
standards.
This
study
also
enlightens
the
need
of
providing
exclusive
pedestrians
facilities
andfrom
to cater
any deficiency
inmeter
facilities
provided
to sections
the pedestrians
inpeak
hillyhours
regions.
In
India)
were
selected
and
videography
surveys
on the 4District
stretch
of test
during
were
the
present
study
three
locations
Central
Business
(CBD)
area
of
Dharamshala
(Himachal
Pradesh,
exclusive
pedestrians
facilities
and
to
cater
any
deficiency
in
facilities
provided
to
the
pedestrians
in
hilly
regions.
In
India)
were
selected
and
videography
surveys
on the 4District
stretch
of test
during
hours
were
exclusive
pedestrians
facilities
andfrom
to locations
cater
any deficiency
inmeter
facilities
provided
to sections
the
pedestrians
inpeak
hilly
regions.
In
the
present
study
three
locations
Central
Business
(CBD)
area
of
Dharamshala
(Himachal
Pradesh,
performed.
Videos
from
the
selected
were
analyzed
to
find
out
walking
speed
and
volume
of
pedestrians
India)
wereVideos
selected
and
surveyswere
on the
4District
meter
stretch
of
test
during
peak
were
the
present
study
three
locations
from
Central
Business
(CBD)
area
of sections
Dharamshala
(Himachal
Pradesh,
performed.
from
thevideography
selected
locations
analyzed
to find
out area
walking
speed and
volume
of hours
pedestrians
the
present
study
three
locations
from
Central
Business
(CBD)
of Pedestrian
Dharamshala
(Himachal
Pradesh,
India)
weredownhill
selected
and
videography
surveyswere
on
the
4District
meter
stretch
of
test
sections
during
peak
hours
were
uphill
and
side.
Based
on
the
collected
data,
models
were
developed.
LOS
was
derived
from
performed.
Videos
from
the
selected
locations
analyzed
to
find
out
walking
speed
and
volume
of
pedestrians
India)
were
selected
and
videography
surveys
on
the
4
meter
stretch
of
test
sections
during
peak
hours
were
uphill
and
downhill
side.
Based
on the
collected
data,
models
were
developed.
Pedestrian
LOS
was
derived
from
India)
were
selected
and
videography
surveys
on
the
4derived
meter
stretch
of
test
sections
during
peak
hours
were
performed.
Videos
from
the
selected
locations
were
analyzed
to
find
out
walking
speed
and
volume
of
pedestrians
standards
laid
down
by
IRC
103:2012
[5].
Based
on
the
pedestrians
LOS
and
literature,
recommendations
uphill andlaid
downhill
side.
Based
on the
collected
data,
models
developed.
Pedestrian
was
from
performed.
Videos
from
the
selected
locations
were
analyzed
towere
find
out walking
speed
andLOS
volume
ofderived
pedestrians
standards
down
by
IRC
103:2012
[5].
Based
on
the
derived
pedestrians
LOS
and
literature,
recommendations
performed.
Videos
from
the
selected
locations
were
analyzed
to
find
out
walking
speed
and
volume
of
pedestrians
uphill
andto
downhill
side.
Based
onfacilities
the[5].
collected
data,
models
were
developed.
Pedestrian
LOS was
derived from
are
made
improve
the
pedestrian
in hilly
regions.
standards
laid
down
by
IRC
103:2012
Based
on
the
derived
pedestrians
LOS
and
literature,
recommendations
uphill
and
downhill
side.
Based
on
the
collected
data,
models
were
developed.
Pedestrian
LOS
was
derived
from
are
made
improve
the
pedestrian
in hilly
uphill
andto
downhill
Based
onfacilities
the[5].
collected
data,
were
developed.
Pedestrian
LOS was
derived from
standards
laid
down side.
by IRC
103:2012
Based
onregions.
themodels
derived
pedestrians
LOS
and literature,
recommendations
are made to
improve
pedestrian
facilities
in hillyon
regions.
standards
laid
down the
by IRC
103:2012
[5]. Based
the derived pedestrians LOS and literature, recommendations
standards
laid
down
by
IRC
103:2012
[5].
Based
on
the
derived
pedestrians
LOS
and
literature,
recommendations
are made to improve
the pedestrian facilities in hilly regions.
2.
reviewthe
areLiterature
made to improve
pedestrian facilities in hilly regions.
2.
Literature
reviewthe pedestrian
are
made
to
improve
facilities in hilly regions.
2. Literature review
2. Literature
review
Most of thereview
present studies are based on the plain terrain cities. Some of the research work conducted are
2. Literature
Most ofbelow:
thereview
present studies are based on the plain terrain cities. Some of the research work conducted are
2.
Literature
discussed
Most ofbelow:
the present studies are based on the plain terrain cities. Some of the research work conducted are
discussed
Most
ofbelow:
the Janardhan
present studies
are based onpedestrian
the plainbehavioural
terrain cities.
Some
ofinter-modal
the research
work terminal
conducted
are
Sarkarof
and
[6] conducted
study
at anof
transfer
in the
discussed
Most
the
present studies
are based aaonpedestrian
the plainbehavioural
terrain cities.
Some
the research
work terminal
conducted
are
Sarkar
and
Janardhan
[6]Speed,
conducted
study
at an
inter-modal
transfer
in the
Most
of
the
present
studies
are
based
on
the
plain
terrain
cities.
Some
of
the
research
work
conducted
are
discussed
below:
Calcutta
Metropolitan
district.
density,
flow
and
space
relationships
were
developed.
Speed
density
model
Sarkar
and Janardhan
[6]Speed,
conducted
a pedestrian
behavioural
study at an
inter-modal
transfer
terminal
in the
discussed
below:
Calcutta
Metropolitan
density,
flow and
space relationships
were
developed.
Speed terminal
density model
discussed
below:
Sarkar
and
Janardhan
[6]
conducted
aquadratic
pedestrian
behavioural
study
at an
inter-modal
transfer
in
the
was
found
to beJanardhan
lineardistrict.
and [6]
other
followed
relationship.
The
mean
walking
speedtransfer
varied
between
50.55
Calcutta
Metropolitan
district.
Speed,
density,
flow
and
space
relationships
were
developed.
Speed
density
model
Sarkar
and
conducted
a
pedestrian
behavioural
study
at
an
inter-modal
terminal
in
the
was
found
to bem/min
lineardistrict.
andthe
other
followed
quadratic
relationship.
The
mean
walking
speedtransfer
varied
between
50.55
Sarkar
and
Janardhan
[6]
conducted
a
pedestrian
behavioural
study
at
an
inter-modal
terminal
in
the
Calcutta
Metropolitan
Speed,
density,
flow
and
space
relationships
were
developed.
Speed
density
model
m/min
to
87.51
and
maximum
flow
rate
was
found
to
be
92
m/min.
The
jam
density
was
found
to
be
4.17
was found
to be lineardistrict.
and other
followed
quadratic
relationship.
The
meanwere
walking
speed varied
between
50.55
Calcutta
Metropolitan
Speed,
density,
flow and
space relationships
developed.
Speed
density
model
m/min
87.51
and
maximum
flow
rate
found
be The
92 m/min.
The
jam
density
was found
to bemodel
4.17
2 to Metropolitan
Calcutta
Speed,
density,
flowwas
and
spaceto
relationships
developed.
Speed
density
was
found
to bem/min
lineardistrict.
andthe
other
followed
quadratic
relationship.
meanwere
walking
speed varied
between
50.55
ped/m
2.to 87.51
m/min
m/min
and
the
maximum
flow
rate
was
found
to
be
92
m/min.
The
jam
density
was
found
to
be
4.17
was
found
to
be
linear
and
other
followed
quadratic
relationship.
The
mean
walking
speed
varied
between
50.55
.
ped/m
was
found
to
be
linear
and
other
followed
quadratic
relationship.
The
mean
walking
speed
varied
between
50.55
2 to 87.51
m/min
m/min
and
the
maximumbehaviour
flow rate was
found to be
92 m/min.
The jam
density
waspedestrians
found to bein4.17
Chattaraj
etm/min
al. [7]and
didthe
a pedestrian
comparative
study
on the Indian
and
German
the
.
ped/m
m/min
to
87.51
maximum
flow
rate
was
found
to
be
92
m/min.
The
jam
density
was
found
to
be
4.17
2
Chattaraj
etm/min
al. [7]and
didthe
a pedestrian
behaviour
comparative
study
on the Indian
and
German
pedestrians
in4.17
the
m/min
87.51
maximum
flow
rate
was
found
to
be
92
m/min.
The
jam
density
was
found
to
be
ped/m
2.to
similar
experimental
conditions.
Speed
of
Indian
pedestrians
was
found
to
be
less
dependent
on
density
as
compared
Chattaraj
et al. [7]
did a pedestrian
behaviour
comparative
study
on
the
Indian
and German
pedestrians
in the
ped/m
2.experimental
similar
conditions.
Speed
of
Indian
pedestrians
was
found
to
be
less
dependent
on
density
as
compared
.
ped/m
et al. [7]
did a pedestrian
comparative
on
Indian
German
pedestrians
in
the
to Chattaraj
speedexperimental
of German
pedestrian.
It wasofbehaviour
found
the unordered
behaviour
of dependent
theand
Indian
pedestrians
more
similar
conditions.
Speed
Indianthat
pedestrians
wasstudy
found
to the
be less
on
density
as was
compared
et al. [7]
did a pedestrian
comparative
study
on
the
Indian
German
pedestrians
in
the
to Chattaraj
speedexperimental
of German
pedestrian.
It wasofbehaviour
found
that
the unordered
behaviour
of dependent
theand
Indian
pedestrians
was
more
Chattaraj
et al. [7]
did a pedestrian
behaviour
comparative
study
on
the
Indian
and
German
pedestrians
in
the
similar
conditions.
Speed
Indian
pedestrians
was
found
to
be
less
on
density
as
compared
to speedexperimental
of German conditions.
pedestrian.Speed
It wasoffound
the unordered
behaviour
of dependent
the Indianon
pedestrians
more
similar
Indianthat
pedestrians
was found
to be less
density as was
compared
similar
experimental
conditions.
Speed
of
Indian
pedestrians
was
found
to
be
less
dependent
on
density
as
compared
to speed of German pedestrian. It was found that the unordered behaviour of the Indian pedestrians was more
Ankit Gupta et al. / Transportation Research Procedia 25 (2017) 4720–4732
4722
effective than the ordered behaviour of the German pedestrians. The speed-density relationship was found to be nonlinear for both groups.
Kotkar et al. [8] carried out study at four locations in north India. For up direction free flow speed varied
between 82.21 m/min to 88.93 m/min whereas for down direction it varied between 80.80 m/min to 86.38 m/min.
The minimum and maximum jam density was found to be 2.59 ped/m2 and 4.17 ped/m2 respectively. Space
required for pedestrian movement was 0.21 to 0.41 m2/ped while at free flow space requirement was 0.50 to 0.80
m2/ped. It was concluded from the results that with the increase in frictions faced by a pedestrian, contrary to the
normal belief, the pedestrian speed also increases.
Nazir et al. [9] studied the pedestrian flow characteristics on the walkways at three locations in Khulna
Metropolitan City, Bangladesh. This study showed that the characteristics of the location have effect on the
pedestrian flow characteristics. The free-flow speeds of this study were found lower than the Asian and Western
countries. The observed free-flow speed and densities were found proportional to each other. It was found that the
increase in road friction also increased the jam density
Rastogi et al. [10] did a major study on pedestrians in Indian conditions. For the study nineteen locations in five
cities of India with different pedestrian facilities and situations were selected. Based on their widths these facilities
were classified as on their width as sidewalk, wide-sidewalk and precincts. Speed-density, flow-density and flowspace (flow-area module) were found to be best in exponential relationship while flow-speed equation followed
logarithmic relationship. Pedestrian behaviour was found to similar upto a width of 9.0 meter, beyond this behaviour
changes drastically. The flow characteristics were found different from those observed in USA, UK, China and
South-East Asia indicating a cultural effect.
Most of the studies are based on the plain cities with dedicated pedestrian facilities. Not much work has been
done in the hilly regions where walking is tougher as compared to plain regions and absence of dedicated facilities
makes it tougher. So more work is required to understand the various aspects of pedestrian behaviour in hilly
regions.
3. Study Area
Dharamshala has been chosen as the study area for the present work. Dharamshala is situated in the upper reaches
of the Kangra Valley in Kangra district of Himachal Pradesh state in India. With average elevation of 1457 m, the
city is famous among tourist from India and various other countries. Pedestrians in Dharamshala city are of different
ethnicities such as local residents, Tibetans in exile, foreign and Indian tourists which makes it more preferable for
study. Details of the selected sites are given in Table 1.
Table 1: Details of the Selected Locations
Location ID
Location
Carriageway Width
(m)
Gradient (%)
BSD
Bus Stand, Dharamshala
7
3
MRD
Meera Restaurant, Dharamshala
7.5
4
AHD
Asian Hotel, Dharamshala
3
9
Exclusive
Facilities
No
4. Data Collection
To have an extensive study of number of pedestrians and their walking behavior, videography survey was
performed. A static video camera was used to record the situation at the selected observation sites of known length
and pedestrians were video graphed. This process was repeated for all of the sites. These videos were later analyzed
in the laboratory. Site features such as carriageway width and footpath width (if present) were measured using
measurement tape. The gradient of the carriageway was calculated with the help of Global Positioning System
(GPS) device.
Ankit Gupta et al. / Transportation Research Procedia 25 (2017) 4720–4732
4723
5. Data Analysis
Pedestrians were video graphed over the measured test length of 4 meter which was marked on the carriageway
by two visual lines across the carriageway. From the recordings, the walking speeds of pedestrians were manually
extracted from the recorded videos. The accuracy of time for the speed measurement was about 0.1 sec. The time
taken by a pedestrian to traverse the test length was measured from the recording and by dividing the length of
marked stretch by time taken by a pedestrian gave us the walking speed of that particular pedestrian.
Figure 2 shows the screenshot of the captured videos. The two yellow markings visible in pictures are 4 meter
apart which were laid down during the site surveys. Time taken by the pedestrians to cross these lines was calculated
which ultimately gave the walking speed of the pedestrians. Density of the pedestrians was calculated by counting
the number of pedestrians crossing the yellow lines during per minute interval in each direction.
a) BSD
b) MRD
c) AHD
Figure 2: Site Locations in Dharamshala with 4 m Markings
To extensively analyze the effect of gradient on pedestrian flow characteristics the pedestrians were categorized
on the basis of their age and gender. Age and gender of the pedestrians were determined based on the visual
inspection of the videos. Based on these categorization pedestrians walking speed of one type were compared with
the pedestrians of the same type traveling in the other direction of travel. Similarly, the effect of gradient was
checked on pedestrians who were carrying baggage (luggage) along with them and compared to pedestrians who
were not carrying baggage [6]. Pedestrians’ categorization based upon several factors is given below in Table 2.
Table 2: Pedestrians’ Categorization
Factor
Categorization
Young (0 to 15 years)
Age
Young adults (16 to 25 years)
Elder adults (26 to 50 years)
Elders (51 years & above)
Gender
Baggage
Male
Female
With baggage
Without baggage
For the walking speed of pedestrians, maximum walking speed, minimum walking speed, average walking speed
and standard deviation of the walking speed was also calculated for both uphill and downhill direction. Subsequently
all aforementioned speeds were calculated irrespective of the direction of travel. After calculating the walking speed
of pedestrians, density of pedestrians crossing the 4 m stretch was calculated for every one minute interval of the 1
hour video. By inversing the density of pedestrians the space (area module) of the pedestrians was calculated.
Ankit Gupta et al. / Transportation Research Procedia 25 (2017) 4720–4732
4724
Walking speed and density of pedestrians together gave flow of the pedestrians. Pedestrian LOS of the selected
research locations was derived from the standards laid down by IRC 103: 2012 [5].
6. Result and Discussion
For the analysis of pedestrian behavior and characteristics, recorded videos were extracted and different
pedestrian behavior parameters i.e. speed, flow, density etc. were calculated. Different results derived from extracted
data and their discussion is given as follows:
6.1 Pedestrian sample size characteristics
From the visual analysis of the recorded video it was found out that pedestrian sample is male dominant
consisting of 68% males and 32% females. Visual analysis also showed that 84% of the pedestrians were adults (age
26-50 years) followed by 9% elders (age more than 51 years), 4% young pedestrians and 3% young adult (age 16-25
years) pedestrians. Nearly half the number of pedestrians carried baggage with them where baggage varied from
small handbags to big suitcases and travel bags. Pedestrian sample size distribution in Dharamshala city at selected
sites is represented in Table 3.
Table 3: Pedestrian Sample Size Distribution
Male
Female
0-15
years
16-25
years
26-50
years
51 years &
Above
With
Baggage
Without
Baggage
Sample size
1837
856
103
86
2253
251
1291
1402
Percentage
68%
32%
4%
3%
84%
9%
48%
52%
6.2 Walking speed of pedestrians
Pedestrians walking speeds were obtained from the video analysis of the selected locations. The results from
video analysis of all the three locations for uphill direction are presented in Table 4.
Table 4: Uphill Pedestrian Walking Speeds
Characteristics
Mean Walking Speed
(m/min)
Pedestrians
0-15
16-25
26-50
51 years and
With
Without
years
years
years
Above
Baggage
Baggage
54.82
56.76
62.78
60.44
49.88
57.50
60.65
Male
Female
61.22
Range
High
96.00
93.64
76.19
92.31
96.00
80.54
93.64
96.00
(m/min)
Low
30.29
25.36
36.36
42.02
30.29
25.36
28.45
25.36
Standard Deviation
11.83
10.77
11.62
12.26
11.47
10.38
11.35
12.16
Sample Size
959
459
70
46
1143
159
676
742
Number of uphill and downhill pedestrian was found to be equal. In the total 1418 pedestrians males with a mean
speed of 61.22 m/min were faster as compared to females with mean speed of 54.82 m/min. Analysis showed that
the young adult pedestrians (16 to 25 years) were faster than other three categories with a mean walking speed of
62.78 m/min. while elders (51 years and above) were the slowest with a mean walking speed of 49.88 m/min.
Pedestrians with baggage walked slowly as compared to pedestrian without baggage with a speed difference of 3.15
mm/min (5.48%).
Downhill pedestrian speed analysis data is given in Table 5. Downhill pedestrians showed a similar trend as
uphill pedestrians. There were total of 1275 pedestrians in the downhill direction. Male pedestrians with a mean
speed of 71.74 m/min. were faster than female pedestrians with a mean speed of 65.27 m/min by a difference of 6.47
Ankit Gupta et al. / Transportation Research Procedia 25 (2017) 4720–4732
4725
m/min and percentage difference of 9.92%. As seen in uphill direction young adult pedestrians (16-25 years) had the
fastest mean walking speed of 74.55 m/min while elder pedestrians (51 years and above) were the lowest with the
mean walking speed of 56.92 m/min. Pedestrians with no baggage with mean walking speed of 71.85 m/min, were
faster than the pedestrians with baggage who had a mean walking speed of 67.44 m/min and the difference was 4.41
m/min or 6.54%.
Table 5: Downhill Pedestrian Walking Speeds
Characteristics
Mean
Pedestrians
16-25
26-50
51 Years and
With
Without
Years
Years
Above
Baggage
Baggage
65.27
68.59
74.55
70.64
56.92
67.44
71.85
120.0
98.12
87.88
96.00
120.0
84.93
104.35
120.00
29.50
29.41
43.64
58.17
29.41
29.50
29.50
29.41
Female
71.74
High
Low
Walking
Speed
(m/min)
Range (m/min)
0-15
Years
Male
Standard Deviation
12.43
10.52
11.13
8.53
11.77
12.13
10.98
12.96
Sample Size
878
397
33
40
1110
92
615
660
A graphical comparison of mean pedestrian uphill and downhill walking speed is presented in Figure 3.
Figure 3: Comparison of Uphill and Downhill Pedestrian Speeds
Walking
12.02
Low
8. Std. Deviation
10.08
25.36
79.08
54.33
6.60
36.36
52.03
44.72
Walking
Low
min)
Walking
min)
Std. Deviation
High
Low
Range(m/
Speed (m/min)
Mean
Characteristics
Without
11.21
28.45
86.15
57.16
Without
12.21
25.36
92.27
61.45
Baggage
10.87
29.50
108.25
72.44
10.80
33.33
96.00
62.92
11.08
35.51
93.64
57.66
10.40
40.00
76.19
Without
11.51
35.51
96.00
12.22
30.00
100.00
70.11
12.40
30.29
96.00
58.23
10.08
31.37
80.92
51.41
6.14
39.97
63.19
48.03
12.42
44.38
84.87
66.19
16-25
years
0-15
years
11.72
30.29
96.00
57.36
years
8.05
31.37
61.30
11.17
30.29
80.92
53.91
Baggage
Above
45.00
With
51 years &
12.69
34.29
96.00
58.00
Baggage
14.15
40.68
120.00
72.85
Male
Female
26-50
10.78
33.33
93.64
61.63
Baggage
Male
11.30
33.33
77.80
60.58
Baggage
Above
53.32
With
51 years &
Pedestrians
UPHILL
10.91
40.00
96.00
61.77
years
Pedestrians
11.36
51.68
92.31
64.40
years
years
61.89
16-25
0-15
Male
Female
26-50
9.99
25.36
80.54
50.51
Baggage
Above
Male
UPHILL
11.43
38.23
92.27
61.42
With
51 years &
Pedestrians
12.38
42.02
79.08
57.42
years
26-50
Pedestrians
Table 8: Results of Study at AHD (Gradient = 9%)
Std. Deviation
High
Range(m/
Speed (m/min)
Mean
Characteristics
Table 7: Results of Study at MRD (Gradient = 4%)
36.36
High
min)
92.27
61.69
years
years
10.94
40.00
98.12
66.04
Female
10.38
29.41
96.00
63.14
Female
9.76
30.00
88.53
67.64
Female
Male
16-25
0-15
Male
Female
7. Pedestrians
UPHILL
Pedestrians
Range(m/
Speed (m/min)
Mean
Characteristics
Table 6: Results of Study at BSD (Gradient = 3%)
7.87
50.00
75.00
65.60
years
0-15
12.25
43.64
87.88
69.44
years
0-15
0.00
76.87
76.87
76.87
years
0-15
16-25
7.90
61.97
92.31
74.08
years
16-25
10.08
64.33
96.00
79.98
years
16-25
7.67
58.17
88.53
72.51
years
13.72
40.00
120.00
72.06
years
26-50
DOWNHILL
11.76
29.41
100.00
67.66
years
26-50
DOWNHILL
9.24
56.94
108.25
72.48
years
26-50
DOWNHILL
10.71
40.68
80.00
60.60
Above
51 years &
8.94
38.71
71.39
54.61
Above
51 years &
14.64
29.50
84.93
53.94
Above
51 years &
12.20
40.00
104.35
68.33
Baggage
With
11.53
37.50
96.00
66.07
Baggage
With
9.35
29.50
87.75
68.24
Baggage
With
14.28
40.68
120.00
72.45
Baggage
Without
12.39
29.41
100.00
69.14
Baggage
Without
11.37
38.46
108.25
74.58
Baggage
Without
4726
Ankit Gupta et al. / Transportation Research Procedia 25 (2017) 4720–4732
Ankit Gupta et al. / Transportation Research Procedia 25 (2017) 4720–4732
4727
The detailed data analysis of all three selected locations i.e. BSD, MRD and AHD are presented in Table 6 - 8
respectively with separate representation of uphill and downhill direction walking speeds on the basis of age, gender
and baggage conditions.
After comparison, it is quite clear that the male passenger has the higher mean speed in both upside and downside
direction at all three locations. Male pedestrians had highest mean walking speed of 62.92 m/min in the uphill
direction and highest mean walking speed of 72.85 m/min in the downhill direction. At all the location (uphill and
downhill) except BSD uphill, a similar behavior was seen. At all these location both uphill and downhill direction,
young adult pedestrian (16-25 years) had highest speed and elders (51 years and above) had lower speed while at
BSD uphill side adult pedestrians (26-50 years) were fastest and uphill young pedestrians (0-15 years) were slowest.
Pedestrians carrying baggage were slower than those pedestrians without any baggage on the both directions of
pedestrians’ movement. The maximum mean walking speed on pedestrians with baggage in the uphill direction was
60.58 m/min at MRD and 68.33 m/min at AHD in the downhill direction. While the maximum mean walking speed
of pedestrians without baggage was 61.63 m/min at MRD in the uphill direction and 74.58 m/min at BSD in the
downhill direction. For uphill direction MRD showed higher speed for all the categories as compared to other two
locations while for downhill direction no specific trend was observed. Table 9 represents the mean uphill and
downhill speeds at all three locations one at a time and then all together.
Table 9: Comparison of Uphill and Downhill Speeds at All Three Locations
Location
BSD
Gradient (%)
Mean Walking Speed (m/min)
Difference in Speeds (%)
MRD
AHD
All Three Locations
3
4
9
-
Uphill
59.53
61.13
55.91
59.14
Downhill
73.14
67.65
70.78
69.73
22.86
10.67
26.60
17.90
Mean walking speed of uphill and downhill direction for Dharamshala city was found to be 59.14 m/min and
69.73 m/min respectively with a difference of 17.90%. Common expectation about walking in hilly region is that
increasing gradient slows down the speed but no such trend is observed from the analysis of the data. As shown in
Table 9, mean walking speed at MRD in uphill direction is greater than that of BSD despite the increase in gradient
from 3 to 4%. In the downhill direction mean walking speed at BSD is greater than both the other directions despite
lower gradient. Many factors can contribute to such behavior. One such factor can be situation of Inter State Bus
Terminal (ISBT) at the downhill direction of BSD. Pedestrians might be in a hurry of boarding their respective
buses to their destinations which can make them walk faster in case they might miss their bus. Also, Dharamshala
city is famous among local and foreign tourists which could affect the pedestrians’ walking speed of the city.
Mean walking speeds of pedestrians irrespective of age, gender and baggage, examined in this study are
combined all together and detailed in Table 10.
© 2017 The Authors. Published by Elsevier B.V.
Peer-review under responsibility of WORLD CONFERENCE ON TRANSPORT RESEARCH SOCIETY.
Ankit Gupta et al. / Transportation Research Procedia 25 (2017) 4720–4732
Gupta, et al. (2016)/ Transportation Research Procedia 00 (2017) 000–000
4728
9
Table 10: Mean Walking Speed at All Three Locations
Characteristics
Mean Walking Speed (m/min)
Uphill
Downhill
Total
59.14
69.73
64.16
High
96.00
120.00
120.00
Low
25.36
29.41
25.36
Standard Deviation
11.88
12.23
13.15
Sample Size
1418
1275
2693
Range (m/min)
Total 2693 pedestrians were analyzed at all three locations with 1418 pedestrians in uphill direction and 1275
pedestrians in downhill direction. The fastest uphill walking speed was 96 m/min and 120 m/min in the downhill
direction. Whereas the slowest walking speed in uphill and downhill direction was 25.36 m/min and 29.41 m/min
respectively. The standard deviation of walking speeds from the mean was 11.88 in the uphill and 12.23 in the
downhill direction. Whereas, the mean uphill walking speed of pedestrians was 59.14 m/min. and it was slower than
pedestrians mean walking speed on the downhill side which was 69.73 m/min by a margin of 10.59 m/min. The
percentage difference between mean uphill and downhill walking speed was 17.90%. When we neglect the gradient
of the carriageways, then the mean walking speed of pedestrians was 64.16 m/min with standard deviation of 13.
6.3 Pedestrian flow characteristics relationships
The speed-density relationship for all locations was found to be linear and flow-density, speed-flow and flowarea module relationships for all locations were found to be quadratic. These relationships are presented in Table 11.
Table 11: Pedestrian Flow Characteristics Relationships
Location ID
Direction
Uphill
BSD
Downhill
MRD
Uphill
Relation
Model Equation
R2 Value
Speed-density
u = 62.5 - 19.73k
0.62
Flow-density
q = 62.5k - 19.73k 2
0.97
Flow-speed
q = 3.17u - 0.05u 2
0.52
Flow-space
q=
62.5 19.73
M
M2
0.70
Speed-density
u = 73.43 - 21.32k
0.77
Flow-density
q = 73.43k - 21.32k 2
0.98
Flow-speed
q = 3.44u - 0.05u 2
0.49
Flow-space
q=
73.43 21.32
M
M2
0.88
Speed-density
u = 64.6 - 17.46k
0.61
Flow-density
q = 64.6k - 17.46k 2
0.96
Flow-speed
q = 3.69u - 0.05u 2
0.59
Ankit Gupta et al. / Transportation Research Procedia 25 (2017) 4720–4732
Author name / Transportation Research Procedia00 (2017) 000–000
10
Downhill
Uphill
AHD
Downhill
4729
64.6 17.46
M
M2
Flow-space
q=
Speed-density
u = 70.5 - 22k
0.64
Flow-density
q = 70.5k - 22k 2
0.94
Flow-speed
q = 3.2u - 0.05u 2
0.61
Flow-space
q=
Speed-density
u = 58.84 - 15.4k
0.64
Flow-density
q = 58.84k - 15.4k 2
0.97
Flow-speed
q = 3.82u - 0.06u 2
0.51
Flow-space
q=
Speed-density
u = 71 - 21.62k
0.58
Flow-density
q = 71k - 21.62k 2
0.96
Flow-speed
q = 3.29u - 0.05u 2
0.59
Flow-space
q=
0.48
70.5 22
M
M2
0.55
58.84 15.4
M
M2
0.89
71 21.62
M
M2
0.81
Pedestrian flow characteristics calculated with the help of developed relationships at all three locations are
presented in Table 12.
Table 12: Pedestrian Flow Characteristics
Location ID
BSD
MRD
AHD
Direction
Free-Flow
Jam Density
2
Maximum
Flow
Rate(qmax),
Area
m2/ped.
Speed(uf),m/min
(kj), ped/m
Uphill
66.5
3.13
50.21
0.66
Downhill
74.43
3.46
62.72
0.59
Uphill
64.6
3.63
60.93
0.53
Downhill
71.62
3.25
54.33
0.66
Uphill
60.84
3.94
57.63
0.53
Downhill
72.22
3.29
61.44
0.59
ped/m/min
The pedestrian LOS standards given by IRC 103:2012 [3] are given in Table 13.
(at qmax)
Module,
Ankit Gupta et al. / Transportation Research Procedia 25 (2017) 4720–4732
Gupta, et al. (2016)/ Transportation Research Procedia 00 (2017) 000–000
4730
11
Table 13: IRC 103:2012 Standards for Pedestrian LOS
LOS
Characteristics
A
Pedestrian Space (m²/p)
Flow Rate (p/min/m)
> 4.9
≤ 12
B
3.3-4.9
12-15
C
1.9-3.3
15-21
D
1.3-1.9
21-27
E
0.6-1.3
27-45
F
≤ 0.6
varies
Based on the guidelines laid down by IRC in IRC 103:2012 [3], the pedestrian LOS for all the locations was
observed as A.
7. Comparison of Pedestrian Flow Characteristics Relations
The developed pedestrian flow characteristics relations for three locations under mixed flow conditions provides
an insight into effect of gradient on pedestrian flow characteristics. Speed-density relationships for each uphill and
downhill direction is compared with best fit speed-density relations of research done in plain areas (Kotkar et al.,
2010) [8] and researches done on sidewalks in Singapore (Tanaboriboon et al., 1986) [11], United States (Fruin,
1971) [12] and Britain (Older, 1964) [13]. The developed pedestrian flow characteristics are compared in Table 14.
Table 14: Comparison of Different Speed-Density Relations
Study Area
Gradient
Traffic
condition
Mixed Traffic
3%
Mixed Traffic
Himachal, India
4%
Mixed Traffic
9%
Mixed Traffic
R2 Value
Direction
Speed-Density Relation
Uphill
u = 62.50 - 19.73k
Downhill
Uphill
u = 73.43 - 21.32k
u = 64.6 - 17.46k
0.61
Downhill
u = 70.5 - 22k
0.64
Uphill
Downhill
u = 58.84 - 15.4k
u = 71 - 21.62k
Up
u = 82.52 - 31.85k
0.74
Down
u = 81.07 - 31.75k
0.78
0.62
0.77
0.64
0.58
Roorkee, India
Flat gradient
Singapore
Flat gradient
No traffic
Both
u = 73.9 - 15.3k
-
United States
Flat gradient
No traffic
Both
u = 81.4 - 20.4k
-
Britain
Flat gradient
No traffic
Both
u = 78.6 - 20.2k
-
For uphill direction, walking speed of pedestrians on carriageways at hilly and flat gradients is less than walking
speed of pedestrians on sideways on flat gradients. For downhill direction, the walking speed of pedestrians on
sidewalks is greater than walking speed of pedestrians on carriageways.
Ankit Gupta et al. / Transportation Research Procedia 25 (2017) 4720–4732
Author name / Transportation Research Procedia00 (2017) 000–000
12
4731
8. Conclusion and Future Scope of Work
Present study concludes the following points:
The study shows that the gradient affects the walking speed of pedestrians as the uphill speed is lesser than
downhill speed at all three locations for every category. However, this difference depends upon the age,
gender and baggage handling conditions of pedestrians.
• The study indicates that the walking speed of pedestrians is also affected by human intentions besides
topography of the sidewalk as in case of locations near bus stand.
• The pedestrian flow characteristics of the selected locations varied significantly thus not showing any
definitive trend with changing gradient.
• The speed-density relationship for selected city results in poor walking speed of pedestrians in hilly cities
when compared with other researches.
• The effect of traffic on pedestrian characteristics is evident. The pedestrians of hilly cities walk with traffic
under the influence of gradient and thus have to face more difficulties in travel than pedestrians walking on
the sidewalks or other exclusive pedestrian facilities.
• The pedestrian LOS for in both the directions of travel on the basis of the guidelines laid by the Indian
Road Congress code IRC 103:2012 comes out as ‘A’, despite the fact that the pedestrians were walking on
the carriageway instead of sidewalks.
• Based on the study it is recommended that in case there is no sidewalk on either side of the carriageway
and there is hill or buildings on the one side of the carriageway and other side has no buildings then an
overhanging sidewalk should be provided. If there is no land available on either side of the road then
pedestrian flyover can be provided. At places with high gradients stairs can be provided to facilitate
pedestrians.
Present work on pedestrian flow characteristics covers some of the aspects of pedestrian flow behaviour,
environment and traffic. There is still a great need of extensive studies focused on aspects already considered earlier
and which are absent in these studies. Some of the aspects and methodology which should be considered while
studying pedestrian flow characteristics are weighted count of pedestrians, flow characteristics of disabled
pedestrians, effect of other surrounding and environmental factors such as presence of obstruction, presence of
railing, trees, street lights etc. Present study fails to develop any relationship between gradient and other pedestrian
walking parameters so more work should be done with more locations of different gradients to establish relation
between change in gradients and uphill and downhill speeds on carriageways and sidewalks and based on that
limiting gradient for pedestrian facilities should be recommended.
•
References:
[1]. Gupta, A. and Pundir, N. (2015) Pedestrian flow characteristics studies: A review, Transport Reviews, 35 (4),
445-465.
[2]. Jain, A., Gupta, A. and Rastogi, R. (2014) Pedestrian crossing behavior analysis at intersections,
International Journal of Traffic and Transportation Engineering, 4 (1), pp. 103– 116.
[3]. Ministry of Urban Development (2008), Traffic and Transportation Policies and Strategies in Urban Areas in
India, Government of India, New Delhi.
[4]. IRC 103:1988 Guidelines for Pedestrian Facilities (1988), Indian Road Congress, New Delhi.
[5]. IRC 103:2012 Guidelines for Pedestrian Facilities (2012), Indian Road Congress, New Delhi.
[6]. Sarkar, A. K. and Janardhan, K. S. V. S. (2001) Pedestrian flow characteristics at an intermodal transfer
terminal in Calcutta, World Transport Policy and Practice, 7, pp. 32– 38.
[7]. Chattaraj, U., Seyfried, A., and Chakroborty, P. (2009) Comparison of pedestrian fundamental diagram
across cultures. Advs, Complex Syst. 12, 393. DOI: 10.1142/S0219525909002209
[8]. Kotkar, K. L., Rastogi, R. and Chandra, S. (2010) Pedestrian Flow Characteristics in Mixed
Flow conditions, Journal of Urban Planning and Development, 136 (3), pp. 23-33.
4732
Ankit Gupta et al. / Transportation Research Procedia 25 (2017) 4720–4732
Gupta, et al. (2016)/ Transportation Research Procedia 00 (2017) 000–000
13
[9]. Nazir M. I., Adhikary, S. K., Hossain, Q.S. and Ali, S.A. (2012) Pedestrian flow characteristics in Khulna
metropolitan city, Bangladesh. Journal of Engineering Science, 03(1), pp. 25-31.
[10]. Rastogi R., Ilango T., and Chandra S. (2013) Pedestrian flow characteristics for different pedestrian
facilities and situations, European Transport \ Trasporti Europei Issue 53, Paper No. 6.
[11]. Tanaboriboon, Y., Hwa, S. S., and Chor, C. H. (1986) Pedestrian characteristics study in Singapore, Journal
of Transportation Engineering, 112(3), pp. 229-235.
[12]. Fruin, J. J. (1971) Designing for pedestrians: a level of service concept, Highway Research Record, 355, pp.
1–15.
[13]. Older, S. J. (1968) Movement of pedestrians on footways in shopping streets, Traffic Engineering and
Control, 10, pp. 160–163.