CHAPTER-1

INTRODUCTION

Walking has been a traditional mode of movement between places, irrespective of cities and
countries. People walk with different purposes and in large numbers especially in developing
countries. This necessitates the provision of exclusive walking facilities. The width of these
facilities is generally governed by the pedestrian volume. In situations where these facilities
are either encroached or occupied by vendors and hawkers, or are poorly maintained, the
pedestrians are forced to walk on a portion of the carriageway, side-buffers or shoulders.
Parking of vehicles in these areas further pushes the pedestrians on to the carriageway, thus
increasing their interaction with vehicles, and thus their risk. The behavior of the pedestrians
observed across the cities or countries is affected by the culture of the place.

A foot-over bridge is a bridge designed for pedestrians. Foot over bridges can be used
decoratively to visually link two distinct areas or to signal a transaction. They are also located
across roads to let pedestrians cross safely without slowing down the traffic. Footbridges are
small, but important, because they are usually presented in townscape. The appearance of
footbridges, and indeed of any other bridges, in a town, is a major concern for designers.
Footbridges can also be built in the same ways as road and rail bridges. Most footbridges are
equipped with guard rails to reduce the risk of pedestrians falling. Where they pass over busy
roads or railways, they may also include a fence or other such barrier to prevent pedestrians
from jumping, or throwing projectiles onto the traffic below. Foot over bridge is becoming
very popular in urban India as it help to cross the road for pedestrians without worrying about
high speed traffic, as well as its very safe option without interrupt vehicles, in rural India it
very helpful to cross the rivers.

1
 CHAPTER - 2
LITERATURE REVIEW

The research works on pedestrian flow characteristics were started about four decades ago.
Available literatures suggest that numerous studies on pedestrians flow characteristics have
been carried out based on different existing conditions in different cities in Asia and other
parts of the world. Oeding (1963)indicated that the speed-flow relationships for different
types of pedestrians are different. However, Fruin (1971) established different speed-flow
relationships for different types of pedestrian facilities. A comprehensive review of Asian
pedestrian characteristics can be found in the study conducted by Morrall et al. (1991), in
which a comparison of the pedestrian characteristics in Canadian and Asian cities were made.
The study suggested that for Asian countries, such as India, Sri Lanka, and China, the
pedestrian planning should be based on local pedestrian characteristics rather than those from
cities with dissimilar cultures. The pedestrian flow characteristics in Hongkong were carried
out in another research work by Lam et al. (1995). In that study, the walking speed-pedestrian
flow relationships for indoor and outdoor walkways were investigated. The speed-density-
flow models developed for Hong Kong were similar to those developed for Singapore.
Rastogi et al. (2013) also studied about flow characteristics on different pedestrian facility at
different locations. Ankitt Gupta and Nitin Pundiretal. (2015) also reviewed Pedestrian Flow
Characteristics Studies.

2.1 OBJECTIVES OF STUDY

The principle motive behind this study of “Pedestrian Behaviour” is -

 To study about the exiting pedestrian flow characteristics (i.e., flow rate, speed,
density and space) based on hourly volume variation and establish relationships
between these fundamental characteristics.

 To study impact of age, luggage and gender on pedestrian walking speed.

2
 CHAPTER - 3
FOOT-OVERBRIDGE

Advantages:-

 Provides safe and sustainable crossings and provides technical assistance to local
government and communities need simple, easily applied guidelines on the selection
and construction of effective water crossings.

 Pedestrian bridges are constructed to help pedestrians cross from one side to the other
without having to dash across at the risk of being knocked down by speeding vehicles,
and also help to ease traffic.

 Communities and/or local government are generally responsible for this infrastructure.

Disadvantages:-

 Pedestrian overpasses over highways or railroads are expensive, especially when

elevators or long ramps for wheelchair users are required.

 Without elevators or ramps, people with mobility handicaps will not be able to use the
structure.

 Often, people will prefer to walk across a busy road at grade rather than expend the
effort to climb up the bridge and go over it. Overpasses should only be used where the
number of users justifies the costs.

 Narrow, enclosed structures can result in perceptions of low personal security among
users. Wider structures and good lighting can help reduce this.

 It becomes a heaven for homeless individuals in the area as well as other unwanted
activity creating a safety issue for students and pedestrians.

3
 CHAPTER-4

PARAMETERS USED

The major parameters used for the study of pedestrian behavior are as follows:-

1. Pedestrian speed- Pedestrian speed is the average pedestrian walking speed, generally
expressed in units of meters per minute (m/min).

2. Pedestrian flow- Pedestrian flow rate is the number of pedestrians passing a point per
unit of time, expressed as pedestrians per 15 min or pedestrians per minute. Point
refers to a line of sight across the width of a walkway perpendicular to the pedestrian
path (p/min).

3. Pedestrian density- Pedestrian density is the average number of pedestrians per unit
of area within a walkway or queuing area, expressed as pedestrians per square meter
(p/m2).

4. Pedestrian flow per unit of width- Pedestrian flow per unit of width is the average
flow of pedestrians per unit of effective walkway width, expressed as pedestrians per
minute per meter (p/min/m).

5. Pedestrian space- Pedestrian space is the average area provided for each pedestrian in
a walkway or queuing area, expressed in terms of square meters per pedestrian. This is
the inverse of density, and is often a more practical unit for analyzing pedestrian
facilities (m2/p).

4
 CHAPTER-5
SITE DETAILS

For midblock:

Table 5.1: Details of the location (midblock)

Position of
Camera Effective Length of
Site Location camera
placed on Width of trap Trap
(from floor)

ITO New Delhi Midblock 2.5-3 m 2.6 m 10.5 m

M.G. Marg Gangtok Midblock 2.5-3 m 2.4 m 10 m

Maharani
New Delhi Midblock 2.5-3 m 2.6 m 8.5 m
Bagh

Tin Factory Bengaluru Midblock 2.5-3 m 2.6 m 8.4 m

5
 Fig 5.1: ITO FOB

Fig 5.2: M.G Marg FOB

6
Fig 5.3: Maharani Bagh FOB

Fig 5.4: Tin Factory FOB

7
 CHAPTER-6
METHODOLOGY

6.1 DATA COLLECTION

The major methods of obtaining the flow and speed are manual count, video survey, and
attitude survey. The method used for our study is Video Survey. The camera is setup at a
suitable elevation at the site and video recording is started. The sections for which the
parameters are to be calculated are also marked in the site using a self-adhesive yellow tape
for measurement of the flow and speed. All the installations are done then the trap length and
effective width of the trap is also measured.

6.2 DATA EXTRACTION

The pedestrian data is extracted manually from the recorded video recordings. The section
marked in the site is replicated using a “SCREEN MARKER” tool on the screen. The flow
data was extracted by counting the number of pedestrian passing through the first line of the
marking for every 30 second. For speed, the entry and exit time for any 4 pedestrian in the
section is noted for every 30 second and various other parameters like gender, age, direction ,
lane formation, leader-follower relationship , lane shifting , physically disabled, overtaking
other pedestrian are also observed. For density, the number of pedestrian is counted for every
20th sec frame, 40th sec frame and 60th sec frame of every minute in the section. For keeping
the data record, MS Excel is used.

6.3 DATA ANALYSIS

General Comparison:

According to the video observations, pedestrian characteristics are classified based on age,
gender, directional movement and physical activity such as carrying luggage or not.

 Speed comparison by Age

The age group is identified on the basis of visual perception. The age group is categorized into
five different groups of:-

Group-A (age>12) - Children

Group-B (age 13–22 -Young
Group-C (age 23–45)– Adults
Group-D (age 46–59)-Elderly
Group-E (age>60) – Senior Citizens

8
 Comparison by Age
90
80
70
SPEED(m/min)

60
50
A
40 B
30 C
20
D
10
0
ITO M.G. Marg Maharani Bagh Tin Factory
LOCATION

Fig 6.3.1: Speed Comparison by Age

From this graph, it can be recognized that age 23-45 (Group-C) pedestrian have more speed
than other group and age 0-12(Group-A) pedestrian have the lowest speed.

 Speed comparison by Gender

Comparison by Gender
80
SPEED(m/min)

75

70

65 Male
60 Female

55
ITO M.G. Marg Maharani Tin Factory
Bagh

LOCATION

Fig 6.3.2: Speed Comparison by Gender

From the graph above it is observed that male pedestrians have higher speed than female
pedestrians in all the locations.

9
  Speed comparison by Luggage

Comparison by Luggage
80
70
60
50
SPEED(m/min)

40
With Luggage
30
20 Without Luggage
10
0
ITO M.G. Marg Maharani Tin Factory
Bagh

LOCATION

Fig-6.3.3: Speed Comparison by Luggage

From this graph, it can be recognized that the percentage of pedestrian carrying luggage is
lesser in ITO and M.G. Marg whereas the percentage of pedestrian carrying luggage in
Maharani Bagh and Tin Factory is more than those who are not carrying luggage.

In this study, the pedestrian flow characteristics are presented only at macroscopic level, i.e.
considering the combined effect of influencing characteristics at aggregate level. Hence,
effect of each and every individual characteristic is not taken into consideration for further
analysis.

Analysis For midblock section-

1. Pedestrian Flow characteristic

In many ways pedestrian flow behavior is similar to those used for vehicular flow because it
can be described in terms of familiar variables such as speed, volume, rate of flow and
density. Other measures related specifically to pedestrian flow include the ability to cross a
pedestrian traffic stream, to walk in the reverse direction of a major pedestrian flow, to
maneuver generally without conflicts and changes in walking speed, and the delay
experienced by pedestrians at unsignalised intersections. It is different to the vehicular flow,
where the pedestrian flow may be unidirectional, bidirectional, or multi-directional.
Pedestrians do not always travel in clear “lanes” although they may do sometimes under
heavy flow.

10
 a) Average Specific Flow

The average specific flow is described as how many pedestrian in average may pass per meter
width. Its unit is p/min/m. By the help of this phenomenon, we can predict the flow for any
section.

Table: 6.3.1: Average specific flow of FOB

Site Name Average Specific Flow

ITO 5.95 p/min/m

M.G. Marg 9.58 p/min/m

Maharani Bagh 7.02 p/min/m

Tin Factory 9.21 p/min/m

From this table we can say that M.G.Marg has exceptionally high flow rate owing mainly of
being a busy commercial center. The flow rate at Tin Factory is significantly low as the FOB
is occupied by vendors and hawkers.

b) Pedestrian Speed-Density Relationships

The fundamental relationship between speed, density, and volume for pedestrian flow is
analogous to vehicular flow. As volume and density increase, pedestrian speed declines. As
density increases and pedestrian space decreases, the degree of mobility afforded to the
individual pedestrian declines, as does the average speed of the pedestrian stream.

11
 I. ITO FOB:

SPEED v/s DENSITY

120

100

80
Speed(m/min)

60
y = -47.911x + 80.328
40 R² = 0.071

20

0
0 0.05 0.1 0.15 0.2 0.25
Density(p/m2)

Fig 6.3.4: Speed-Density Relationship-ITO

From the graph, we can see that, when density becomes more than 0.1 p/m2 speed tends to
decrease and when density in between 0.05 p/m2 to 0.1 p/m2 pedestrian speed is maximum.
From the trend line we can say that as density increases, pedestrian speed decreases.

II. M.G. Marg FOB:

90
SPEED v/s DENSITY
80
70
60
Speed(m/min)

50
40
y = -73.24x + 75.11
30 R² = 0.243
20
10
0
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35
Density(p/m2)

Fig 6.3.5: Speed-Density Relationship-M.G. Marg

The above graph clearly shows that as density becomes more than 0.2 p/m2 speed tends to
decrease and when density is in between 0.1 p/m2 to 0.2 p/m2 pedestrian speed is maximum.
The trendline indicates that as density increases, pedestrian speed decreases.

12
III. Maharani Bagh FOB:

140 SPEED v/s DENSITY

120
100
80
Speed(m/min)

60
40 y = 23.32x + 71.93
R² = 0.005
20
0
0 0.02 0.04 0.06 0.08 0.1 0.12 0.14 0.16 0.18 0.2
Density(p/m2)

Fig 6.3.6: Speed-Density Relationship-Maharani Bagh

From this speed-density graph, we can say that, when density becomes more than 0.15 p/m2
speed tends to decrease and when density is in between 0.1 p/m2 to 0.15 p/m2 pedestrian
speed is maximum. From the trend line we can say that as density increases, pedestrian speed
decreases.

IV. Tin Factory FOB:

100 SPEED v/s DENSITY

90
80
70
60
Speed(m/min)

50
y = -45.274x + 78.392
40
R² = 0.1119
30
20
10
0
0 0.05 0.1 0.15 0.2 0.25 0.3 0.35
Density(p/m2)

Fig 6.3.7: Speed-Density Relationship-Tin Factory

From this speed-density graph, we can say that, when density becomes more than 0.15 p/m2
speed tends to decrease and when density is in between 0.08 p/m2 to 0.15 p/m2 pedestrian
speed is maximum. The trend line is downward sloping which indicates that we as density
increases, pedestrian speed decreases.

13
 c) Speed-Flow Relationships

The relationship between pedestrian speed and flow is discussed here. These curves are
similar to those of vehicle flow curves, show that when there are a few pedestrians on a
walkway (i.e., low flow levels); there is space available to choose higher walking speeds. As
flow increases, speeds decline because of closer interactions among pedestrians. When a
critical level of crowding occurs, movement becomes more difficult, and both flow and speed
decline.

I. ITO FOB:

SPEED v/s FLOW

120

100

80
Speed(m/min)

60
y = -0.2326x + 77.947
40
R² = 0.0088
20

0
0 2 4 6 8 10 12 14 16
Flow(p/min/m)

Fig 6.3.8: Speed-Flow Relationship-ITO

From the graph we can say that flow rate up to 8 p/min/m speed of the pedestrian is more than
80 m/min after that it decreases and when flow rate is more than 9 p/min/m then speed of all
pedestrian is less than 70 m/min. From the trendline we can say that, when speed is increased,
flow will decrease.

14
 II. M.G. Marg FOB:

SPEED v/s FLOW

90
80
70
60
Speed(m/min)

50
40
30 y = -0.305x + 66.77
20 R² = 0.012
10
0
0 2 4 6 8 10 12 14 16 18 20
Flow(p/min/m)

Fig 6.3.9: Speed-Flow Relationship-M.G. Marg

From this graph we can say that flow rate up to 12 p/min/m speed of the pedestrian is more
than 75 m/min after that its decreases and when flow rate is more than 13 p/min/m then speed
of all pedestrian is less than 60 m/min.

III. Maharani Bagh FOB:

140 SPEED v/s FLOW

120

100

80
Speed(m/min)

60

40 y = 1.3667x + 64.524
R² = 0.0908
20

0
0 2 4 6 8 10 12 14 16
Flow(p/min/m)

Fig 6.3.10: Speed-Density Relationship-Maharani Bagh

The above graph shows that flow rate up to 7 p/min/m speed of the pedestrian is more than 80
m/min after that speed decreases and when flow rate is more than 10 p/min/m then speed of
pedestrian is less than 70 m/min.

15
IV. Tin Factory FOB:

SPEED v/s FLOW

100
90
80
70
Speed(m/min)

60
50
y = -0.2096x + 74.533
40
R² = 0.0109
30
20
10
0
0 5 10 15 20 25
Flow(p/min/m)

Fig 6.3.11: Speed-Flow Relationship-Tin Factory

From this graph we can say that flow rate up to 11 p/min/m speed of the pedestrian is more
than 85 m/min after that it decreases and when flow rate is more than 11 p/min/m then speed
of all pedestrian is less than 70 m/min. From the trendline we can say that, when speed
increases, flow will decrease.

d) Flow, Speed and Space Relationship

The relationship among density, speed, and flow for pedestrians is similar to that for vehicular
traffic streams, and is expressed in equation.

q=k×v

Where, q= unit flow rate (p/min/m), v = pedestrian speed (m/min), and k= pedestrian density
(p/m2). Pedestrian density is an awkward variable in that it has fractional values in pedestrian
per square meter. This relationship often expressed in terms of Space module (m) which is the
inverse of pedestrian density. The inverse of density is more practical unit for analyzing
pedestrian facilities, so expression becomes,

q= v / m unit (m2/p)

16
The basic relationship between flow and space, recorded by several researchers-

I. ITO FOB:

16 FLOW v/s SPACE

14

12

10
Flow(p/min/m)

y = 68.652x-0.961
8 R² = 0.9758

0
0 10 20 30 40 50 60 70 80

Space(m2/p)

Fig 6.3.12: Flow-Speed Relationship-ITO

From this graph, we can say that flow rate and space are inversely proportional. When
space is maximum, flow rate is minimum, and when flow rate is maximum, space is
minimum. For the plotting of graph, the space modulus ranges in ITO is found to vary
from 5 (m2 /p) to 69 (m2 /p).

17
 II. M.G. Marg FOB:

20 FLOW v/s SPACE

18
16
14 y = 46.266x-0.834
Flow(p/min/m)

12 R² = 0.8844
10
8
6
4
2
0
0 2 4 6 8 10 12 14 16 18
Space(m2/p)

Fig 6.3.13: Flow-Space Relationship-M.G. Marg

From this graph, we can say that flow rate and space are inversely proportional. When space
is maximum, flow rate is minimum, and when flow rate is maximum, space is minimum. For
the plotting of graph, the space modulus ranges in M.G Marg is found to vary from 3 (m2/p)
to 16 (m2/p).

III. Maharani Bagh FOB:

16 FLOW v/s SPACE

14
12
y = 63.844x-0.932
Flow(p/min/m)

10
R² = 0.9276
8
6
4
2
0
0 5 10 15 20 25 30 35
Space(m2/p)

Fig 6.3.14: Flow-Space Relationship-Maharani Bagh

From this graph, we can say that flow rate and space are inversely proportional. When space
is maximum, flow rate is minimum, and when flow rate is maximum, space is minimum. For
the plotting of graph, the space modulus ranges in Maharani Bagh is found to vary from 6
m2/p to 33 m2 /p.

18
IV. Tin Factory FOB:

25 FLOW v/s SPACE

20
Flow(p/min/m)

15 y = 62.42x-0.93
R² = 0.9464

10

0
0 5 10 15 20 25 30 35
Space(m2/p)

Fig 6.3.15: Flow-Space Relationship-Tin Factory

From this graph, we can say that flow rate and space are inversely proportional. When space
is maximum, flow rate is minimum, and when flow rate is maximum, space is minimum
(m2/p).

e) Speed-space relationship:

When space is increased then pedestrian, have more clear area to cover smoothly or without
any type of obstruction and for this reason pedestrian have a tendency to travel with more
speed. So we can say that if space is increase then speed is also increase.

19
 I. ITO FOB:

120 SPEED v/s SPACE

100

80
Speed(m/min)

60
y = 0.1042x + 74.956
40 R² = 0.025

20

0
0 10 20 30 40 50 60 70 80
Space(m2/p)

Fig 6.3.16: Speed-Space Relationship-ITO

From the trendline, we can say that, if space increases, then speed is also found to increase or
has a probability to increase. The Space modulus ranges in the region ITO is found to vary
from 5 m2 /p to 70 m2 /p.

II. M.G. Marg FOB:

90 SPEED v/s SPACE

80
70
60
Speed(m/min)

50
40 y = 1.2416x + 55.06
30 R² = 0.1986
20
10
0
0 2 4 6 8 10 12 14 16 18
Space(m2/p)

Fig 6.3.17: Speed-Space Relationship-M.G. Marg

From the trend line, we can say that, if space increases, then speed is also found to increase or
has a probability to increase. The Space modulus ranges in the region M.G Marg is found to
vary from 3 m2 /p to 16 m2 /p.

20
III. Maharani Bagh FOB:

140
SPEED v/s SPACE
120

100
Speed(m/min)

80

60

40 y = -0.4196x + 79.232
R² = 0.0345
20

0
0 5 10 15 20 25 30 35
Space(m2/p)

Fig 6.3.18: Speed-Space Relationship-Maharani Bagh

From the trend line, we can say that, if space increases, then speed is also found to increase or
has a probability to increase. The Space modulus ranges in the region Maharani Bagh is found
to vary from 5 m2 /p to 32 m2 /p.

IV. Tin Factory FOB:

100
SPEED v/s SPACE
90
80
70
Speed(m/min)

60
50 y = 0.3579x + 69.485
40 R² = 0.0506
30
20
10
0
0 5 10 15 20 25 30 35
Space(m2/p)

Fig 6.3.19: Speed-Space Relationship-Tin Factory

From the trendline, we can say that, if space increases, then speed is also found to increase or
has a probability to increase. The Space modulus ranges in the region Tin Factory is found to
vary from 4 m2 /p to 29 m2 /p.

21
 CHAPTER-7

QUESTIONNAIRE SURVEY

A questionnaire survey was carried out at Maligaon FOB with the objective to study the
various pedestrian flow characteristics and their behavior. Respondents were asked to rank the
attributes based on their perception. Valuable information are obtained from the survey data
regarding respondents’ perception on Maligaon FOB.

Fig 7.1: Maligaon Foot Over Bridge

22
 CHAPTER-8
CONCLUSION

The following conclusions could be made after the data were collected and analysed at four
different sites.

 With the increase in flow, speed of pedestrians’ speed falls due to closer interaction
among pedestrians.

 The speed-density characteristics shows that as density increases, pedestrian speed

declines.

 The plotted graph between speed and space module shows a polynomial relationship.
As the space module increases, the average speed increases upto a certain value and
thereafter it remains constant.

 Flow-Space graph shows that as the space increases, the number of pedestrian
decreases which results in decreased flow.

 The study of walking speed shows that age 23-45(Group C) pedestrians walk fastest
and age 0-12(Group A) pedestrians walk slowest.

23
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