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Effect of Gradient on Pedestrian Flow

Characteristics Under Mixed Flow Conditions

Article in Transportation Research Procedia · December 2017

DOI: 10.1016/j.trpro.2017.05.485

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 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

World Conference on ScienceDirect
Transport Research -- WCTR 2016 Shanghai. 10-15 July 2016
World
World Conference
Conference on on Transport
Transport FlowResearch
ResearchConditions
- WCTR
WCTR 2016 2016 Shanghai.
Shanghai. 10-15 10-15 July
July 2016
2016
World Conference on Transport
Transportation ResearchResearch
Procedia 25C-(2017)
WCTR 2016 Shanghai. 10-15 July 2016
4724–4736
Effect
Effect of
of Gradient
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onGupta*
Pedestrian
Pedestrian
a
, Bhupendra
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Characteristics
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b
, Nitin Pundirb Under
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2016 Shanghai. 10-15 Under Mixed
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2016 Shanghai. Under
10-15 July Mixed
2016
World Conference on Transport FlowResearchConditions
- WCTR 2016 Shanghai. 10-15 July 2016
a
Assistant Professor, Civil Engineering Department, IIT (BHU), Varanasi – 221005, INDIA
Flow Conditions
b
Former Post Graduate Student, Civil Engineering Department, NIT Hamirpur – 177005, INDIA
Effect
Effect of
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Ankit
on
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Gupta* a
a, Bhupendra
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Characteristics
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b, Nitin Pundirb
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Gupta* a
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Ankit
Assistant Gupta*
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Civil Engineering
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IIT (BHU), VaranasiPundir
– 221005, INDIA
Flow Conditions
a
Assistant Professor, Civil Engineering
b Department, IIT (BHU), Varanasi – 221005, INDIA
Former PostProfessor,
Assistant Graduate Civil
b
a Student, Civil Engineering
Engineering Department,
Department, NITVaranasi
IIT (BHU), Hamirpur – 177005,
– 221005, INDIA
INDIA
Former Post Graduate Student, Civil Engineering Department, NIT Hamirpur – 177005, INDIA
a
b
Assistant
Former PostProfessor,
Graduate Civil a Civil Engineering
Engineering
Student, Department, b NITVaranasi
IIT (BHU),
Department, Hamirpur– 221005,bINDIA
– 177005, INDIA
Ankit Gupta* , Bhupendra Singh , Nitin Pundir
Former Post Graduate Student,aa Civil Engineering Department,b b INDIA
Ankit
Ankit Gupta*
Gupta* ,, Bhupendra
Bhupendra Singh
Singh ,, Nitin
Nitin Pundir
b
Abstract b NIT Hamirpur – 177005,
b
a
Pundir
a
Assistant Professor, Civil Engineering Department, IIT (BHU), Varanasi – 221005, INDIA
Assistant
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Present study is based
b
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INDIA area of Dharamshala.
bFormer Post Graduate Student, Civil Engineering Department, NIT Hamirpur – 177005, INDIA
With the help of videographic Former Post survey
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Hamirpur were extracted. Age, sex
– 177005, INDIA
Abstract
and baggage conditions of pedestrians were also assessed with the help of captured videos. Relationships between
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 Ankit Gupta et al. / Transportation Research Procedia 25C (2017) 4724–4736 4725

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
Out of these ten cities Gangtok
Figure
Figure
and Walking
1: Percentage
1: Percentage
ShimlaShare
are the
Out cities
of TotalinTrips
hilly gradient
Made and
in Indian when we compare percentage
Cities
Out of these ten cities Gangtok and Walking
ShimlaShare Out cities
are the of TotalinTrips
hillyMade in Indian
gradient andCities
when we compare percentage
share of these two Figure
cities1:with
Percentage
other Walking Share Out of Total
cities with Trips Made
plain in Indian
terrain, itCities
walking Out of these ten cities Gangtok and Shimla are the cities in hilly gradient and when we compare percentage
metropolitan is almost double. As compared
walking shareOut of ofthese
theseten two cities
cities with other
Gangtok and metropolitan
Shimla are the cities
cities with plaingradient
in hilly terrain, and
it iswhen
almost double. Aspercentage
compared
to cities with
walking share
Out of plain topography,
ofthese
these ten two cities
cities pedestrian
with other
Gangtok andof metropolitan
hilly cities
Shimla have
are the to face
cities
cities with additional
plaingradient
in hilly difficulties
terrain, it iswhen
and almostaswe
wemildcompare
double.to steep
compare gradients
Aspercentage
compared
to cities
walking with
Out
share plain
ofof topography,
these
these ten twocities
citiespedestrian
Gangtok
with and
otherof hilly
Shimla cities
metropolitanare have
the to
cities
cities face
in
with additional
hilly
plain gradientdifficulties
terrain, and
it is when
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compare
double. steep
As gradients
percentage
compared
in
to hilly
cities
walking cities
with requires
shareplainof these extra
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two cities to
with climb
pedestrian other uphill
ofuphill and
hilly cities
metropolitan requires
have caution
to caution
cities face in
with additional
plain coming downhill.
difficulties
terrain, it is almost Adding
as Adding
mild
double. to
to to this
steep
As in India
gradients
compared
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share
with requires
of
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pedestrian otherof hilly and
metropolitan
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cities
have to with
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steep in India
compared
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pedestrians
in
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cities of
withofplainhilly
requirescitiesextra
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and
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face additional and they
downhill.
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pedestrians
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in cities
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cities hilly
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and have
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Adding travel
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lesser
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pedestrians
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of compared
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climb uphillprovided
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and to pedestrians
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and plain topography.
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Adding on roads
to this in Indiaof
lesser
in hilly
pedestrians cities as compared
requires extrato effort to facilities
climb uphillprovided
and to pedestrians
requires caution in coming with plain
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lesser widthof
pedestrians ashilly
of hilly
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compared are rarelyand
cities areroads
provided
facilities
rarely provided
with exclusive
provided
with exclusive
pedestrian of
to pedestrians facilities
pedestrian facilities
and plain
cities with they have
and they have
to travel on roads of
topography.
to travel on roads of
pedestrians
lesser width Most of
ashilly thecities
compared areroads
to rarelyand provided
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provided pedestrian
to pedestrians facilities
of cities and plain
with they have withto exclusive
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lesser width Most as of
compared
of
research
the research to roads work
andin
work
the field
infacilities
the field providedpedestrian is focused
to pedestrians
of pedestrian is focused
on plain
of cities with terrain
on plain plain topography.
terrain with exclusive walking
walking
lesser width
facilities Most as compared
like sidewalks, to roads
crosswalks, and facilities
skywalks, provided to pedestrians of cities with plain topography.
facilities Most of the research
like sidewalks, work in
crosswalks, the fieldstairs
skywalks, stairs
and transport
of pedestrian
and transport
terminals
is focused
terminals on where
where
they were
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they were withnot affectedwalking
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not
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by any
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is the
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there the of
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crosswalks,
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IRC-103: is
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1988in[4], terminals on plain
where
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forthey with
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obstruction
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are designed likeor traffic.
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based India,
onInIndian there
crosswalks,
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Congress of
skywalks, pedestrian
stairs
code and
IRC-103: transport
1988in[4], hilly cities
terminals of
where
“Guidelines the
for country.
they were
Pedestrian not present
affected by any
facilities
obstruction
lacks in likeor sidewalks,
detailingtraffic.
any crosswalks,
India,
exclusive there isskywalks,
lack of
recommendations stairs
pedestrian andfacilities
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designing terminals
ofhilly cities
pedestrianwhere
of the they were
country.
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it
are designed
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lacks in orbased
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exclusive there Congress
is lack of code
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pedestrianfor 1988in[4],
facilities
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1988 in hilly
[4], cities of the
“Guidelinesfacilities country.
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and it
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“Guidelinesfor
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[4], in hillyfacilities
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exclusive
a need
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to
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Congress
study
tradition
pedestrian
offorignoring
code flow
IRC-103: 1988
designing recommendations
characteristics [4],
of “Guidelines
pedestrian
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any follows
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recommendations offorignoring
designing recommendations
of pedestrian for pedestrian
facilities in hilly facilities
regions. in hilly
Latest
lacks
revision
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to
pedestrian this there
detailing anyisfollows
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same pedestrian
recommendations
tradition flow
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designing
ignoring in hilly regions
–ofpedestrian
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recommendations and the
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for pedestrian effect
andhilly
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regions.
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hilly
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revision
the to thisflow
Hence,
pedestrian codecharacteristics
there
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a need the
characteristics
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to study
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which
considers
pedestrian
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considers of the
flow vehicle
characteristics
ignoring
the vehicle recommendations
– pedestrian
interaction
in hilly regions and the
for pedestrian
interaction and
analyze
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analyze
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the pedestrian there is a need to study pedestrian flow characteristics in hilly regions and the effect of gradient on
vehicular
the pedestrian trafficflow
flow
characteristics
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which considers the vehicle – pedestrian interaction and analyze effects of
flow characteristics.
which considers the vehicle – pedestrian interaction and analyze effects of
the pedestrian
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pedestrianaims flow whichthe considers
characteristics.
to quantify effect ofthe vehicle
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and compute of
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pedestrian flow
aims flow characteristics.
to quantify the effect of gradient on pedestrian flow characteristics and compute the
vehicular
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Service characteristics.
Hence
Pedestrianthe current
Level of study
Serviceaims (LOS)
to quantify
(LOS)
as per
as per the Indian
effect of
Indian
standards.
gradient This
standards. This
study also
on pedestrian
study also flowenlightens the need
characteristics
enlightens the need and of providing
compute
of providingthe
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exclusive
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deficiency gradient
in
standards. on
facilities
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provided
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alsoto the characteristics
pedestrians
enlightens the in
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of regions.
providingthe
In
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exclusive the current study aims to quantify the effect of gradient on pedestrian flow characteristics and compute the
Hence
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the thepedestrians
present current
Level
study of
three
facilities
study
Service
locations
and
aims (LOS)
to to cater
quantify
from as perany
the
Central
deficiency
effect
Indian of in facilities
gradient
standards.
Business District on(CBD)
This provided
pedestrian
study also
area
to enlightens
flow
of
thecharacteristics
pedestrians
Dharamshala the inand
need hilly
(Himachal of regions.
compute
providing In
the
Pradesh,
exclusive
Pedestrian
the present pedestrians
Level
study of
threefacilities
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locations andfrom
(LOS) to cater perany
asCentral deficiency
Indian in facilities
standards.
Business District This(CBD) provided
study also
area to enlightens
of the pedestrians
Dharamshala in hilly
the (Himachal
need of regions.
providing
Pradesh, In
Pedestrian
exclusive
India) were Level
pedestrians
selectedof Service
facilities
and (LOS)
andfrom
videography as
to cater per Indian
any deficiency
surveys standards.
inmeter
on the 4District This
facilities study
stretchprovidedalso
of test enlightens
to sections
the pedestrians the
during need
inpeak of providing
hillyhours
regions.wereIn
the present
exclusive
India) were study
pedestrians
selectedthree and locations
facilities and
videography to Central
cater any
surveys Business
deficiency in
on the 4District (CBD)
facilities area
provided of
to Dharamshala
the pedestrians (Himachal
in hilly Pradesh,
regions. In
exclusive
the present
performed. pedestrians
study
Videos threefacilities
from locations
the andfrom
selected to locations
cater any deficiency
Central Business
were analyzedinmeterto
stretch
facilities
(CBD)
find out
of test
provided
area to sections
of
walking the
Dharamshala
speed
during
pedestrians
and inpeak
hilly
(Himachal
volume of
hours
regions.were
Pradesh,
pedestrians In
India)
the
performed.wereVideos
present selected
study three
fromand thevideography
locations from
selected surveyswere
Central
locations on the
Business 4District
analyzed meter stretch
(CBD)
to find of
area
out area test
of sections
walking Dharamshala
speed and during peakof hours
(Himachal
volume were
Pradesh,
pedestrians
the present
India)
uphill and study
weredownhill
selectedthree and
side. locations
Based from
videography
on the Central
surveyswere
collected Business
on the
data, 4District
modelsmeter were(CBD)
stretch of
developed. of Pedestrian
test Dharamshala
sections during
LOS (Himachal
peak
was Pradesh,
hours
derived were
from
performed.
India)
uphill were
and Videos
selected
downhill fromand
side. the selected
videography
Based on the locations
surveys
collected on analyzed
the
data, 4
modelsmeterto find
werestretchout walking
of
developed.test speed
sections
Pedestrian and volume
during
LOS peak
was of pedestrians
hours
derived were
from
India)
performed.
standards were laidselected
Videos
down from
byand the
IRC videography
selected
103:2012 surveys
locations
[5]. Based on
wereon the 4derived
analyzed
the meterto stretch
find out
pedestrians of test
walking
LOS sections
speed
and during
and volume
literature, peakof hours were
pedestrians
recommendations
uphill andlaid
performed.
standards downhill
Videos
down side.
from
by IRC Based
the on the
selected
103:2012 collected
locations
[5]. Based weredata,
on models
analyzed
the derivedtowere
find developed.
out walking
pedestrians LOS Pedestrian
speed
and andLOSvolume
literature, was ofderived from
pedestrians
recommendations
performed.
uphill
are made andto Videos
downhill
improve from
side.
the the selected
Based
pedestrian locations
onfacilities
the[5].
collected were
in hilly analyzed
data, models
regions. to find
were out walking
developed. speed
Pedestrian and volume
LOS was of pedestrians
derived from
standards
uphill
are made and laid down
downhill by
side. IRC 103:2012
Based on the Based
collected on
data,the derived
models werepedestrians
developed. LOS and
Pedestrian literature,
LOS recommendations
was derived from
uphill
standardsandto improve
downhill
laid the
down side.
by IRC pedestrian
Based onfacilities
103:2012 the[5]. in hilly
collected
Based onregions.
data,themodels
derived were developed.
pedestrians LOS Pedestrian LOS was
and literature, derived from
recommendations
are made to
standards improve
laid down the by IRC pedestrian
103:2012 facilities in hillyon
[5]. Based regions.
the derived pedestrians LOS and literature, recommendations
standards laid
are made to improve
2. down by IRC 103:2012 [5]. Based
the pedestrian facilities in hilly regions. on the derived pedestrians LOS and literature, recommendations
areLiterature
2. made to improve
Literature
reviewthe pedestrian facilities in hilly regions.
reviewthe pedestrian
are made to improve
2. Literature review facilities in hilly regions.
2. Literature
Most of thereview review
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
Sarkarof ofbelow:
the Janardhan
and present studies are based onpedestrian
[6] conducted the plainbehavioural
terrain cities. Some ofinter-modal
the research work terminal
conducted are
discussed
Most
Sarkar the
and present studies
Janardhan are based aaonpedestrian
[6]Speed,
conducted the plainbehavioural
terrain cities. study
studySomeat anof
at an the research
inter-modal
transfer
work terminal
transfer conducted in the
are
in the
Most
discussed
Calcutta
Sarkar of the
below:
Metropolitan present
and Janardhan studies
district. are
[6]Speed, based
conducted on
density, the
flow
a pedestrian plain
and terrain
space
behavioural cities.
relationshipsSome
study at an of
were the research
developed.
inter-modal work
Speed
transfer conducted
density
terminal modelare
in the
discussed
Calcutta below:
Metropolitan
discussed
wasSarkar
found
Calcutta
Sarkar
below:
and
Metropolitan
and lineardistrict.
Janardhan
to beJanardhan and [6]
district.[6]
other conducted
Speed,
conducted
density,
followed
density,
a
flow and
aquadratic
pedestrian
flow
pedestrian and
space relationships
behavioural
relationship.
space
behavioural
study
The
relationships
study mean
at
were
at an
anwalking
were
developed.
inter-modal Speed terminal
transfer
speedtransfer
developed.
inter-modal varied
Speed
density model
between
density
terminal
in the
50.55
model
in the
was
m/min found
Sarkar
Calcutta to to bem/min
and
Metropolitan
87.51 lineardistrict.
Janardhan andthe
and other
[6] followed
conducted
Speed,
maximum a
density,
flowquadratic
pedestrian
flow
rate was relationship.
and behavioural
space
found to The
study
relationships
be 92 mean
at
m/min. anwalking
wereinter-modal
The speedtransfer
developed.
jam density varied
Speed
was between
terminal
density
found to 50.55
in
model
be the
4.17
was found
Calcutta
m/min to be lineardistrict.
Metropolitan
2 to Metropolitan
87.51 and other followed
Speed, density,quadratic
flow and relationship. The
space relationships meanwerewalking speed varied
developed. Speed between
density 50.55
model
Calcutta
was
ped/m
m/min found
2.to 87.51
to bem/min
m/min
and
andthe
lineardistrict.
and the
maximum
otherSpeed,
followed
maximum
flow
density,
flow
rate
flowwas
quadratic
rate wasand found
spaceto
relationship.
found to
be The
be
92 m/min.
relationships
92 meanwere
m/min.
The
walking
The
jam
jam
density
developed. was found
Speed
speed varied
density was between
found
to bemodel
density
to be
4.17
50.55
4.17
was
ped/m found
. to be linear and other followed quadratic relationship. The mean walking speed varied between 50.55
was
m/min found
2 to 87.51
Chattaraj
ped/m . to be linear
m/min
etm/min
al. [7]and and
and other
the
didthe followed
maximumbehaviour
a pedestrian quadratic
flow rate was relationship.
found to be
comparative study The mean
92 m/min. walking
The jam
on the Indian and speed
density
German varied between
waspedestrians 50.55
found to bein4.17 the
m/min to
Chattaraj
2 87.51 etm/min
al. [7]and didthe maximum
a pedestrian flow
behaviourrate was found
comparative to be
study 92 m/min. The
on the Indian jamand density
German was found
pedestriansto be 4.17
in4.17
the
m/min
ped/m
similar 2.to
Chattaraj 87.51
experimental
et al. [7]conditions. maximum
Speed
did a pedestrian of flow
Indian
behaviourrate was found
pedestrians
comparative to
was be
found
study 92 m/min.
to
on be
the The
less jam
dependent
Indian density
and German on was found
density as
pedestriansto be
compared
in the
ped/m
similar 2.experimental conditions. Speed of Indian pedestrians was found to be less dependent on density as compared
ped/m .
to Chattaraj et al. [7] did a pedestrian
It wasofbehaviour comparative
speedexperimental
similar
to Chattaraj
of German
speedexperimental et al. [7]
of German
pedestrian.
conditions. Speed
did a pedestrian
pedestrian.
found
Indianthat
It wasofbehaviour
found that comparative wasstudy
the unordered
pedestrians
the unordered found
study
on
to the
behaviour
on
behaviourthe
Indian
Indiantheand
of dependent
be less theand
of dependent
German
Indian on
German
Indian
pedestrians
pedestrians
density as was
pedestrians
pedestrians
in
compared
was in
the
more
the
more
Chattaraj
similar et al. [7] did a pedestrian
conditions. Speed behaviour
Indian comparative
pedestrians was study
found on
to the
be Indian
less and German
on pedestrians
density as in
compared the
to speedexperimental
similar of German conditions.
pedestrian.Speed It wasoffoundIndianthat the unordered
pedestrians was found behaviour of dependent
to be less the Indianon pedestrians
density as was more
compared
similar experimental conditions. Speed of Indian pedestrians was found
to speed of German pedestrian. It was found that the unordered behaviour of the Indian pedestrians was more to be less dependent on density as compared
4726 Ankit Gupta et al. / Transportation Research Procedia 25C (2017) 4724–4736

effective than the ordered behaviour of the German pedestrians. The speed-density relationship was found to be non-
linear 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 flow-
space (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

Carriageway Width Exclusive
Location ID Location Gradient (%)
(m) Facilities
BSD Bus Stand, Dharamshala 7 3

MRD Meera Restaurant, Dharamshala 7.5 4 No

AHD Asian Hotel, Dharamshala 3 9

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 25C (2017) 4724–4736 4727

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)
Young adults (16 to 25 years)
Age
Elder adults (26 to 50 years)
Elders (51 years & above)

Male
Gender
Female

With baggage
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.
4728 Ankit Gupta et al. / Transportation Research Procedia 25C (2017) 4724–4736

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

0-15 16-25 26-50 51 years & With Without

Male Female
years years years Above Baggage 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 Pedestrians

0-15 16-25 26-50 51 years and With Without

Male Female
years years years Above Baggage Baggage
Mean Walking Speed
61.22 54.82 56.76 62.78 60.44 49.88 57.50 60.65
(m/min)
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 25C (2017) 4724–4736 4729

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 Pedestrians

0-15 16-25 26-50 51 Years and With Without

Male Female
Years Years Years Above Baggage Baggage
Mean Walking Speed
71.74 65.27 68.59 74.55 70.64 56.92 67.44 71.85
(m/min)
High 120.0 98.12 87.88 96.00 120.0 84.93 104.35 120.00
Range (m/min)
Low 29.50 29.41 43.64 58.17 29.41 29.50 29.50 29.41
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

 4730

Table 6: Results of Study at BSD (Gradient = 3%)

UPHILL DOWNHILL
Characteristics Pedestrians 7. Pedestrians
Male Female 0-15 16-25 26-50 51 years & With Without Male Female 0-15 16-25 26-50 51 years & With Without
years years years Above Baggage Baggage years years years Above Baggage Baggage
Mean Walking 61.69 54.33 44.72 57.42 61.42 50.51 57.16 61.45 72.44 67.64 76.87 72.51 72.48 53.94 68.24 74.58
Speed (m/min)
Range(m/ High 92.27 79.08 52.03 79.08 92.27 80.54 86.15 92.27 108.25 88.53 76.87 88.53 108.25 84.93 87.75 108.25
min) Low 36.36 25.36 36.36 42.02 38.23 25.36 28.45 25.36 29.50 30.00 76.87 58.17 56.94 29.50 29.50 38.46
8. Std. Deviation 12.02 10.08 6.60 12.38 11.43 9.99 11.21 12.21 10.87 9.76 0.00 7.67 9.24 14.64 9.35 11.37

Table 7: Results of Study at MRD (Gradient = 4%)

UPHILL DOWNHILL
Characteristics Pedestrians Pedestrians
Male Female 0-15 16-25 26-50 51 years & With Without Male Female 0-15 16-25 26-50 51 years & With Without
years years years Above Baggage Baggage years years years Above Baggage Baggage
Mean Walking 62.92 57.66 61.89 64.40 61.77 53.32 60.58 61.63 70.11 63.14 69.44 79.98 67.66 54.61 66.07 69.14
Speed (m/min)
Range(m/ High 96.00 93.64 76.19 92.31 96.00 77.80 93.64 96.00 100.00 96.00 87.88 96.00 100.00 71.39 96.00 100.00
min) Low 33.33 35.51 40.00 51.68 40.00 33.33 33.33 35.51 30.00 29.41 43.64 64.33 29.41 38.71 37.50 29.41
Std. Deviation 10.80 11.08 10.40 11.36 10.91 11.30 10.78 11.51 12.22 10.38 12.25 10.08 11.76 8.94 11.53 12.39

Table 8: Results of Study at AHD (Gradient = 9%)

UPHILL DOWNHILL
Characteristics Pedestrians Pedestrians
Male Female 0-15 16-25 26-50 51 years & With Without Male Female 0-15 16-25 26-50 51 years & With Without
years years years Above Baggage Baggage years years years Above Baggage Baggage
Mean Walking 58.23 51.41 48.03 66.19 57.36 45.00 53.91 58.00 72.85 66.04 65.60 74.08 72.06 60.60 68.33 72.45
Speed (m/min)
Range(m/ High 96.00 80.92 63.19 84.87 96.00 61.30 80.92 96.00 120.00 98.12 75.00 92.31 120.00 80.00 104.35 120.00
min) Low 30.29 31.37 39.97 44.38 30.29 31.37 30.29 34.29 40.68 40.00 50.00 61.97 40.00 40.68 40.00 40.68
Std. Deviation 12.40 10.08 6.14 12.42 11.72 8.05 11.17 12.69 14.15 10.94 7.87 7.90 13.72 10.71 12.20 14.28
Ankit Gupta et al. / Transportation Research Procedia 25C (2017) 4724–4736
 Ankit Gupta et al. / Transportation Research Procedia 25C (2017) 4724–4736 4731

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 MRD AHD All Three Locations

Gradient (%) 3 4 9 -
Uphill 59.53 61.13 55.91 59.14
Mean Walking Speed (m/min)
Downhill 73.14 67.65 70.78 69.73
Difference in Speeds (%) 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.
4732 Ankit Gupta et al. / Transportation Research Procedia 25C (2017) 4724–4736
Gupta, et al. (2016)/ Transportation Research Procedia 00 (2017) 000–000 9

Table 10: Mean Walking Speed at All Three Locations

Characteristics Uphill Downhill Total

Mean Walking Speed (m/min) 59.14 69.73 64.16
High 96.00 120.00 120.00
Range (m/min)
Low 25.36 29.41 25.36
Standard Deviation 11.88 12.23 13.15
Sample Size 1418 1275 2693

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 flow-
area 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 Relation Model Equation R2 Value

Speed-density u = 62.5 - 19.73k 0.62

Flow-density q = 62.5k - 19.73k 2 0.97

Uphill Flow-speed q = 3.17u - 0.05u 2 0.52

62.5 19.73
Flow-space q= - 0.70
M M2
BSD
Speed-density u = 73.43 - 21.32k 0.77

Flow-density q = 73.43k - 21.32k 2 0.98

Downhill
Flow-speed q = 3.44u - 0.05u 2 0.49

73.43 21.32
Flow-space q= - 0.88
M M2
Speed-density u = 64.6 - 17.46k 0.61

MRD Uphill
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 25C (2017) 4724–4736 4733
10 Author name / Transportation Research Procedia00 (2017) 000–000

64.6 17.46
Flow-space q= - 0.48
M M2
Speed-density u = 70.5 - 22k 0.64

Flow-density q = 70.5k - 22k 2 0.94

Downhill Flow-speed q = 3.2u - 0.05u 2 0.61

70.5 22
Flow-space q= - 0.55
M M2
Speed-density u = 58.84 - 15.4k 0.64

Flow-density q = 58.84k - 15.4k 2 0.97

Uphill Flow-speed q = 3.82u - 0.06u 2 0.51

58.84 15.4
Flow-space q= - 0.89
M M2
AHD
Speed-density u = 71 - 21.62k 0.58

Flow-density q = 71k - 21.62k 2 0.96

Downhill
Flow-speed q = 3.29u - 0.05u 2 0.59

71 21.62
Flow-space q= - 0.81
M M2

Pedestrian flow characteristics calculated with the help of developed relationships at all three locations are
presented in Table 12.

Table 12: Pedestrian Flow Characteristics

Area Module,
Free-Flow Jam Density Maximum Flow Rate(qmax),
Location ID Direction 2 m2/ped.
Speed(uf),m/min (kj), ped/m ped/m/min
(at qmax)
Uphill 66.5 3.13 50.21 0.66
BSD
Downhill 74.43 3.46 62.72 0.59
Uphill 64.6 3.63 60.93 0.53
MRD
Downhill 71.62 3.25 54.33 0.66
Uphill 60.84 3.94 57.63 0.53
AHD
Downhill 72.22 3.29 61.44 0.59

The pedestrian LOS standards given by IRC 103:2012 [3] are given in Table 13.
4734 Ankit Gupta et al. / Transportation Research Procedia 25C (2017) 4724–4736
Gupta, et al. (2016)/ Transportation Research Procedia 00 (2017) 000–000 11

Table 13: IRC 103:2012 Standards for Pedestrian LOS

LOS Characteristics

Pedestrian Space (m²/p) Flow Rate (p/min/m)

A > 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

Traffic R2 Value
Study Area Gradient Direction Speed-Density Relation
condition
Mixed Traffic Uphill u = 62.50 - 19.73k 0.62
3%
Downhill u = 73.43 - 21.32k 0.77
Mixed Traffic Uphill u = 64.6 - 17.46k 0.61
Himachal, India 4%
Downhill u = 70.5 - 22k 0.64

Mixed Traffic Uphill u = 58.84 - 15.4k 0.64

9%
Downhill u = 71 - 21.62k 0.58
Mixed Traffic Up u = 82.52 - 31.85k 0.74
Roorkee, India Flat gradient
Down u = 81.07 - 31.75k 0.78

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 25C (2017) 4724–4736 4735
12 Author name / Transportation Research Procedia00 (2017) 000–000

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.

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