Submitted by K .JYOTIBASU (311719251018)
In partial fulfillment for the award of the degree of BACHELOR OFARCHITECTURE
MOHAMED SATHAKAJACADEMY OFARCHITECTURE, CHENNAI - 603103
Affiliated to ANNAUNIVERSITY CHENNAI - 600025
MAY 2023
Approved by Council of Architecture & affiliated to Anna University, Chennai 34, Old Mahabalipuram Road, IT Highway, Egattur, Chennai 603103
This is to certify that this dissertation Report is the bonafide work of “K.JYOTIBASU (Reg.no. 311719251018) “ who carried out the dissertation entitled “PERCEPTION OF PEDESTRIANS IN SUBWAY” under our guidance from February 2023 to May 2023.
Sathish Kumar T INTERNAL GUIDE HOD / INTERNAL GUIDE EXTERNAL EXAMINER Shinola Prof. Mohammed Idris Prof. Dr Ranee Vedamuthu PRINCIPAL DIRECTOR Ar.Angelin Prof.I would like to express my deepest gratitude to my dissertation advisors Prof. Sathish Kumar T, Head of Department and Ar. Angelin Shinola S, Assistant Professor, for their unwavering support, guidance, and encouragement throughout this research project. Their invaluable feedback, insightful comments, and patient guidance have been instrumental in shaping this dissertation.
I would also like to thank the faculty and staff at MSAJAA, for providing me with a stimulating and supportive academic environment. I am grateful to the library staff for their assistance in obtaining the resources I needed.
My sincere thanks also go to my friends Nirmal , Harihara sudhan and Narendra who have been a constant source of support and encouragement throughout my academic journey Their unwavering love, understanding, and encouragement have been the backbone of this dissertation
Finally, I would like to acknowledge the participants who generously gave their time and energy to participate in this research. Without their participation and cooperation, this would not have been possible.
Thank you all for your contributions and support.
~ K JYOTI BASUI am K.JYOTIBASU (Reg.No. 311719251701) hereby declare that the dissertation report entitled “PERCEPTION OF PEDESTRIANS IN SUBWAY” done by me under the guidance of Prof. Sathish Kumar T and Ar. Angelin Shinola (internal) at Mohamed Sathak A J Academy of Architecture, Chennai is submitted in partial fulfilment of the requirements for the award of Bachelor of Architecture degree, Anna University, Chennai-600025.
DATE:
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Numerous pedestrian interact with subway which act as multimodal transition space between various transportation hubs. Many studies examined the pedestrian behaviour in subway station but most of them focuses on spatial situation such as disasters and evacuation. This study aims to verify and analyse the pedestrian behaviour and movement by observation and space syntax theory in constructing an optimal agent based model.
At initial stage of study is to classify the pedestrian characteristics and type of spaces using data observed from the Guindy subway station It analysing different types pedestrian who uses the foot path and their different spaces they navigate such as metro station, railway station , over bridge which connect platforms in Guindy , Bus stop and depot , ticket counter, commercial areas which consist of series of retail shops at various categories
the second step involves identification and analysis of different hotspot ie.(source which causes overcrowding and act as mass transitional space. Identification factors which affects the pedestrian behaviour inside the subway and surrounding environment
Third step of study involves using depthmapx program to develop an appropriate agent based model for the station which study of individual agents such as pedestrian with their interaction with the environment The next step is to running the stimulation to determine the frequency of agent movement at each gate to determine how closely it matches with the real world.
Result of the study: is the understanding the relationship between pedestrian pattern through the entire subway and surrounding environment and analytical data from agent based model .The shortest route and vacant spaces created during overcrowding between major transit hubs and ticket counters can be used by model to explain these patterns. This concludes movement of pedestrian travel bout a station from one location to other
Pedestrian plays a major role in mass transit areas connects between two mass multimodal transition areas which connects various parts of Tamil Nadu . Suburban pedestrian subways act as an interchanging zones of commuters between transit spaces in those busy road vicinity dates back to the early 20th century when the first subway was built near the Chennai Central railway station Over the years, the city has seen the construction of several subways, which have played a crucial role in connecting various railway stations and improving transportation in the city. The construction of subways in Chennai started in the 1930s when the first subway was built near the Chennai Central railway station. This subway was built to connect the platforms of the railway station, which were located on opposite sides of a busy road.
The subway was a huge success and became a model for other subways that were built in the city later on. In the following decades, more subways were constructed in Chennai to connect various railway stations. The subways helped to ease the traffic congestion around the railway stations and provided a safer way for pedestrians to cross busy roads Some of the notable subways built in Chennai include the ones near the Chennai Egmore railway station, Tambaram railway station, and the Guindy railway station
Guindy is chosen because of its significance and strategic location It is a major transportation hub connecting Chennai city to other parts of Tamil Nadu and neighboring states. The area is located at the intersection of four major national highways, namely NH4, NH45, NH32, and NH205. Additionally, Guindy is home to the Chennai International Airport, which is the fourth busiest airport in India Therefore, any development based on transportation in Guindy will have a significant impact on the economy and social progress of the area.
The Guindy Railway Station is located on the Chennai Beach - Chengalpattu railway line and is a major railway station in Chennai. The station serves thousands of commuters and travelers every day and is an important link between Chennai and other parts of Tamil Nadu and Guindy Bus Stop is located near the Guindy Metro Station, and is a major bus terminal in Chennai. The bus stop is well-connected to other parts of the city by a network of local and long-distance buses and is a popular transit point for commuters and travelers.
Because of its strategic location rapidly pedestrian traffic was increased during working hours by various user group The connectivity between the Guindy Railway Station and the Guindy Bus Stop has made it easy for commuters and travelers to access other parts of the city. Many people who arrive in Guindy by train prefer to take a local bus or a taxi from the Guindy Bus Stop to their destination, while those who arrive by bus prefer to take a local train from the Guindy Railway Station to other parts of the city, so the subway act as an important infrastructure between transit areas.
The Guindy subway is a pedestrian underpass that connects the Guindy railway station and the bus stop in Chennai, India. It was built in the 1970s and has been serving as an important infrastructure for commuters for several decades.
The Guindy subway is used by a diverse group of people, including Pedestrians: The subway is also used by pedestrians who want to cross the busy Guindy area safely. The subway provides a convenient and safe way for people to cross the road without having to worry about traffic congestion or accidents.
Street vendors: The subway is also used by street vendors who sell a variety of items, including snacks, beverages, and other goods These vendors find the subway to be an ideal location to sell their products as it attracts many commuters and pedestrians.
Beggars and homeless people: Unfortunately, the subway is also used by beggars and homeless people who seek shelter and food While the subway provides a safe and dry place for these people to rest, it also poses a challenge for authorities who need to maintain cleanliness and order in the subway
The Guindy subway is an important infrastructure that serves a diverse group of people, including commuters, pedestrians, street vendors, and beggars. While it provides a safe and convenient way for people to cross the road and travel between the railway station and the bus stop, it also poses a challenge for authorities who need to maintain cleanliness and order in the subway.
Due to increase in pedestrian traffic pedestrian areas were encroached by street vendors and hawkers Pedestrians through subway are forced to navigate their way through the clutter, which often spills over onto the streets, creating a dangerous situation for pedestrians The situation is particularly bad at Guindy , where vendors occupy a large portion of the subway and even the stairs that lead into the subway, leaving little space for pedestrians to walk. The vendors sell a range of items, including vegetables, stationery, snacks, and toys The problem is not limited to the subway, as vendors have also encroached on the pavements outside the facility Pedestrians are forced to walk on the busy streets, exposing themselves to the risk of accidents. The vendors do not have any legal right to occupy public spaces, and their encroachment on the subways and pavements is illegal. Their presence has created congestion in the subways, making it difficult for pedestrians to use them. Moreover, the clutter created by the vendors has led to poor visibility, which increases the risk of accidents.
The perception of pedestrians towards the encroachment in the subways and pedestrian crossings would likely be negative Pedestrians are facing inconvenience due to the obstruction caused by the presence of vendors and their stalls, which restrict their movement and create congestion in the subways Most people are forced use the subway especially in Guindy because there no alternate way to cross busy the road , such as foot over bridge or pedestrian crossing is not available which increase the usage and congestion during peak hours Therefore most of the people can’t reach railway station at correct time
Aim : To study and propose an solution based on perception of pedestrian in subways between mass transit zones in Guindy
Objectives:
1. To study about psychology of pedestrians and various users using those subways in different period of time .
2. To study about encroachment of street vendors, hawkers and beggars occupied those pedestrian path and changed the character of subway
3. To propose an solution framework based those issued faced by those pedestrians by congestion and encroachment in Guindy subway
Research question : "What are the perceptions of pedestrians in subway , which becomes overcrowded during peak hours?“
Limitation : Days back to 1930s to present time there is lot of evolution of subways in chennai with modern technology to make it more covinient to various users But in most of the areas in Chennai these subways are not developed to meet present needs and congestion especially in Guindy subway which connects mass transit zones Guindy subway and pedestrian paths in nearby vicinity is chosen for study because people from bus stops , metro and railway station have no other to cross busy road rather than using the subway, so most of the time congestion is created because of over crowding and encroachment of street vendors.
Proposed methodology :
1. Detailed review of literature from newspaper articles , journals and public reports on these areas
2. Reviewing successful case studies which solves similar issues in India.
3. Qualitative and quantitative analysis of different user groups using those pedestrians.
4. Onsite interviews of commuters , hawkers , para transit drivers in near by vicinity to subway.
5. Propose an framework based on issues faced by public during peak hours
In history the concept of subway is evolved from underground service system in increase in population These idea of underground service system increased in size as equal to human scale for maintenance service . after period , as the population density increases traffic congestion increases so the underground service system transformed into underground urban infrastructure which is used as a passage way for crossing busy roads These underground passage ways becomes more successful and spread across entire world.
The demand for underground urban infrastructure evolved when ancient humans made the evolve to live in densely populated urban areas. Water pipe, drainage, and sanitary sewers are necessities in both ancient and modern cities.
Mesopotamia is the one of the earliest civilisation in human history which flourished from 4000 TO 2500BCE Vaulted sewers were built of burnt bricks and clay pipes were used for construction private homes were connected to the main sewers via bypass channels and that Babylon had large watering sewer system
In Nimrud , A vaulted, pointed-arched drainpipe was constructed using burned brick, with rectangular bricks covering the floor and the arched section of the drainpipe. The waters from the vertical stand-pipes that were utilised to discharge them into the drainpipe were fed into this bypass canal
highlighting the importance of tunnels and water networks to the growth, conquering, and survival of the ancient city of Jerusalem. The city's water infrastructure saw significant growth throughout the Middle Bronze Age, and springs were constructed inside the city walls. Jerusalem was home to the most complex water system, which included a tube that carried water from the Gihon Spring to a guarded pool. The sophisticated and magnificent water systems that were uncovered in Jerusalem during the Iron Age required extraordinary engineering talent to construct These systems supplied the city with outside water from springs or runoff.
Fig 1. Vaulted brick drain, Eshnunna. Mesopotamia 4000-2500BCE Fig 2: Aqueducts of Jerusalem 2600BCE-586BCE
More than 2,500 years ago, Etruscan kings built the Cloaca Maxima, a system of ancient tunnels beneath Rome, to direct rainfall and drain a marsh so they could regain land. It is a significant example of major public works, infrastructure projects, and a historical use of the arch in Rome. Despite its shortcomings, it was a step up from using the streets as sewage systems and latrines, which allowed Rome to grow and prosper.
With manual labour, hand tools, and a great deal of human sacrifice, the Cloaca Maxima was constructed. The workers' lives were miserable, and many of them chose to suicide to escape their difficult, demanding, and hazardous jobs The system was also employed to dispose of human and animal waste, but the ancient engineers lacked the knowledge necessary to stop sewer gas from escaping, endangering the Roman populace by causing hazardous evaporation However, the Cloaca Maxima endured for more than 2,600 years, serving its purpose and helping to define and encircle Rome
During the Cloaca Maxima era, the ancient Romans invented the concept of the Cryptoporticus, which were vaulted tunnels used for both residential and commercial purposes Often underground, these serene, shaded lanes lined the terraces or platforms that supported tall buildings They occasionally served as ambulatories and stood next to streets The Cryptoporticus tunnels were lit by tiny windows placed in the vault along one side Many of these tunnels are still in use as thoroughfares for traffic or pedestrians today.
Fig 4.Rome’s cloaca Maxima (The great sewer, as it exists today)
Fig 5 .Cross sectional views of the cloaca Maxima “The Great Sewer”, Ancient Rome
Fig 6.112 Bosra Cryptoportico
The third was the Metropolitan Railway in London, which began construction in 1853 and was completed in 1863.construction of a subterranean railway. Due to uncontrollable traffic congestion, this subterranean, a 2-1/4 mile short line railway extension of the Great Western Railway, had to be built immediately. some of the for full grade separation, the route needed to be built as both an open cut and "cut and cover" tunnel It was a main line railway operation rather than a specific fast transit route.
The Metropolitan Railway line in London is the first line of the London Underground. The railway extension was built using the "cut and cover" and "open cut" methods to provide grade separation for the Great Western Railway's extra passenger and freight access to the Thames River via downtown London The Metropolitan Railway line's design, which utilised advancements in structural engineering theory, was influenced by the Atlantic Avenue tunnel in Brooklyn and Manhattan
The British engineers employed abutment walls with elliptical forms to maximise the structure's underlying shape-strength and use fewer materials while building. The Metropolitan Railway line, which was established to enable mixed-use (passenger and freight) transit, services.
The "deep tubes" built for the London subterranean in 1886 using the Greathead Shield were a significant development in subterranean construction. The shield was a cylinder with steel blades that hydraulic rams drove into the earth to facilitate the excavation of a railway tunnel without using the "cut and cover" method The City & South London Railway, which used this technology, was the first deep-level subterranean passenger railway in the world as well as the first urban electric traction railway in England This opened the way for the construction of urban rail networks in cities all over the world in the late 19th and early 20th century.
Tower Subway - Part of the Secret London series (historic-uk.com)
the concept of subway was became popular during late 19 century . from london it spreads all over the world to increase the safety and covinience of the pedestrians to cross busy roads and vehicular congestion . the concept of pedestrian subways in india can be traced back to early 1900s Cities with growing population with increase in traffic iin roads was causing lot of traffic congestion which causes lot of pedestrian problems in order to address this issue brithish administration started to building pedestrian subways to provide safe pedestrian envirorment.
First pedestrian was contructed 1930 during british colonial era in busy crossroads of crawford market and chatrapathi shivaji terminus trian station, mumbai at the same time in 1932 pedestrian subway was built in chennai near the intersectiojn of anna salai and mount road .the concept of subways swiftly caught ton in other in Indian citeis .
At the intersection of Chowringhee Road and Hare Street, Kolkata built its first pedestrian subway in 1934, following Mumbai's lead Many additional pedestrian subways, some of which were art deco-inspired, were constructed in Kolkata during the next few decades.
Both the car lane users and the pedestrian (including cycists wherever segregated facility is provided) need to have a change in level. The surface of the road is raised (+1.5 m) using a ramp of 1:30 and the pedestrian paths (cycle tracks, wherever provided) are lowered using ramps of slope1:20 with landing at appropriate intervals to equally achieve a clear minimum height of 2.75 m (-1.5 m).
The advantage of such subways is that the walking length of a pedestrian is not increased to that extent that discourages her/him from using it. Fig. 32 shows a typical sections of subway
Full subways: Pedestrian paths are lowered to a depth where a clear height02 75 m minimum can be achieved using 1:20 slope ramps with appropriate landings. The car lanes encounter no level change and maintain the same level Small shop may be included in the planning of subway which may provide a sense of safety to the pedestrian traffic during night time This will also help maintain the subway
Even cost of construction and maintenance of subway may be recovered by allowing shops to operate in the subways. Subway with 40 m length should be provided with forced ventilation facies in busy areas. While planning and designing the subway, an attempt should be made to ensure natural lighting and ventilation as much as possible.
In general, escalators are not thought to be a suitable solution for universal mobility. Except in the case of a subway, approaches to footbridges and subways should include ramps, elevators, inclinators, and steps. The widths should be as wide as they may be. According to section 6.8, footbridge ramps with a slope of 5% (1 in 20) and suitable resting areas/landings are preferred.
In the underground, a handrail should be installed between 760 and 900 millimeters above the ground. To help those who are visually impaired, 300 mm before and after, or at the top and bottom of the flight of steps, should be supplied with tactile paving/ties and a color contrast, and these areas should be properly illuminated.
Ramp/fit is mandatory and steps/escalators can be provided. Lift should be provided on both the entrances/exits and should have minimum intimal dimensions of 1500 mm x 1500 mm More natural light forth subways should be provided. Greater safety can be achieved by having hawker space sin some subways and/or video surveillance camera Minimum width of the FOB should be1800 mm.
The ideal solution would be to offer both steps and ramps. Some people with disabilities (such as those who use crutches) find it simpler to utilise steps than a ramp. If neither can fit in the exterior environment, a ramp shouldbe provided. The path shouldn'tbe difficult to follow or lead people in the wrong direction.
The ideal solution would be to offer both steps and ramps. Some people with disabilities (such as those who use crutches) find it simpler to utilise steps than a ramp If neither can fit in the exterior environment, a ramp should be provided. The path shouldn't be difficult to follow or lead people in the wrong direction
A ramp should be accompanied by a fight of easy-going steps. Slope of ramp is to be a maximum of 1:12 Refer Table 6 for ramp gradients for long lengths which will facilate water to drain away from the ramp surface and from landings.
Grill type gullies can be provided across the width of the ramp surface to ensure good drainage. Sip-resistant smooth surfaces 'can be used such as ribbed or brushed concrete textured stone or macadam. Landings at every 750 mm of vertical rise should be provided and minimum width of the ramp will be 1200 mm.
Handrails are to be on both sides at two levels 760 mm and 900 mm; both ends are to be rounded and grouted and to be extended to 300 mm beyond top and bottom of ramp. Surfaces (ramp + landing) should be sip resistant. Tactile warning tile 300 mm will be provided before and end of ramp to indicate change in gradient. On long ramps, one can provide passing bays, 1800 mm x 1800 mm every 20 m.
Landings should be at least 1500mm x 1500 mm Where a door or gate opens onto a landing, the length of the landing should be at least 1300 mm clear of the door swing. Edge protection 100 mm high is required at the sides of ramps and landings to prevent persons falling through A tuming circle of 1800 mm diameter will be provided at the top and bottom of a ramps.
Safety, security, continuity, comfort and livability are the key five principles to consider in the planning and design of pedestrian infrastructure for a safe and enjoyable walking experience These principles make walking more attractive over personal motor vehicle use especially for short trips
Safety – Pedestrians should be protected from motorized vehicles to prevent injuries and fatalities due to crashes They should be able to walk and cross safely irrespective of age, gender and disabilities.
Security – Pedestriansshould be secured from crimes while walking.All pedestrians including women, children and elderly should feel secure while using the facilities.
Continuity – Pedestrians should be provided with continuous walking environment without any obstructions.All pedestriansincluding persons on wheelchair, visually impaired persons, caregivers with prams and elderly should be able to move seamlessly.
Comfort – Pedestrians should be provided with well-shaded, well-drained, spacious and clean walking environment They should feel comfortable while walking, waiting at the busstop and seating.
All subways and FOBs should have elevators in addition to stairs. Elevators are essential at all grade-separated pedestrian crossingsfor mobility of disabled on wheel chair.
• Escalators may be provided along with stairs to increase comfort, but it cannot be a replacement to elevators, as escalators cannot safely accommodate pedestrians on wheel chair.
• Elevators should have enough space to accommodate at least one wheel chair and a pedestrian to stand.
• Opening to subways and FOBs should have sufficient width at least to allow two people to comfortably cross each other
Footpath should be well lit with direct lightingon footpath
• Footpath should have an even surface free from obstacles that could create any safety concern for elderly people.
• When footpaths (or ramps) have a gradient unsafe for elderly people to walk, then handrails shouldbe providedat such locations.
• Tactile pavement should be provided at all locations on a pedestrian facility where there is a potential safety concern for visually impaired pedestrians (such as just before a ramp that leads to pedestriancrossing, around an obstruction,before the stairs to a subway access).
• Access to footpaths and medians should be provided to only pedestrians Railings and bollards should be used to restrict access for motorists.
• Grade separated crossing (subways, FOBs) should be designed in a way that is safe for vulnerable group of pedestrians such as women, children and others who may be targeted by miscreants
• Subways and FOBs should be well lit all throughout the day for safety of women and other pedestrians · FOBs should have protective railing bearing in mind the safety of children
• However FOBs should not be fully enclosed in a manner that the pedestrians on the FOBs are not visible from the road (by opaque design, advertising or for other reasons), as enclosed FOBs can be claustrophobic for some potential users and may also encourage miscreant activities. Hawking space should be assigned and permitted in the grade separated crossing to improve the safety for pedestrians.
• Automated surveillance cameras can be utilized for stricter enforcement against miscreant activities and misuse of grade separated crossing
Designated Hawker Zones must be allowed to locate in areas where pedestrians tend to wait or congregate
i.e. street intersections and near bus stops or major civic destinations, public offices, etc. Hawkers provide a wide variety of services and amenities to people, at convenient locations – with negligible investment and infrastructuralcosts.
• They form the eyes of the street to keep streets safe
• They keep streets clean, busy, vibrant
• They provide a variety of cheaper food and retail options.
• They express our unique culture.
• They generate self-employment for a large number of people.
Hawkers must be given designated space within the road Right-of-Way, so that they don’t occupy the minimum clear width required for pedestrians to walk. And to keep our streets clean, essential utilities also must be provided as outlined in the National Policy for Urban Street Vendors:
• Provide provisions for solid waste disposal
• Publictoilets to maintain cleanliness.
• Aesthetic design of mobile stalls/ push carts Provision for electricity
• Provisionfor drinking water
• Provision for protective covers to protect their wares as well as themselves from heat, rain, dust etc. · Storage facilities including cold storage
It is a technique for examine the spacial oraganisation of structure and urban setting
to understand movement of pedestrian through different places
spacial structure
arrange and orientationof rooms spaces
Corridors
Based on the idea of
Pedestrian interaction with envirorment both inside and outside subway
influence people movement in subway and connectivity of different places
Entrance/exit
Openingsamd connection betwen edges
Network examined
primary spatial features pattern that influence acessiblity and mobility
highly connected spaces are more accessed by pedestrian and tend to have more movement and interaaction
The quantity of people in a particular region is referred to as the density it is used to examine the population density in various parts of the subwaystation . The flow of people can be improved by using this information to locate places with heavy traffic and congestion
Flow describes how people move through a certain location on foot It is used to spot places where people on foot are more likely slow down by examining flow patterns. The design subway station may be improved to ease traffic and enhance pedestrian movement.
Accessibility describes how simple it is for people to go across a certain region. Can pinpoint locations where it's more probable that pedestrians would run into barriers or other obstructions that slow down their destination by analysing accessibility.
Pathway analysis allows to pinpoint places where particular paths are more often taken by people Used to increase pedestrian movement and lessen congestion
About how pedestrians engage with one another and their surroundings can identify locations where pedestrians are more likely to crash or experience problems moving by analysing encounters
each room represented as node
Primary element of the urban form that is the structure of the of the urban grid spatial configuration as main “layer” where everything else is generated
Movement pattern of the pedestrian are generated by spatial configuration of subway and distribution of land uses are produced
Base map which consist of built spaces and open spaces with defined pathways for pedestrian movement
indentification of important nodes in defined pathways with respect to navigation throughout spaces with intraction to envirorment
Distribution of landuse generate various choices based on multiple users uses the subway. the local grid adapts itself to intensive changes which affects moblity through spaces
quantitative analaysis of people passing through each nodes at an specific time during peak hours
As per the inputs from quantative analysis axial map is generated from which following datas above mentioned are extracted
example output
GANGNAM STATION,SEOUL, SOUTH KOREA
Gangnam is a station on Line 2 of the Seoul Metropolitan Subway The station is located within the Greater Gangnam Area between the Gangnam and Seocho Districts of Seoul, South Korea. The station is the busiest station on the Seoul Metropolitan Subway, serving over 100,000 daily passengers on average
Daily
business travelers (gangnam houses houses many business coperations)
peak hourduration each user group
shoppers (known for high end shopping districts such as garosu gil and apgujeong)
Students (it houses various school to its close proximity)
Tourists: uses subway stations to get
Night owls
There are also some subway around the city users who prefer to travel during the late-night hours
to 9:00pm 10:00amto 9 pm
to 11 am
As per the graph of different user groups highest pedestrian density use gaangnam subway station at 8:00am to 10:00am in morning and 5:00pm to 7:00pm in evening by various user groups with different activities. Based on this duration futher study will be processed to study the perception of pedestrian in subways
Analysis of different user group of uses the subway.
The study area was fixed to first floor basement level which houses the entrance and ticket counters. this station is chossen because of various user group using this station with varoius destinations which exihibits variety of space usage pattern It also consist underground shopping centers , two station which is refered as transit hubs with connection to underground and other means of transportation.
Gangnam station is located in the second basement while the ticket gates and station entrances are located on the first basement level .Instead of the physical layout of Gangnam Station itself, transfer locations in earlier stations have more of an impact on pedestrian behaviours on the platform. In order to concentrate on the B1 level, where pedestrian behaviours are more strongly tied to the physical arrangement of the station area, researchers eliminated the B2 level from the study.
For those who need to transfer, there is a corridor on the B1 level that runs from the subterranean business district to the Sinbundang Line. People occasionally utilise the B1 level to cross the junction because the station has eight entrances but the road intersection above it lacks crosswalks
Buildings | Free Full-Text | Analysis of Pedestrian Behaviors in Subway Station
Using Agent-Based Model: Case of Gangnam Station, Seoul, Korea (mdpi.com)
Define the system : defining the envirorment and model of the subway virtualy in cyber space which is an exact replica of the subway in the real world
System of individiual agents must be defined after the defining system. determining each agent's characteristics, behaviours, and decision-making procedures is necessary .
The environment in which the agents will operate must be provided.This includes any external factors that could affect how the agents behave in and out of subway
The next step is to model the interactions between the agents and the environment. This can be done using syntax theory
Once the model is complete, the simulation is run to see how the systembehaves over time The simulation can be run multiple times with different inputs or parameters to explore different scenarios.
ABM can assist in our understanding of how particular agents behave and interact with their surroundings.
ABM can assist in our understanding of how complex phenomena, like social norms or traffic congestion, develop from the interactions of individual agents
ABM can assist us in predicting the results of system changes, such as modifications to infrastructure or policy
it is built in heart of the city which are packed during peak hours
Subways are built on busy roads to reduce traffic congesion and to increase the pedestrian safety
Causes inconvience safety concerns wasted spaces crowd catastrope
Based on how pedestrians in subway station uses the spaces and surrounding envirorment
understanding how they proceed from the platform to the exit once they have passed through the ticket gate
achieved by syntax theory
buiding an virtual subway which is an exact replica of real one and filling it with agent based on observed data
Pedestrian donot always move in an optimal path to reach their destination .Pedestrian chooses the path based on thier virtual information available to thier cone of vission.
Quality of underground subway station
Elements of way finding in public envirorment in and out of subway
design of subway no.of entry and exit bottlnecks
BEHAVIOUR
Pedestrian movement between the spaces such as busstop ,railway station, metro,ticket counter
Analysis of pedestrian behaviour
using pedestrian data based on observed behaviour
Understanding relationship between hourly pedestrian volume and spatial characteristics
urban spatial vitality in subterranean spaces connected to subway
analyze the spacial character and their configuration of spaces connected to subway
Analysis of pedestrian behaviour
no of agents location of their destinations
Agent set parameters walking speed isovist(view of particular area from particular angle) steps before changing direction to the destination agent stride
STRIDE
The length of a step is measured by the distance a person's feet travel from the heel of one foot to the heel of the other It is a measurement of how far on average a runner or walker travels ahead with each step
Walking speed refers to the rate at which a person moves forward while walking, usually measured in meters per second (m/s) or kilometers per hour (km/h)
The region that can be viewed from a specific point without any visible obstacles like walls, buildings, or other physical barriers is known as the isovist.
Steps before change in direction need to be calculated with respect to user and their walking speed It is used to analyse the pedestrian movement through spaces according to visual information and human psycology
Total time taken to travel from intial point to final destination it is based on the walking speed , isovist , user characteristics, crowd flow through spaces visual information and obstacles.Average time is calculateed in peak hours.
Data gathered by
counting the no.of people passsing through
Between 8 am and 9am and 6 to 7 pm
Peak hours
tend to take shortest from ticket gate to exits
These datas were gathered for 5mins each during peak hours commuters have cleardestination
familiar with layout of station
data was gathered on 48 gates (28 gates used for study)
In basement level 1
Analysis ou tput
considered as most efficient route in subway
high pedestrian volume is observed near ticket counters
Morning: High pedestrian volumes are observed in ticket gates 10,11,7 and south board corridor Low pedestrian volume in station exit 8 and 9
Pedestriam volume increased by 200 from morning
COLOUR CODING USED
Green : numbers in green circles represent the exit numbers
blue :The areas filled in blue represent the areas separated by ticket gates
Red: lines represent higher volumes
purple lines represent lower volumes.
The numbers next to the colored lines indicate the number of pedestrians who passed through the gates during the 5minute observations
At the ticket gate and a neighbouring location in the evening, there were 848 and 962 pedestrians,Respectively. . There were 560, 351 and 392 pedestrians in each of the three routes that were connected. The difference exceeds 100 even close to the ticket gate and exceeds 340 in connected corridors
High pedestrian volumes are observed in ticket gates all specific points near ticket counters 2 7 10 11
Low pedestrian volume in station is observed in 8and 9 ticket gate
This result indicates that pedestrians not only use the ticket gates but also either stay in the station space or pass through it to exit the station
The data shows that more people use the subway station during evening rush hour and that they prefer to use the station area more at night, either by staying there or by passing through to utilise other exits
Ticket counter area
Shortest distance ticket gates
.This implies that the majority of commuters have a specific destination during rush hour and are familiar with the layout of the station. They often choose the route that is shortest between the subway platform, the ticket gates and the station exits because The most effective path is this one
specific points in subway station act as nodes through which the pedestrian passes through peakhours
The plan represent shortest distance between the ticket counters and exits. the shortest distance line crosses through various nodes. Comparing to quantitative analysis line passes through nodes have higher pedestrian traffic .which concludes that most of the people who using through subway are well experienced based on their movment through pedestrian
This area is considered the most efficient direct and path for corridors of
pedestrians to take. The spaces outside this area, which include the the underground commercial areas, were categorized separately
By categorizing the spaces in this way, the study was able to analyze pedestrian behavior in areas where the shortest path was taken versus areas where other routes were used
The gate count results from the movement of agents through the cells can be compared with the observed pedestrian volume
As agents move during the 5 min period, cells record the frequency of their movement
comparative analysis of observed and stimulated output is most of the people uses the shorter distance as optimum path by various user group
High low Red depicts high pedestrian traffic voiltet implies low pesdestrian the cells
Narrowregion
Discomfront crowd catastrophes
funnel at 45deg,30deg,60deg
broken gaurd rail
confined spaces are formed
Optimization methods improves the flow of pedestrian also explores
improves the flow of pedestrian
Speed
passing time traffic efficiency
Pedestrian flow organizing
individual velocity
Blank control group
design of facilities in urban rail transit
local density and time gaps
safety and comfort of pedestrian
Density of pedestrian flow using different modules
recongonize that pedestrian are the centre of social context
pedestrian behaviour during evacuation through bottle necks
mechanism of panic and jamming
The zipper effect in pedestrian movement to a phenomenon observed when two dense predestrian streams meet typically at a pedestrian crossing , they tend to slow down and start to adjust their walking path to avoid collisions.
The term "zipper effect" is used because, like the teeth of a zipper, the pedestrians interlock and pass through each other in an orderly and efficient way.
Increasing the width of bottleneck upto 3 meters will have a capacity of 8 pedestrian in a stepwise fashion
Increasing bottleneck beyond 3 meters wont have significant effect on bottleneck capacity of pedestrian movement
Pedestrian behaviour is affected due to width of the bottleneck
Test was conducted with 350 pedestrians and found linear dependency with increase in with upto 5m (wider bottle necks can accomodate more pedestrian flow)
Analysed through narrow doors (with different competitiveness affects flow rate and take for people pass through the subway)
width of the corridor =5m
width of bottleneck=1m
length corridor =6m
length of bottleneck = 4m
trial region = 5m x2m =10sqm
pedestrian walking direction
alonmg x axis
Funnel shaped construction : improves effiency of pedestrian flow at bottlenecks
Inconventional construction : pedestrian were divided into two direction which cause pedestrian conflicts
Extension of gaurdrail : Psycologicaly remainds the bottleneck before taking the escalotar to adapt to bottleneck envirorment and improve the efficiency of pedestrian flow
Using two door and roundabout which improves standard elements of pedestrian
efficiency of bottleneck can be expanding funnel shaped space in bottlenecks
increasing the evacuation by more 20% by increasing width of bottleneck
to optimize measures at straight funnel shape
surface funel column obstacle
45 degree
30 degree
Designed with funnel shapped continous gaurdrail
60 degree
blank control group extended gaurdrail
Optimal design
columns obstacle broken gaurdrail
convex shaped
concave shaped
funnel shaped design at 30 , 45 , 60 degrees
Extended and broken gaurdrail
convex and cocave shaped design
Experiment participants and training
Partcipants were randomly queued in trial region Total no of pedestrian selected
columns as an obstacle
Pedestrian have to enter the subway in regular pedestrian flow
Primary Datas to be collected from pedestrian
to ensure the result were close to the reality
(hindawi.com
As per experiment pedestrian were concerned about efficiency ,safety and comfort
Efficiencyof subway
passing time trafficefficiency speed
speed collision density
Time taken by a person to pass certain section in subway
Total passing time and individual passing time
Total passing time (T): Total time starting from the first pedestrian to last one to depature from the trial region.
T = tnd -tle
tle = 1st pedestrian to enter from trial region
tnd = 2nd last pedestrian
ti ( individual passing time) pedestrian entering the trial region to the depature of these individual from trial region
safe and comfort
as per the quantitative analysis of pasing time of pedestrian to pass through the subway
total passing time and average individual from trial region that was different under various measures
OUTPUT Subway design with broken gaurdrail and column as an obstacle had most significant positive effect on passing time lesser the passing time increase efficiency of pedestrian movement in subway
Defined as the number of people within a unit width during the time interval
Efficiency(E): E = 3600/T x n/w = 3600/(tnd-tie) x n/w
n = total number of pedestrian
w= width of the exit
Column on the left funnel at 45 deg column in mid cocave broken gaurd rail
Effective design if increase 10% it will significantly reduce traffic congestion in subway
as per the quantitative analysis of Eficiency of pedestrian to pass through the subway
One of the main parameter to decribe the pedestrian flow through space
Vi(t) = Wi(t)/t0 Wi(t) walking distance with the team
Vi(t) refers to the mean speed of pedestrian with in the durationof t(m/s)
instantaneous velocity to reprocess the trajectory diagram
Output Result
high speed dots in 45deg and 60deg funnel a more efficient than 30 deg tumnnel
low speed dots are more in gaurdrail than broken gaurdrail in bottleneck corridor the amount of hig speed corridor are more in cocave than
By using quantitative analysis from gathered statistics
walking speed and rate of mean change are compared with the blank control group broken gaurdrail had significant impact on improving pedestrian walking speed
density refers to the ratio of the number of pedestrian to the area of experimental site , expressed as the number of people per sqare meter the cumulative densityof the observed area is derived from dividing the number of pedestrian by areas within the total time .
Diy represents the cumulated density of x* y area, Nit), represents the number of the pedestrians in the x* y area within the whole time, Si,, represents the area of the ey, to represents the start time, t represents the end time, Nt represents the number of the pedestrians in the area at a random time point t, and are the coordinates
Subway are built in cities to reduce the reduce the traffic congestion however many subway station in cities heart are over crowded during peak hours which can cause inconvenience Safety concerns and wasted spaces , so it is important to understand how they proceed through entire subway and connects to the transit areas.
When there is increase in congestion and vacant space are caused by pedestrians behaviour in subway station. Thus it is important to understand how they proceed through entire subway and connect to the mass transit areas
The goal of pedestrian modelling is to anticipate people’s behaviour and interaction by modelling is to anticipate people’s behaviour and interaction by modelling how they walk across a space. This may be achieved by building a virtual subway station that is an exact replica of real one The filling the model by agent based on observation which represent people Behaviour of people and their interaction of people and their interaction with physical environment , other people ,and other variable like time of the day , the weather , or event which is stimulated using agents based modelling. It can forecast how people would act in various setting by changing various factors and performing stimulation as well as spotting any issues that influences the system.
There are various software programs such as exodus ,simulex, path finder and unity 3d which support agent based model to analyse and predict behaviour However these programs are primarily designed for emergency evacuation scenarios and are not suitable for analysing pedestrian behaviour in subway in daily environment. The challenges of predicting pedestrian behaviour of subway in both daily and emergency situation
The pedestrian behaviour through the subway do not take the optimal path to their destination, but rather they chooses their path based on visual information with in their cone of vision. Available to them. To address these issues the onsite analysis and visual graph analysis based on space syntax theory from depthmapx stimulation software is being used .
study of pedestrian behaviour in subwaystation based on observation
pedestrian data processing
study of pedestrian behaviour using agent based model
An agent based model is capable of explaining pedestrian behaviour in the underground space connected to
subway station
space type classification based on pedestrian behaviour Analysis pedestrian movement at the observation location Time classification for going to work and leaving work
analysis of comparison
Analysis of agent based model simulation
and different
simple linear regression analysis
agent passing through
Pedestrian movement movement
Data processing
There are various software programs such as exodus ,simulex, path finder and unity 3d which support agent based model to analyse and predict behaviour. However these programs are primarily designed for emergency evacuation scenarios and are not suitable for analysing pedestrian behaviour in subway in daily environment.
Huge bus stop which connects major areas in Chennai and greater Chennai , so numerous number of pedestrian uses the Guindy bus top as daily environment
Guindy bus stop is a major transit hub located in Chennai which serves as transportation point for buses and trains . The main reasons for overcrowding and congestion at this location is due to the high volume of commuters who uses the transportation hub on their daily basis environment
It is been located in a densely populated area and it is surrounded by several it sector , commercial buildings ,educational institutes and dense residential areas which adds high footfall to the location, lack of proper infrastructure and facility for public at Guindy bus stops add to the chaos and congestion inadequate parking facility and trains to accommodate the peoples demand.
User group who uses Guindy bus top on their daily basis :
Daily commuters: Many pedestrian who lived in out skirts and greater Chennai uses Guindy bus stop as transit hub to travel to their various work places in Chennai.
Students : The Guindy bus stop is located in heart of several institutions including anna university and iit madras and other popular schools and institutions
Bus stop becomes over crowded by students during 7:00 to 9:00am and 3:00am and 4:00pm in weekdays.
Tourist : Guindy is also home to several tourist attractions, including the Guindy national park ,raj bhavan and snake park etc
Shoppers : the Guindy bus stop is located near several commercial establishment including phoenix market city and grand mall which attracts lots shoppers to Guindy
User group Daily commuters studentsGuindy railway station is major transit hub in Chennai it falls on the line of Chennai beach to Chengalpattu railway station and it is the one of major transit hub in Chennai. It overcrowded and congested during peak hours due to various user groups because it is located in densely populated areas and serves as a transit point for various commuters who travel various parts of Chennai and its out skirts In morning peak hours are between 7:00 to 9:00pm and while in evening 5:00pm to 8:00pm during these period of time the station becomes over crowded with commuters
The Guindy neighbourhood of Chennai, India, is served by the Guindy metro station, which is situated on the Green Line of the Chennai Metro Rail Limited (CMRL). Since its opening in 2015, the station has developed into a crucial transit hub for the neighbourhood, linking travellers to various areas of the city
• There are two entrances to Guindy Metro Station one on Grand Southern Trunk Road and the other on Inner Ring Road.
• The station has two floors, with the trains on the bottom level and the ticket booths, security checks, and platform access on the upper level.
• It runs between which runs between St Thomas Mount and Puratchi Thalaivar Dr. M.G. Ramachandran Central Metro Station
500 Meters from station
•Guindy Suburban Railway station
•Guindy Race Course Office Bus Stop
•Telephone Exchange Bus Stop
•Guindy Bus Terminal
•Guindy Industrial Estate Bus Stop
•Azarkana Bus Stop
•Guindy Bus Stop
•Guindy Post office
•DGP Office, Guindy
•SIDCO, Guindy
•Guindy Sub Station
•Guindy Taluk Office
•Department of Posts India
•Police Station
•Raadha Rajendran Hospital
•Sri Balaji Hospital
•Gandhi Market
•National Matriculation Higher secondary school
•Arsha Vidya Mandir
•Tamil Nadu Dr. MGR Medical University
•Annai Velankanni’s College ofArts and Science
•The Ashram School
•Madras Race Club
•Madras Gymkhana Golf Annexe
•Guindy Race Course Gallery
•Velachery Aquatic Complex
•Chennai Corporation Park
As sown in above key plan the subway is connecteed various transit hubs. Guindy bus stop were divided into three parts based on their destinations. bus stop which on road side consist of passengers waiting for intracity buses and private buses which connects to vaious parts of tamilnadu
Bus top is over crowded during peak hours morning hours from 7 :30 to 10am in weekdays due to students and it professionals. Bus circulates in a average of 7 to 10 bus for each 5mins .Pedestrians circulates around 15 to 25 people depart or boards on each bus during peak hours Most of the who depart from the bus moves to through to acess railway station and metro.
As per observation during peak hours in huge crowd passes in regular interval of 50 sec to 1minute for each minute avg of 135 pedestrian enters the subway from bus stop
pedestrian path towards subway integrated with small shops of street vendors
bus top to subway connecting paved pathway
towards bus stop pathway act as an shopping complex pedestriaan can acess
towards guindy flyover
metro entrance to ticket gate
over bridge(recently adde) which connects to both platform of railway station
old over bridge for railway station
towards parking of railway station
Peak hours: during week days in morning 8 am to 10 am and 5 pm to 7 pm in evening . during holidays 9am to 11am and 6pm to 8pm in evening
Graph is based quantitative study of various users waiting in guindy subway during peak hours in week days
It is narrow underground path of 5 6 meter wide and length of 34meters meters the width of the subway is divided in two by an gaurdrail of height 0.8 meters .height of the subway is around 2.750 meters .it is made up of concrete , brick and cladded with tiles in interior wall of subway. Non slippery tiles used as pavement Both inlet and outlet are 4 meters wide with capacity 8 to 10 people enter at the same time in some area in exit riser is more than 0 2 meters which affects the flow of pedestrian traveling through it .Subway is used by lakhs and lakhs of people but it is not a barrier free design the subway is cant be acessed by special people
Pedesterian behavior in and out of subway is main afftected by encroachment of street hawkers in pedestrian path in and out of subway The subway is converted to shopping complex due its encroachment which is based on thee footfall of public passing through the subway
There was no vending zone is alloted to the people and they forced to be cleared from the subway during any festival times of poilical periods
goods are from koyembedu and paris and somes areas near moremarket central there totaly 12 shops interior of the subway along the side of the walls.
Pedestrians were forced to pass through the subway because no pedestrian crossing was provided to cross the road so most of the people rush through the subway peak hours .Due to encroachment of street vendors 40 percent area of subway were encroached and many vacant spaces were created even in over crowding. due to encroachment bottlenecks were created due to varrying width of subway.In these way the pedestrian moment is highly affected due to encroachment
Rationale forchoosing area of trade
Reason forpurchasing from street vendors
ENCROACHMENT OFHAWKERS IN GUINDYSUBWAY
PASSING TIME OF PEDESTRIANS IN OPTIMALPATHIN SUBWAY
Based on the average passing time taken during peak hours in week days and different scenarios
Passing time during morning peak hours: 1min 17sec
Passing time during evening peak hours: 1min 08sec
Utilisation of negative space
Morning : 1min 12 secs
Evening : 0min 58secs
Duration of peak hours
Morning : 8am to 10am Evening : 5pm to 7pm
Passing is calculated from the first step of staircase at entry point of subway to the last step of stairs in exit. The passing time is calculated on regular interval pedestrian density from the bus stand
PASSING TIME OF PEDESTRIAN WHENTHEYUSESTHEVACANT SPACESTO REACHTHEIR DESTINATION
PASSINGTIME FROMTRANSIT HUBSTO SUBWAY
REGION OF SHORTEST DISTANCE
This implies that the majority of commuters have a specific destination during rush hour and are familiar with the layout of the station. They often choose the route that is shortest. Which is considered as an optimum and efficient path in subway
Passing time during morning peak hours
: 1min 12sec
Passing time during evening peak hours : 1min 06sec
Passing evening
Passingmorning : 1min 10sec : 1min 14sec
Passingmorning
Passing evening
: 1min 07sec
: 0min 56sec
While entering the subway details based on guindy metro about the destination were given and way to metro station is provided as visual information
The pedestrian behaviour through the subway do not take the optimal path to their destination, but rather they chooses their path based on visual information with in their cone of vision.Available to them. Pedestrian adjust left right during movement in subway to obtain clear vission of path they have to move
Due to encroachment of street hawkers and influence of human psycology there many spaces left unused even in over crowding
There is designated path for pedestrian from railway station to bus stop due to encroachment and open spaces
shows the density of in and areas of
Diagram varring pedestrians surrounding subway. Pedestrian movement based on the buses in the guindy bus stop because 90% of pedestrians moves to the subway after they depart from the bus. The interval of overcrowding in subway depends on the arriaval of buses and trains in railway station . Most of pedestrian goes to ticket counter of railway station from the exit of subway and some of people moves to metro station.
There is no designated path for pedestrians from railway station to bus stop so ther were lot collision between pedestrian due to encrachment
.Pedestrians from railway station uses vacant places to reach there destinations from bustop to railway fromrailway.S to bus stop
There is no way for pedestrians to exit from subway due to traffic and congestion and maximun no of people entering the subway at a same time
Pedestrians who the vacant spaces as a path of to exit the subway from railway station are blocked in many places due to high pedestrian traffic
Place were the completely opposite stream of pedesrian flow enters the subway
Colour codes used in above diagrams depicts the quantity of pedestrans flows through the specific point during points RED colour depicts highest pedestrian movement through the spaces and it gradualy decreases with colour orange ,yellow , green and blue is the least with respect to decrease in count of pedestrians.
As per the quantative analysis pedestrian traffic in subway is high during morning hours commuters were rushing through this specific points at varying speed to reach their respective destination
Pedestrian movement through the small vacant spaces formed in between the crowd at an average stride length of 0.37 meters
Pedestrian movement through the vacant spaces fromed due to encroachment and overcrowding at an average stride length of 0.37 meters
Movement of pedestrian through vacant spaces available above end of gaurdrail but of the time it is ocupied by the encroaches
High density of movent through the subway during the peak hours creates bottleneck in the narrow part of subway and human psycology of following the crowd places an major role in bottlenecks .
This leads to formation of vacant spaces in subway even during peak hours of over crowding,
Movement of pedestrian is inscrease by adjusting the movement according to crowd to maintain the visual information of destination in shortest path of subway
These diagrams are the visiblity graphs with a grid size of 0.375 x 0.375meters based on principles of syntax theory from the stimulation software of depthmapx . The red colour code represent highly visible areas and colour decrease in oder of yellow , green and shades of bue with respect to visiblity of pedestrian during movement through in comparason to observed data and stimulised datas pedestrian movement high in highly visible areas and their movement is based on visual information available to them. Comparison of these data shows that pedestrian behaviour differ inside the subway than exterior envirorment
Connectivity map based on movement of based on pedestrian in subway and connectivity to various transit hubs
The red colour code represent highly connected areas and colour decrease in oder of yellow , green and shades of bue with respect to connecttivity of pedestrian during movement through. subway a nd surrounduing envirorment
in comparison to quantative analysis of pedestrian movement maximum number of pedestrian move through red line areas
.
Pedestrian behaviour in subway is affected by interval of arival and departure of buses and train arival in railway station, becase 90 percent pedestrian go through the subway to catch trian or cross the road
.The crowd enters in subway based of movent of the buses and trian. Varoius users who uses the subway have different destinations and varing time zones of peak hours The having high density of crowding at morning 8am to 10am and 5pm to 8pm in evening which is derived from the compilation of each working hours.
In subway there are many vancant spaces or negative spaces were created due to encroachment of street hawkers and hauman psycology plays an major role because most of the people following the movement of pedestrians in front them .This phenomenon happen even during peak hours .so all people moves in same stride length When stride length of pedestrian increass they uses the vacant spaces and adjust themselves right ad left to to obtain clear view of final destination as per the stimulation theory
Due mass crowd movment closer to garudrail in narraw pattern in becomes the shortest and optimum path in subway and maximum movement of pedestrian is observed were the region of visiblity is higher which is derived from the on site observations and stimulation based on syntax theory from depthmapx.
There is no specified pathway for opposite stream flow od pedestrian from railway and metro station because of encraochment and the started rushing through in both sides of gaurdrail , so therw was lot of collitions between these two streams of pedestrians The passing time efficiently when vacant spaces in subways are used Publlic congestion are very high between the bus stop to subway entrance and area inbetween ticket counters and overbridge of railway station.
The pedestrian behaviour through the subway do not take the optimal path to their destination, but rather they chooses their path based on visual information with in their cone of vision. Available to them. Pedestrian adjust left right during movement in subway to obtain clear vission of path they have to move
