Hindawi Publishing Corporation Advances in Civil Engineering Volume 2015, Article ID 297807, 9 pages http://dx.doi.org/10.1155/2015/297807

Research Article Impact of Train Schedule on Pedestrian Movement on Stairway at Suburban Rail Transit Station in ,

Shah Jiten,1 Joshi Gaurang,1 Parida Purnima,2 and Arkatkar Shriniwas1

1 CED, S. V. National Institute of Technology, Surat, Gujarat 395007, India 2Transportation Planning Division, CSIR-CRRI, New Delhi 110025, India

Correspondence should be addressed to Shah Jiten; jitenshah [email protected]

Received 31 May 2014; Accepted 13 October 2014

Academic Editor: Bryan W. Karney

Copyright © 2015 Shah Jiten et al. This is an open access article distributed under the Creative Commons Attribution License, which permits unrestricted use, distribution, and reproduction in any medium, provided the original work is properly cited.

Pedestrian flow takes place in confined environment on stairways under the influence of composition, direction of movement, and schedule of trains. During peak-period, alighting and boarding rate is quite high resulting in very high pedestrian movement from one platform to the other to catch the next train at interchange stations. The transfer of passengers from railway platforms through common undivided stairways becomes difficult, uncomfortable, and unsafe at times when pedestrian flow reaches the capacity level. Understanding of criteria defining quality of flow that affect the effectiveness of facilities like stairways in handling the pedestrian traffic is vital for planning and designing of such facilities to ensure the desired level of service as well as safety in case ofemergency. The present paper is based on the study of pedestrian movement on stairways at busy suburban rail transit interchange station at in Mumbai, India. Pedestrian movements are captured through videography at two stairways and the effect of bidirectional movement on average walking speed is analyzed. The ascending flow in small proportion is found to be more influential in causing speed reduction on undivided stairways. The outcome of the study is useful for capacity and level of service analysis while planning and designing the transit station stairways.

1. Introduction load at transit station in sight. Relatively few efforts have been made to understand the efficiency of existing facility The past two decades have witnessed rapid pace of growth based on pedestrian movement behavior. Passengers’ entry of Indian economy demanding mass transport infrastructure and exit at platform and transfer to another platform are for its fast growing metropolitan cities. The unidirectional executed through critical element like stairways and can have migration towards metropolitan cities due to higher level of significant effect on overall performance of transit service. In employment opportunities and better standard of living has view of the growing concerns for the safety of transit users increased tremendous pressure on urban transport infras- and its quality of service, it is pertinent to study the effect tructure due to rising demand for mobility. Rail based transit of characteristics of pedestrian flow generated due to train system plays an important role in ensuring the urban mobility schedules on the performance of the undivided stairways particularly in metro cities [1]. While designing and planning in terms of walking speed in ascending and descending urban transit system, transport planners contribute towards directions. designing best alignment with shortest distance between As reported in the literature, walking speed as the meas- two stations while engineers concentrate on optimization of ure of effectiveness of pedestrian facility has been one of the operational efficiency and technical specification of rolling major issues in pedestrian flow analysis. Pedestrian walking stock and also maximized use of infrastructure in general. speed is significantly influenced by the arrival of trains. However, the operation of facilities for passenger transfer Generally, on schedule arrival of trains is likely to make from one platform to the other through stairways and foot efficient gathering and dispersion of pedestrian and to pro- over bridges is not attended to at planning as well as design vide easy transfer of pedestrian for the next train on the stage keeping operating schedule of trains and passenger other platform through transfer facilities. A number of factors 2 Advances in Civil Engineering make significant contribution to the free flow movements of ×106 a pedestrian. These factors include age, gender, the baggage 30 carriedbyapedestrianandthewalkabilityofafacility[2], 25 the gradient or roughness of surface [3], time of day [4], 20 andtypeofwalkingfacility[5]. The most important factor 15 governing pedestrian movement on a public transport facility 10 is the presence or absence of other pedestrians [3]. Burghardt Population et al. [6] carried out comparative study on fundamental 5 diagrams of pedestrian flow on stairway developed by various 0 researchers and observed larger uncertainty in maximum 1901 1911 1921 1931 1941 1951 1961 2011 2001 1981 specific flow in the upward motion than the downward 1971 1991 motion. However, in downward motion discrepancies occur Year Inner Mumbai Thane in maximum specific flow, when density rises more than 2 2 Outer Mumbai Raigarh 1.5 p/m whereas for density below 1.5 p/m , flow-density functions are close to each other. Authors also compared a Figure 1: The population Metropolitan Region. field study and experimental study carried out by different Source: Urban Age (2007). scholars and their study and found that the flow decreases with increase in slope of stair. Fruin [7], Tanaboriboon and Guyano [5], Lam et al. [8],andLiuetal.[9]observedhigher walking speed on downstairs than upstairs with reduction in railway stations, particularly those located in the CBD area. speed with increase in pedestrian density. Pedestrians obtain The subsequent paragraph provides details of suburban rail higher walking speed on outdoor stair than the indoor [10], network of Mumbai. andalsomeanupwardwalkingspeedontheshortstairway The Mumbai local railway network branches out through was found to be roughly twice the long stairway. Lee and Lam three main lines: Central (CL), Western (WL), and the [11] observed that walking speed variation was the smallest Harbour (HL), each connecting a distinct part of the city to when pedestrian flow approaches towards capacity. Authors another as shown in Figure 2. also observed that direction of pedestrian movement and DadarissituatedintheCBDofMumbai,andthetransfer arrival time of train also affects the average horizontal speed. station is common to both the Central and Western lines. However, effect of various activities (baggage and use of cell About 0.5 million passengers visit the station daily, thereby phone) on ascending and descending speed was not taken making it one of the most crowded railway stations of the into consideration. There are very few studies on schedule network. The passenger entry and exit movement takes place of train and its effect on average walking speed on stairways. only through stairways and during peak period; due to high Hence, it is necessary to study the schedule of train at busy frequency of trains (30 trains/hour) pedestrian movement is railway station and its effect on average walking speed of also increased significantly. During this period, pedestrian pedestrian for smooth and safe pedestrian movement for movement on platforms and stairways becomes critical and achieving overall efficiency of transit system. complex due to extremely high passenger volume and con- straints of physical dimensions of pedestrian facilities. As a 2. Study Area Profile result, the pedestrian efficiency reduces in terms of walking speed and cannot achieve their desired walking speed. This The present paper reports the outcome of the study carried eventually generates queues at ends of stairway and leads to outinthisregardatsuburbanrailtransitinterchangestation delay in pedestrian movement. at Dadar in Mumbai, the financial and commercial capital of India. The average decadal population growth of Mumbai metropolitan region increased after 1951 and has reached to 3. Data Collection and Extraction 15.99% in 2001–2011 in outer Mumbai, Thane, and Raigarh The pedestrian movement data were collected through video- as shown in Figure 1.Atpresent,about22millionpeople graphic survey method at two different stairways inside travel regularly and commute by local trains over varying on Western line (WL) in mid-June, distances ranging from 10 to 60 kilometers a day to reach 2013, on normal weekday. Figure 3(a) shows the schematic their destinations for performing different activities like job, diagram of interchange station and location of the stairways. business, marketing, shopping, recreation, and education. Fast trains arrive on platforms 2 and 4 and slow trains arrive The rising passenger traffic demands for the transportation on platforms 1 and 3. Platform 5 takes care of all long route infrastructure for high capacity and efficient transit system trains. Figure 3(b) shows3Dviewofplatformandconnected in different parts of the metropolitan city. However, the stairway at railway station. The selection of stairway is carried planning agency has not been successful in augmenting outinsuchawaythatitcoversbothfastandslowtrains the suburban rail transit infrastructure to burgeoning travel and includes variation in the stairway physical dimensions. demand and continues to serve at load factor of more than 3.5 Thus to accomplish the above criteria, stairways of platforms during peak periods. Such super dense crush load condition 2-3 and 4 are selected. The detailed dimensions of selected in trains creates extremely heavy pedestrian flow on suburban stairways are shown in Table 1. Advances in Civil Engineering 3

Dahanu Road Mumbai Suburban Rail Network

Vangaon Surat To Western Central Churchgate-Dahanu Road (fast) Mumbai CST-Kasara/ (fast) Umroli Churchgate- (slow) Mumbai CST-Kalyan (slow) Harbour Road-Diva Saphala Mumbai CST- Thane- Mumbai CST- Nerul-Uran (under contruction) Vaitarna MRTS (under construction) V a r ad Nala Sopara Jugnend Kaman A Terminal station with code anm Vs Vasai Road Kharbao To M Nalgaon Interchange station Kasara N BY Bhayander Khardi Mira Road Asangaon AS Vasind Bo Borivili Bhiwandi Khadavli Kandivali L D Titwala TL K AD a a Ve A mbr Ambivili DN Go Div rs Kalwa Mu Kalyan ov N DombivliThakurli Shahad agar Jogeshwari T Thane a ndheri A d Vithalwadi ala Mulund WEH r hak rt Roa ga Nahur Vile Parle C rpo aka a Ai sh Na a Airoli Santacruz arol N ha Bhandup Dativali Ulhasnagar M aki Nak ub S S Asalph Kanjurmarg Rabale Khar Road Vikhroli Ghansoli Ambarnath A B Bandra G Ghatkopar Nilaje Kopar Khairane Mahim junction CSI Airport M Vidyavihar CM V Badlapur BL ur Turbhe Taloja C CH k Nagar Vashi Kurla ila T ChembGovandi Mankhurd Vangani Sion a Navade Road Dadar Juinagar Kings Circle npad Matunga Road Chunabhatti Sa Station Shelu GTB Nagar Nerul D Dadar W Seawoods Matunga Raoli junction Belapur CBD BP BR Kalamboli Neral Dadar C D Wadala Road Kharghar Parel Elphinstone Road Sagar Sangam Mansarowar e Bhivpuri Sewri hap hikhale a Khandeshwar C M Lower Parel Currey Road Chowk S Cotton Green Panvel PPL Mahalaxmi Chinchpokli Reay Road Mumbai Central Byculla Kelavli Dockyard Road Jasai Dolavli Grant Road Sandhurst Road Lowjee Charni Road Masjid Uran KP Marine Lines Khopoli To Pune Mumbai CST Churchgate To Goa To

Figure 2: Dadar suburban railway station and network of main lines.

Table 1: Dimension of selected stairways.

Stair Horizontal trap Inclined trap Width Area Riser Tread Slope Total length Height ∘ number length (m) length (m) (m) (m2) (m) (m) ( ) (m) (m) 1 3.52 3.8 2.67 8.589 0.13 0.29 22.10 20.6 5.85 2 2.03 2.22 2.15 4.202 0.13 0.3 24.14 20.8 5.98

The videographic survey was carried out to capture duration. Pedestrian volume is collected by noting down the pedestrian movement on stairways for 390 minutes including total number of pedestrians in each category at the exit of the 90 minutes in morning peak and 150 minutes each in evening marked trap area. Arrival and departure time of each train peak and off-peak hours. Data is obtained by marking the on selected platform have also been noted during extraction entry-exit trap section on the step depending on the number process. Pedestrian walking speeds are calculated for ran- of steps covered in the camera set up fixed at the ceiling with domly selected minimum five samples in each category by inclinationsoastocovermaximumnumberofstepsasshown noting down entry and exit time of pedestrian while crossing in Figure 3(c). the trap length. For measuring density of pedestrian, video The pedestrian flow data like pedestrian volume, speed, files are converted into 30 frames per minute and pedestrians and density, with respect to schedule of train, is extracted in occupying the trap area are counted for each frame. Based the laboratory by repeated play of video files. The pedestrians on these values, the average number of pedestrians occupying intheflowarealsocategorizedonthebasisofvarious thetrapareaiscalculatedforeveryminute. attributes like age, gender, directional movement, and per- formance of activity like carrying baggage and/or children. 4. Pedestrian Flow Profile The age group is identified on the basis of visual perception. The age band is classified in three groups of children (age < In total 32,627 bidirectional pedestrian data are extracted 15), younger pedestrians (age between 15 and 60), and the manually from the video file on one minute basis for the elder (age > 60). Pedestrian flow data are extracted from entire duration of 390 minutes. 20,579 and 12,048 pedestrian video for every one minute interval for the entire survey data are from stairway 1 and stairway 2, respectively. Figure 4 4 Advances in Civil Engineering

Western railway Central railway

Tilak bridge Western railway

Central railway

Suvidha 78 Selected 123 4 5 Stairway 3 4 56 T T Swaminarayan temple Swaminarayan Dadar TTDadar

Shivaji park Shivaji T 12

ATM T T 1234 5 6 1 2 34 5

ATM T

You are here Dadar west ATM Dadar east

1 2 5 6 Flower market Flower Kabutar khana Senapati Bapat Marg Bapat Senapati Western railway Central railway (a)

Western line

Central line

PF. no. 5 Entry-exit trap mark PF. no. 4 Survey locations PF. no. 3 PF. no. 2 PF. no. 1 (b) (c)

Figure 3: (a) Western and central line of Dadar suburban interchange station connected with horizontal walkway and stairways; (b) 3D view of stairway locations; (c) pictorial view of stairway having entry-exit marking.

shows age-group-wise pedestrian movement in ascending on both the stairways with 86% (stairway 1) and 91% (stairway and descending directions for both the stairways. 2) proportion. Figure 5 graphically shows proportion of Figure 4 shows that, in both the stairways, younger pedes- male and female pedestrian in ascending and descending trians (age 15–60 years) are the dominant group whereas directions at the study stairways. children and the elder constitute negligibly small proportion The average walking speed of pedestrian also depends on (2%) of the pedestrian flow for the ascending and descending the proportion of persons with luggage. Obviously, pedes- movements. trians with luggage walk at slower speed [17]. In this study, The percentage composition of females is also affecting number of pedestrian without luggage is very high than the the overall efficiency of system. It is reported that females number of pedestrian with luggage on both the stairways. have lower walking speed than the males [5, 12–17]. In the The majority of the pedestrians are found walking without present study, males constitute the majority of pedestrian flow luggage or small luggage like brief case or handbag. Direction Advances in Civil Engineering 5

Stair 1—ascending movement Stair 1—descending movement 3% 1% 2% 2%

96% 96%

Children Children Young Young Elder Elder Stair 2—ascending movement Stair 2—descending movement

1% 1% 2% 2%

98% 96%

Children Children Young Young Elder Elder

Figure 4: Age-group-wise directional pedestrian movements. of movement on stairways has a significant effect on the stairways is much less than the passengers transfer demand speed of pedestrian at a given flow level [9]. Figure 6 shows and hence there is uncleared pedestrian volume at the time distribution of observed pedestrian volume with respect to of arrival of the next train resulting into formation of queues direction of movement, gender, and luggage carrying status. at the entrance of the stairways. However, spikes in the Pedestrian flow in descending direction is higher in stairway instantaneous pedestrian volume and speed are observed 1 whereas in stairway 2, ascending flow is higher than the due to 1 minute duration of data extraction and random descending flow. variation in rate of arriving passengers. At a given instance of time, pedestrian volume is found to be at the highest 5. Effect of Schedule of Train on level followed by a sudden decline and rise due to arrival of Pedestrian Walking Speed anothertrainonthesameplatform.Duetohigherfrequency of trains in each direction, a small amount of delay in The walking speed depends on the various attributes arrival of a train generates huge crowd on the platform described above. Pedestrian volume on station platform and stairways due to the presence of waiting passengers as increases at the time of arrival and departure of the train well as simultaneous arrival of passengers from two trains resulting into variation in walking speed. At the selected coming from different directions. Under the circumstances, study location, the headway of trains during morning and the situation on stairway becomes heavily congested with eveningpeakperiodis2min,anditis4minutesdur- pedestrians jostling to move in the desired direction with ing off-peak period. In Figures 7(a), 7(b), 8(a),and8(b) the extreme level of discomfort due to unavoidable body contacts line plots show time of day versus number of pedestrian and pedestrian flow in opposite direction. This phenomenon movements and average pedestrian walking speed on both reduces individual walking speed and also affects average the stairs. It is evident from these plots that, at lower walking speed of pedestrian flow as seen in Figures 7 and 8 𝑉 𝑆 𝑉 pedestrian volume, pedestrians walk with higher speed (seen by highlighted circles ( 2&3 and 2&3 for stairway 1 and 2&9 𝑆 by numbered circles in Figures 7 and 8). As pedestrian and 2&9 for stairway 2). volume increases, pedestrian walking speed decreases. It is Figure 9 shows three scenarios representing different observed during the field survey that the capacity of existing condition of the pedestrian movement. In scenario I, at 6 Advances in Civil Engineering

Stair 1 Stair 2

Female 12% Female 9% Female 15% Female 9% Ascending

Ascending

Male Male 85% 88% Male 91% Descending Male 91% Descending

Figure 5: Genderwise distribution of pedestrian movement on both stairways.

volumes in ascending and descending directions is shown in Figure 10. 10024 8240 The trend lines in Figures 10(a) and 10(b) illustrate that 11000 average walking speed is higher, when pedestrian flow is tidal 10000 in one direction, that is, major flow. When the proportion of 9000 7386 8000 flow decreases, that is, from 100% to 70%, average walking 7000 2264 speed decreases and it continues till major flow becomes 6000 116 5000 232 minor, meaning that increase in proportion of flow in other 12 824 4000 292 68 1353 directions causes reduction in the walking speed. From 3000 218 1301 Pedestrian volume Pedestrian 2000 35 Figure 10(a) it can be noted that when total flow in ascending 1000 241 21 direction is 100 ped/min (>90%), average walking speed 0 With W/o With W/o obtained is 0.52 m/s. However, at the same flow level, when luggage luggage luggage luggage descending flow increases to 30% average speed in ascending Male Female direction drops by 26% to 0.38 m/s. Further increase in Ascending movement, st-1 descending flow up to an equal proportion of 50% results in Descending movement, st-1 the reduction in average walking speed by 30% (0.36 m/s). Ascending movement, st-2 Decrease in walking speed of 48% (0.27 m/s) is observed Descending movement, st-2 when ascending major flow becomes minor (30%). The same observationisobtainedinFigure 10(b),withincreasein Figure 6: Genderwise distribution of pedestrian movement consid- opposite direction of flow; average pedestrian walking speed ering luggage status. gets reduced showing influence of opposing flow on average walking speed in the major direction. Table 2 summarizes theaveragewalkingspeedandpercentagereductioninmajor lower volume in both the directions, pedestrians achieve their directional speed with respect to directional distribution in walking speed despite moving with heavy luggage. Scenario each direction. II shows that as the volume of pedestrian increases in both Table 2 shows that average walking speed is higher in the directions, the individual walking speed reduces due to descending direction when it becomes a major flow. However, aberration between pedestrian moving in different directions. in both major directions, the average speed gets reduced This restricts the pedestrian movements and creates jam with increase in flow in opposite direction. Significantly, once along with queue near the ends of stairway creating stampede the flow in both the directions becomes equal, reduction like situation. However, in scenario III, showing dominance in descending direction walking speed is higher than the of flow in one direction, walking speed of pedestrian is ascending direction. From the results, it is evident that the higher for the same volume of pedestrian compared with the influence of ascending directional flow on speed is higher previous scenario having even directional split of pedestrian than the descending direction. Although, during arrival of volume. Variation in average walking speed of pedestrian train, both the ascending and descending direction move- on stairways with change in the proportion of pedestrian ments increase, it is desirable to know at what proportion Advances in Civil Engineering 7

240 1 V 220 3 0.9 S V 4 200 V 6 0.8 S 2 5 180 0.7 S 160 1 140 0.6 120 0.5 100 0.4 S 80 2 0.3 S V S 6 60 1 3 40 V 0.2 4 V 1 min pedestrian volume 20 5 0.1 0 speed walking (m/s) Average 0 8:47 a.m. 8:59 a.m. 9:11 a.m. 9:23 a.m. 9:35 a.m. 9:47 a.m. 9:59 a.m. 8:47 a.m. 8:58 a.m. 9:09 a.m. 9:20 a.m. 9:31 a.m. 9:42 a.m. 9:53 a.m. 5:14 p.m. 5:26 p.m. 5:38 p.m. 5:50 p.m. 6:02 p.m. 1:09 p.m. 1:00 p.m. 5:37 p.m. 1:11 p.m. 5:15 p.m. 5:26 p.m. 5:48 p.m. 5:59 p.m. 10:11 a.m. 10:04 a.m. 12:57 p.m. 12:49 p.m. (a) Pedestrian volume on stair (b) Average walking speed of pedestrian

Figure 7: 1-minute pedestrian volume and average walking speed on Stair 1.

240 1 S 220 1 0.9 S 200 S S 8 180 0.8 3 5 160 V V 0.7 2 V V 9 140 V 6 7 0.6 120 4 0.5 100 0.4 80 0.3 S 60 V 2 S 1 V 0.2 S 6 40 V 5 4 S 3 V 7 S 20 8 0.1 9 1 min pedestrian volume 0

Average walking speed walking (m/s) Average 0 1:06 p.m. 1:20 p.m. 1:34 p.m. 1:48 p.m. 2:02 p.m. 2:16 p.m. 4:19 p.m. 4:33 p.m. 4:47 p.m. 5:01 p.m. 5:15 p.m. 5:29 p.m. 5:43 p.m. 1:04 p.m. 1:17 p.m. 1:30 p.m. 1:43 p.m. 1:56 p.m. 2:09 p.m. 2:22 p.m. 4:24 p.m. 4:37 p.m. 4:50 p.m. 5:03 p.m. 5:16 p.m. 5:29 p.m. 5:42 p.m. 12:38 p.m. 12:52 p.m. 12:38 p.m. 12:51 p.m. (a) Pedestrian volume on stair (b) Average walking speed of pedestrian

Figure 8: 1-minute pedestrian volume and average walking speed on Stair 2.

Scenario I Scenario II Scenario III

Figure 9: Image of pedestrian movement for various scenarios. of directional flows the reduction in walking speed is higher. 6. Conclusions Hence it is important to understand the bidirectional pedes- trian flow phenomenon and at which directional split the In this paper, different scenarios of the pedestrian movement effect on speed is significant. The study observations can also on stairways with respect to the arrival of trains during peak beappliedtocalibratesimulationmodelsforpassengerflow and off-peak durations in a normal weekday at busy suburban on stairways at the transit stations for generating scenario of railtransferstationinMumbai,India,areanalyzed.Dueto facility performance in terms of level of service, safety, and small headways of trains and space constraints on platforms efficiency analysis with respect to the scheduling of trains. and stairways, complex pedestrian movement situation arises 8 Advances in Civil Engineering

0.9 0.9

0.8 0.8

0.7 0.7 (m/s) (m/s)

0.6 0.6

0.5 0.5 >90% 0.4 0.4 70% >90% 70% 0.3 50% 0.3 50%

30% walking speed, Average Average walking speed, walking Average 0.2 0.2 30% 0.1 0.1

0 0 0 50 100 150 200 0 50 100 150 200 Pedestrian volume, Q (p/min) Pedestrian volume, Q (p/min) (a) Ascending directional distribution (b) Descending directional distribution

Figure 10: Percentage distributions in ascending and descending Direction.

Table 2: Average walking speed and percentage reduction in major quality of pedestrian flow on critical element like stairways. direction. Assessment of performance of the stairways at such transit Average walking speed and % stations in terms of safety of transit users and efficiency of Pedestrian flow (percentage reduction with respect to transfer facilities should be carried out in this context. directional distribution for directional speed each direction) Ascending Descending Conflict of Interests (m/s) (m/s) >90 0.52 (—) 0.58 (—) The authors declare that there is no conflict of interests 70 0.38 (26%) 0.45 (22%) regarding the publication of this paper. 50 0.36 (30%) 0.34 (41%) 30 0.27 (48%) 0.15 (74%) Acknowledgments This work would not have been possible without the coop- eration of the divisional railway manager, Western Railways, causing high level of congestion on bidirectional undivided Mumbai, India. This research is supported by CSIR-CRRI, stairways. Effect of directional split of pedestrian volumes Supra Institutional Network Project for Development of on average walking speed in ascending and descending Indian Highway Capacity Manual funded by Planning Com- directions is reported based on videographic survey data for mission of India under the 12th five-year plan. The authors 390 minutes on two selected stairways. The study is based on express deep sense of gratitude for the financial support. three levels of directional splits of 90-10, 70-30, and 50-50 for pedestrian flow in each direction. Reduction in walking speed is observed when the proportion of pedestrian volume in one References > < direction reduces from major ( 50%) to minor ( 50%). The [1]J.Shah,G.J.Joshi,andP.Parida,“Behavioralcharacteristicsof study shows that the walking speed in descending direction pedestrian flow on stairway at railway station,” Procedia—Social is higher than the ascending movement when the flow is high and Behavioral Sciences, vol. 104, pp. 688–697, 2013. in descending direction. It can be observed that percentage [2] K. Rahman, N. A. Ghani, A. A. Kamil, and A. Mustafa, reduction in walking speed is higher when ascending (minor) “Weighted regression method for the study of pedestrian flow directional flow increases. It shows that ascending flow is characteristics in Dhaka, Bangladesh,” Modern Applied Science, more influential in causing speed reduction in descending vol. 7, no. 4, pp. 17–30, 2013. direction when it is minor flow. Therefore, it can be inferred [3]S.J.Older,“Thespeed,densityandflowofpedestrianson that the directional distribution is an important parameter for footway in shopping streets,” Traffic Engineering and Control, planning of pedestrian facility like stairways at transit stations vol.10,no.4,pp.160–163,1968. serving high frequency train operations. The study outcomes [4] L. A. Hoel, “Pedestrian travel rates in central business districts,” are also highlighting the impact of train schedules on the Traffic Engineering, vol. 38, pp. 10–13, 1968. Advances in Civil Engineering 9

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