PERCEPTION OF PEDESTRIAN IN SUBWAYS

PERCEPTION OF PEDESTRIANS IN SUBWAY DISSERTATION REPORT Submitted by K .JYOTIBASU (311719251018) In partial fulfillment for the award of the degree of

BACHELOR OF ARCHITECTURE

MOHAMED SATHAK A J ACADEMY OF ARCHITECTURE, CHENNAI - 603103

Affiliated to ANNA UNIVERSITY CHENNAI - 600025 MAY 2023

MOHAMED SATHAK A J ACADEMY OF ARCHITECTURE Approved by Council of Architecture & affiliated to Anna University, Chennai 34, Old Mahabalipuram Road, IT Highway, Egattur, Chennai 603103

BONAFIDE CERTIFICATE 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.

Ar. Angelin Shinola INTERNAL GUIDE

Prof. Mohammed Idris PRINCIPAL

Prof. Sathish Kumar T HOD / INTERNAL GUIDE

EXTERNAL EXAMINER

Prof. Dr Ranee Vedamuthu DIRECTOR

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ACKNOWLEDGEMENT 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 BASU

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DECLARATION

I 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:

PLACE:

SIGNATURE OF THE CANDIDATE

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TABLE OF CONTENTS 1.Acknowledgement 2.Declaration 3.Table of content 4.Abstract of study 5.Background study 6.Aim and objectives

2 3 4 6 7 9

PART 1 : LITRATURE REVIEW 1.History and evolution of subway 1.2.History of pedestrian subway in India 1.3.Subway design guildlines 1.4.Plan and section of subway 1.5.Ramp and steps 1.6.Pedestrian facilities principles 7. Design parameters for accessiblity 8. Hawker zone 9. Understanding of stimulation process

10 13 14 15 16 17 18 19 20

PART 2 : CASE STUDYAND ANALYSIS 2.1 Introduction to case study 2.2.Area of study : Gangnam , Korea 2.3.Agent based model process 2.4.Track of study 2.5.Parameters to be calculated 2.6.Pedestrian data and behaviour 7. Parameters to be calculated 8. Optimum distance 9. Understanding of stimulation process : syntax theory output

21 22 23 24 25 26 27 28

PART 3 : IPROVEMENT STRATERGYAT PEDESTRIAN BOTTLE NECK 3.1 Introduction to case study 3.2.Zipper effect 3.3.Types of bottle necks 3.4.Result and analysis 3 . 5 Parameters to be calculated : speed 7. Density

29 30 31 32 33 33

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TABLE OF CONTENTS PART 4 : GUINDY SUBWAY 4.1 Introduction 4.2.Methodology of study 4.3.Identification of major hotspots 4.4.Result and analysis 4.5.Neighbourhood context 4.6.Movement through subway 7. Parameters to be calculated : speed 8. .Geomentrical layout of subway 9. Encroachment of street hawkers 10. Passing time of pedestrian 11. Visual information 12. Pedestrian flow and collision 13. Quantitative analysis based on observation 14. Movement of pedestrian based on speed 15. VGA based on syntax theory 16. Conclusion

34 35 36 37 38 39 40 41 42 43 44 45 46 47 48

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ABSTRACT OF THE STUDY 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. .

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Background study: 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.

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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

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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

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PART 1. LITRATURE STUDY 1.1 HISTORY AND EVOLUTION OF SUBWAY ORIGIN CONCEPT OF SUBWAY 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.

Ancient Underground Sewers and Aqueducts 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.

The Earliest Known Urban Underground Tunnels-the Subterranean Sewers of Mesopotamia 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.

Fig 1. Vaulted brick drain, Eshnunna.

Mesopotamia 4000-2500BCE

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.

Urban Underground Infrastructure (the Subterranean Sewers & Evolving Aqueducts of Jerusalem 2600BCE-586BC 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 2: Aqueducts of Jerusalem 2600BCE-586BCE

A History of the Urban Underground Tunnel (4000 B.C.E. - 1900 C.E.) (scirp.org)

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Urban Underground Passageways & Subterranean Canalization (Cloaca Maxima “The Great Sewer”, Ancient Rome) 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.

Fig 3 Cloaca Maxima

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.

Fig 4.Rome’s cloaca Maxima (The Fig 5 .Cross sectional views of the cloaca Maxima “The Great Sewer” great sewer, as it exists today) Ancient Rome

Underground Arched Passageways for Pedestrians and Vehicles 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 6.112 Bosra Cryptoportico

A History of the Urban Underground Tunnel (4000 B.C.E. - 1900 C.E.) (scirp.org

Fig 7.The cryptoporticus of the palatine

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The Murray Hill Tunnel (NY), the World’s Second Subway Tunnel 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.

Fig 8. the murray hill tunnel

Epilogue: Greathead Shield & the Deep Tubes 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.

Fig 9.deep tubes

Tower Subway - Part of the Secret London series (historic-uk.com)

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1.2 HISTORY OF PEDESTRIAN SUBWAY IN INDIA 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.

TIME OF PEDESTRIAN SUBWAY IN INDIA

1930 IN MUMBAI

1932 IN CHENNAI

1934 IN KOLKATA

Fig 10.time line of subway

1950 IN DELHI

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1.3 Subway design guidelines Hump subways: 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.

Subway and foot over bridges (FOB) 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 should be provided. The path shouldn't be difficult to follow or lead people in the wrong direction.

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1.4 PLAN SUBWAYAND SECTION AS PER GUILDLINES

PLAN SUBWAY CARRIAGE WAY

CARRIAGE WAY

RAMP TO ACESS THE SUBWAY

RAMP TO ACESS THE SUBWAY

1750 1500

2750

MEDIAN

SUBWAY

SECTION OF HUMP SUBWAY

RAMP TO ACESS THE SUBWAY

RAMP TO ACESS THE SUBWAY CARRIAGE WAY

CARRIAGE WAY

2750

MEDIAN

SUBWAY

SECTION OF FULL SUBWAY

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1.4 Ramps and Steps 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.

1.5 Pedestrian facilities principles 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 – Pedestrians should 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 pedestrians including 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.

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1.6 Design Parameters for Accessibility Accessibility of Subways All subways and FOBs should have elevators in addition to stairs. Elevators are essential at all grade-separated pedestrian crossings for 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

Safety of Pedestrian Facility Safety of Footpath

Footpath should be well lit with direct lighting on 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 should be provided at 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 pedestrian crossing, 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.

Safety of Pedestrian Subways and FOBs • 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

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1.7 Hawker Zone 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 infrastructural costs.

• • • • •

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 Public toilets to maintain cleanliness.

Aesthetic design of mobile stalls/ push carts Provision for electricity Provision for drinking water Provision for protective covers to protect their wares as well as themselves from heat, rain, dust etc. · Storage facilities including cold storage

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1.8

UNDERSTANDING OF STIMULATION PROCESS

SPACE SYNTAX THEORY It is a technique for examine the spacial oraganisation of structure and urban setting

to understand movement of pedestrian through different places

influence people movement in subway and connectivity of different places

primary spatial features

Openings amd connection betwen edges each room represented as node

Network examined

mathematical algorithms

arrange and orientation of rooms spaces Corridors Entrance /exit

Based on the idea of Pedestrian interaction with envirorment both inside and outside subway

spacial structure

pattern that influence acessiblity and mobility

Key data that can be analysed from syntax theory Connectivity

Density

Flow

Accessibility

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 subway station . 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.

Pathways

Pathway analysis allows to pinpoint places where particular paths are more often taken by people. Used to increase pedestrian movement and lessen congestion.

Interaction

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

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1.9 FRAME WORK OF SYNTAX THEORY

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

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

Basic concept of syntax theory

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

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

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PART 2 : CASE STUDY 2.1 INTRODUCTION 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.

Analysis of pedestrian behaviour

Analysis of different user group of uses the subway.

Analysis of pedestrian behaviour

Daily commuters (station to work or school)

business travelers (gangnam houses houses many business coperations)

shoppers (known for high end shopping districts such as garosu gil and apgujeong)

Students (it houses various school to its close proximity)

peak hour duration each user group

7:30am to 9:00am 5:00pm to 7:00pm

9:00am to 11 am 7:00pm to 9:00pm

10:00am to 9 pm

7:30am to 9:00am 3:30am to 5:00pm

Night owls Tourists: There are also uses subway stations to get some subway around the city users who prefer to travel during the late-night hours 10:00 am to 4:00 pm

11:00pm to 1:00am

RESTAURANT AND HOSPITAL WORKERS

duration (week days report)

MEDICAL STAFFS SHOPPERS TOURISTS NIGHT OWLS STUDENTS BUSINESS TRAVELERS COMMUTERS 12AM- 2AM- 4AM- 6AM- 8AM- 10AM- 12PM- 2PM- 4PM- 6PM- 8PM- 10PM2AM 4AM 6AM 8AM 10AM 12PM 2PM 4PM 6PM 8PM 10PM 12AM duration (week days report)

PEAK HOUR DURING WEEK DAYS 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

NAVIGATION OF DIFFERENT PLACES TICKET COUNTER

ENTRY/ EXIT

SUBWAY STATION TRANSFER FACILITY

COMMERCIAL AREAS

PAGE NO :21

2.2 AREA OF STUDY 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)

PAGE NO :22

2.3 AGENT BASED MODEL PROCESS 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

Define the agents

System of individiual agents must be defined after the defining system. determining each agent's characteristics, behaviours, and decision-making procedures is necessary .

Specify the environment

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

Model the interactions

The next step is to model the interactions between the agents and the environment. This can be done using syntax theory

Run the simulation

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.

Output

Emergent phenomena:

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

System-level outcomes ABM can assist us in predicting the results of system changes, such as modifications to infrastructure or policy

PAGE NO :23

2.4 TRACK OF STUDY Subways are built on busy roads to reduce traffic congesion and to increase the pedestrian safety it is built in heart of the city which are packed during peak hours

Based on how pedestrians in subway station uses the spaces and surrounding envirorment

Causes inconvience safety concerns wasted spaces crowd catastrope

observed data

understanding how they proceed from the platform to the exit once they have passed through the ticket gate

observed data buiding an virtual subway which is an exact replica of real one and filling it with agent based on observed data

achieved by syntax theory

Normal circumstances

Emergency situation

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.

design of subway no.of entry and exit bottlnecks

Quality of underground subway station

Elements of way finding in public envirorment in and out of subway

Understanding relationship between hourly pedestrian volume and spatial characteristics

FACTORS EFFECTG PEDESTRIAN BEHAVIOUR

Pedestrian movement between the spaces such as busstop ,railway station, metro,ticket counter

urban spatial vitality in subterranean spaces connected to subway

analyze the spacial character and their configuration of spaces connected to subway

PEDESTRIAN BEHAVIOUR USING Analysis of pedestrian behaviour

Analysis of pedestrian behaviour

using pedestrian data based on observed 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

PAGE NO :24

2.5 PARAMETERS TO BE CALCULATED STRIDE LENGTH

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 WALKING SPEED moves forward while walking, usually measured in meters per second (m/s) or kilometers per hour (km/h).

ISOVIST

VISIBLE AREA

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.

VANTAGE POINT INVISIBLE AREA

CHANGE IN DIRECTION

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

PASSING TIME

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.

2.6 PEDESTRIAN DATA AND BEHAVIOUR Data gathered by counting the no.of people passsing through

Peak hours

tend to take shortest from ticket gate to exits

These datas were gathered for 5mins each during peak hours

commuters have clear destination

familiar with layout of station

In basement level 1

Analysis

output

Between 8 am and 9am and 6 to 7 pm

data was gathered on 48 gates (28 gates used for study)

considered as most efficient route in subway

PAGE NO :25

2.7 QUANTITATIVE ANALYSIS COLOUR CODING USED high pedestrian volume is observed near ticket counters

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.

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

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

The numbers next to the colored lines indicate the number of pedestrians who passed through the gates during the 5minute observations

Pedestriam volume increased by 200 from morning

ANALYSIS 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 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 s u b w a y 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.

Buildings | Free Full-Text | Analysis of Pedestrian Behaviors in Subway Station Using Agent-Based Model: Case of Gangnam Station, Seoul, Korea (mdpi.com

PAGE NO :26

2.8 OPTIMUM DISTANCE specific points in subway station act as nodes through which the pedestrian passes through peak hours

Ticket counter area Shortest distance ticket gates

ANALYSIS .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.

ANALYSIS 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

ANALYSIS This area is considered the most direct and efficient path for pedestrians to take. The spaces outside this area, which include the the corridors of 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

Buildings | Free Full-Text | Analysis of Pedestrian Behaviors in Subway Station Using Agent-Based Model: Case of Gangnam Station, Seoul, Korea (mdpi.com

PAGE NO :27

2.9 SYNTAX THEORY OUTPUT KEY PLAN MORNING

High

low Red depicts high pedestrian traffic voiltet implies low pesdestrian the cells

ANALYSIS 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

EVENING

Each grid is measured with an area based on stride length in this model they have taken 0.375x0.375m as cell size. pedestrian density is calculated based on this cell size and colour changes according pedestrian moves through the specific cell

comparative analysis of observed and stimulated output is most of the people uses the shorter distance as optimum path by various user group

Buildings | Free Full-Text | Analysis of Pedestrian Behaviors in Subway Station Using Agent-Based Model: Case of Gangnam Station, Seoul, Korea (mdpi.com

PAGE NO :28

3.1 Improvement stratergy at pedestrian bottleneck in subway BOTTLE NECK Narrow region

Forced to gather

restrict flow of pedestrian

Decrease efficiency Discomfront

Act as limiting factor

to address these issues

crowd catastrophes

confined spaces are formed

Optimization methods improves the flow of pedestrian also explores

design of subway

concave

funnel at 45deg,30deg,60deg

passing time

improves the flow of pedestrian column on left as obstacle

traffic efficiency

broken gaurd rail Speed

convex

gaurdrail

Blank control group

Density of pedestrian flow using different modules

STUDY THAT INVESTIGATION design of Pedestrian flow facilities in urban organizing rail transit

individual velocity

local density and time gaps

safety and recongonize that comfort of pedestrian are the pedestrian centre of social context

mechanism of panic and jamming

pedestrian behaviour during evacuation through bottle necks PAGE NO :29

3.2 ZIPPER EFFECT 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.

Analysed data from zipper effect 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 Experiment based on 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)

Geomentrical layout of experimental bottleneck 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

Experiment scenarious 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

Improvement stratergies at the bottleneck Using two door and roundabout which improves standard elements of pedestrian

efficiency of bottleneck can be expanding funnel shaped space in bottlenecks

to optimize measures at

straight funnel shape

increasing the evacuation by more 20% by increasing width of bottleneck

surface funel

column obstacle

PAGE NO :30

2,3 Types of bottle necks 45 degree 60 degree

30 degree

blank control group

Designed with funnel shapped continous gaurdrail

Optimal design

columns obstacle

extended gaurdrail broken gaurdrail

concave shaped

convex shaped

funnel shaped design at 30 , 45 , 60 degrees

Extended and broken gaurdrail

convex and cocave shaped design

columns as an obstacle

Experiment participants and training

Partcipants were randomly queued in trial region

Pedestrian have to enter the subway in regular pedestrian flow

to ensure the result were close to the reality

Primary Datas to be collected from pedestrian Total no of pedestrian selected

Avg height of pedestrians

Improvement Strategy at Pedestrian Bottleneck in Subway Stations (hindawi.com

Avg age of pedestrians

pedestrian user group PAGE NO :31

3.4 RESULTAND ANALYSIS As per experiment pedestrian were concerned about efficiency ,safety and comfort

Efficiency of subway

passing time

speed

traffic efficiency

collision

speed

density

safe and comfort

Time taken by a person to pass certain section in subway PASSING TIME 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

as per the quantitative analysis of pasing time of pedestrian to pass through the subway

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 ti = tid - tie 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

TRAFFIC EFFICIENCY Defined as the number of people within a unit width during the time interval

as per the quantitative analysis of Eficiency of pedestrian to pass through the subway

Efficiency(E): E = 3600/T x n/w = 3600/(tnd-tie) x n/w n = total number of pedestrian w= width of the exit

OUTPUT

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

Improvement Strategy at Pedestrian Bottleneck in Subway Stations (hindawi.com)

PAGE NO :32

3.5 SPEED 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

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

Result

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

3.6 Density 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 density of 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.

Improvement Strategy at Pedestrian Bottleneck in Subway Stations (hindawi.com)

PAGE NO :33

PART 4 GUINDY SUBWAY 4.1 INTRODUCTION 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 .

PAGE NO :34

4.2 METHODOLOGY OF STUDY

study of pedestrian behaviour using agent based model

Data processing

study of pedestrian behaviour in subwaystation based on observation

pedestrian data processing

Time classification for going to work and leaving work

Analysis length cell size time step

number o f agents Analysis pedestrian movement at the observation location

Analysis of agent based model simulation

agents at each inita point il Agent parameters isovist step to turn destination

agent based model setting

space type classification based on pedestrian behaviour

An agent based model is capable of explaining pedestrian behaviour in the underground space connected to subway station

analysis of comparison Pedestrian volume at each and connecting corridors of different correlation analysis spaces

dependent variable Pedestrian movement

agent passing through each gate

independent variable simple linear regression analysis

Agent movement

PAGE NO :35

4.3 Identification of major hotspots 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.

Guindy bus stop : 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

Daily commuters students

Tourist User group

SHOPPERS

TRANSIT PASSEN GERS

IT PROFESSIONALS PAGE NO :36

Guindy railway station Guindy 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

Guindy metro station 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.

Proximity from Guindy metro station

Public infrastructure within 1km of the station

Education institutions within 1 km

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

Recreational facilities with in 1km

•Guindy Post office •Madras Race Club •National Matriculation •DGP Office, Guindy •Madras Gymkhana Golf Higher secondary school •SIDCO, Guindy Annexe •Arsha Vidya Mandir •Guindy Sub Station •Guindy Race Course •Tamil Nadu Dr. MGR •Guindy Taluk Office Gallery Medical University •Department of Posts India •Annai Velankanni’s •Velachery Aquatic •Police Station College of Arts and Science Complex •Raadha Rajendran Hospital •The Ashram School •Chennai Corporation •Sri Balaji Hospital Park •Gandhi Market PAGE NO :37

4.5 NEIGHBOURHOOD CONTEXT

SUBWAY PARATRANSIT

BUS STOP

CMRL

PARATRANSIT

SUBWAY

RAILWAY STATION

BUS STOP

BUS STOP

KEY PLAN

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 MOVEMENT

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 MOVEMENT FROM BUS STOP TO SUBWAY

PAGE NO :38

4.6 MOVEMENT THROUGH SUBWAY towards guindy flyover

pedestrian path towards subway integrated with small shops of street vendors bus top to subway connecting paved pathway

metro entrance to ticket gate

towards bus stop pathway act as an shopping complex

over bridge(recently adde) which connects to both platform of railway station

pedestriaan can acess paratransit

old over bridge for railway station

towards parking of railway station

PEAK HOUR DERIVATION

User group

Timings

COMMUTERS

8am - 10am 5pm - 9pm

BUSINESS TRAVELERS

9am - 11am 7:30pm - 9:30pm

STUDENTS

7:30am - 9am 3:30pm - 5pm

TOURIST

10am - 4pm

NIGHT OWLS

11pm - 2am

SHOPPERS

9:30am - 6:30pm

duration (week days report)

SHOPPERS TOURISTS NIGHT OWLS

STUDENTS BUSINESS TRAVELERS COMMUTERS 12AM- 2AM- 4AM- 6AM- 8AM- 10AM- 12PM- 2PM- 4PM- 6PM- 8PM- 10PM2AM 4AM 6AM 8AM 10AM 12PM 2PM 4PM 6PM 8PM 10PM 12AM

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

PEAK HOUR DISTRIBUTION Graph is based quantitative study of various users waiting in guindy subway during peak hours in week days

PAGE NO :39

4.8 GEOMENTRICAL LAYOUT OF SUBWAY

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

CARRIAGE WAY

CARRIAGE WAY

CARRIAGE WAY

CARRIAGE WAY

PLATFORM NO 1 OF REAIWAY STATION

TOWARDS FLYOVER

TOWARDS METRO STATION

ENTRANCE GUINDY RAILWAY STION

SUBWAY

TOWARDS RAILWAY STATION

TICKET COUNTER RAILWAY STATION

CARRIAGE WAY

CARRIAGE WAY

CARRIAGE WAY

CARRIAGE WAY

COMMERCIALAREAS TOWARDS RAILWAY STATION PARKING

FROM BUS STOP

TOWARDS RAILWAY STATION

PLAN OF SUBWAY PAGE NO :40

4.9 ENCROACHMENT OF STREET HAWKERS 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.

ISSUES DUE TO ENCROACHMENT

ENCROACHMENT IN SUROUNDINGS OF GUINDY SUBWAY

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 ENCROACHMENT OF HAWKERS IN GUINDY SUBWAY

Rationale for choosing area of trade

Reason for purchasing from street vendors

PAGE NO :41

4.10 PASSING TIME OF PEDESTRIANS

PASSING TIME OF PEDESTRIAN PASSING TIME OF PEDESTRIANS WHEN THEY USES THE VACANT IN OPTIMAL PATH IN SUBWAY SPACES TO REACH THEIR Based on the average passing time taken during peak hours DESTINATION 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 FROM TRANSIT HUBS TO SUBWAY

B1 A

B2 D C

A REGION OF SHORTEST DISTANCE

B2

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

B1

Passing time during morning peak hours Passing time during evening peak hours

: 1min 06sec

C

Passing evening Passing morning

B2

: 1min 12sec

: 1min 10sec : 1min 14sec

D

Passing morning Passing evening

: 1min 07sec : 0min 56sec

PAGE NO :42

4.11VISUAL INFORMATION 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

FORMATION VACANT / NEGATIVE SPACES IN SUBWAY 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

vacant space encroached area

PAGE NO :43

4.12 PEDESTRIAN FLOWAND DENSITY Diagram shows the varring density of pedestrians in and surrounding areas of 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.

PEDESTRIAN FLOW AND COLLISION 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 from railway.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

PAGE NO :44

4.13 QUANTITATIVE ANALYSIS BASED ON OBSERVATION

37

COLOUR CODES

150 - 200 150 - 100

9

20

132 67

100 - 50 145

158

50 - 20

173

10

20 - 0

108

52

164

134 PEAK HOURS DURING MORNING

COLOUR CODES

8

100 - 150 100 - 70

28

3 21

70 - 30 30 - 10

115

128 11

10 - 0 132

143 72

44

86

PEAK HOURS DURING EVENING 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

PAGE NO :45

4.14 MOVEMENT OF PEDESTRIAN BASED ON SPEED

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

Movement of pedestrian is inscrease by adjusting the movement according to crowd to maintain the visual information of destination in shortest path of subway

CREATION OF BOTTLE NECKS 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,

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4.15 VISIBILITY GRAPH STIMULATION BASED ON SYNTAX THEORY FROM DEPTHMAPX

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 STIMULATION BASED ON SYNTAX THEORY FROM DEPTHMAPX 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

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4.16 CONCLUSION 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.

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