Pedestrian Walking Speed Research Articles

Feasibility Study of Podo Town Square Gemek Pedestrian, Kedungwuni District, Pekalongan Regency

The Institute of Technology and Science (ITS) campus, Pusmanu Polytechnic, SMA Negeri 1 Kedungwuni, SMK Negeri 1 Kedungwuni, SMP Negeri 2 Kedungwuni as an educational center, There are shophouses along the right and left side of the road as a trading place. This is the reason why so many people come to the area. So in the Podo-Surabaya segment, human movement in the area is high. The more visitors who come to the place will impact the concentration of pedestrians. With a large pedestrian flow and the presence of street vendors and illegal parking at several points along the sidewalk, it will significantly affect the comfort and flexibility of pedestrians. For this reason, it is necessary to plan for improving pedestrian facilities in the area. To obtain the minimum width, the required sidewalk width, and pedestrian facilities are calculated according to the Technical Guidelines no. 032/T/BM/1999 “Guidelines for Planning Pedestrian Paths on Public Roads, Minister of Public Works Decree No. 468/KPTS/1998 "Technical Requirements for Accessibility in Public Buildings and the Environment," Director General of Highways No.007/T/BNKT/1990 "Guidelines for Using Sidewalks," Minister of Public Works Regulation No. 03/PRT/M/2014 "Guidelines for Planning, Provision, and Utilization of Pedestrian Network Infrastructure and Facilities in Urban Areas," Technical Guidelines no. 022/T/BM/1999 "Accessibility Requirements on Public Roads." The results of the design are carried out with the AutoCAD program. From the calculation of pedestrian walking speed, the average rate is 43.80 m/minute, from the analysis of the minimum width obtained 1,6 meters.

Heterogeneous Pedestrian Traffic Flow Modelling at Signalised Intersections

Different types of pedestrians exhibit different speed characteristics and heterogeneity. In the case of mixed pedestrian flow at signalised intersections, pedestrian traffic flow modelling is important in research of the con-ditions at signalised intersections and the evaluation of services for pedestrians. The characteristics of pedestri-an traffic flow at signalised intersections were investi-gated in this study against the background of pedestrian heterogeneity using videos of pedestrians crossing three signalised intersections in Chongqing recorded in a field survey. The pedestrian walking speeds were manually ex-tracted from the videos and used as the data basis for dis-tinguishing pedestrian heterogeneity. The walking speed data of three types (young, middle-aged, and elderly) of pedestrians at different pedestrian flows were obtained by using a microsimulation software. Based on this, a pe-destrian traffic flow model for mixed-type pedestrians at signalised intersections was established and verified by actual cases. In comparison with the HCM model, the model outperforms the HCM model overall in practical applications, indicating its strong applicability and reli-ability.

Pedestrian gaps and walking speed at uncontrolled midblock crosswalks

This study seeks to understand the behavior of pedestrians who cross the street mid-block where vehicles travel while making use of existing vehicular gaps. This study was carried out in the city of Tunja and information was collected in order to obtain data on the accepted gap and crossing speed which was then correlated to variables such as age, gender, type of vehicle, group formation, reduced mobility conditions, walking time, walking vs. running, and if the person crosses with children, among others. A statistical characterization was performed on the above information, obtaining relationships that may be of interest in understanding pedestrian behavior in the city. We found that the gap accepted by a pedestrian is directly proportional to the walking time and the time used to make the crossing is near 50% of the critical gap. The variables that were more significant in the size of the gaps accepted by pedestrians at the crossing were: the type of vehicle, the type of gap, and the walking time.

Pedestrian Crossing Behaviour at Signalized Intersection Crosswalks: An Observational Study of Factors Influencing Pedestrian Walking Speed, Safety Margin, and Violation

Pedestrian Crossing Behaviour at Signalized Intersection Crosswalks: An Observational Study of Factors Influencing Pedestrian Walking Speed, Safety Margin, and Violation

Effects of obesity and foot arch height on gait mechanics: A cross-sectional study.

Foot arch structure contributes to lower-limb joint mechanics and gait in adults with obesity. However, it is not well-known if excessive weight and arch height together affect gait mechanics compared to the effects of excessive weight and arch height alone. The purpose of this study was to determine the influences of arch height and obesity on gait mechanics in adults. In this study, 1) dynamic plantar pressure, 2) spatiotemporal gait parameters, 3) foot progression angle, and 4) ankle and knee joint angles and moments were collected in adults with normal weight with normal arch heights (n = 11), normal weight with lower arch heights (n = 10), obesity with normal arch heights (n = 8), and obesity with lower arch heights (n = 18) as they walked at their preferred speed and at a pedestrian standard walking speed, 1.25 m/s. Digital foot pressure data were used to compute a measure of arch height, the Chippaux-Smirak Index (CSI). Our results revealed that BMI and arch height were each associated with particular measures of ankle and knee joint mechanics during walking in healthy young adults: (i) a higher BMI with greater peak internal ankle plantar-flexion moment and (ii) a lower arch height with greater peak internal ankle eversion and abduction moments and peak internal knee abduction moment (i.e., external knee adduction moment). Our results have implications for understanding the role of arch height in reducing musculoskeletal injury risks, improving gait, and increasing physical activity for people living with obesity.

An exploratory study of pedestrian crossing speeds at midblock crossing in India using LiDAR

Objective Understanding pedestrian road crossing behavior is essential from the perspectives of traffic flow and pedestrian safety. Limited research is available on pedestrian behavior in low- and middle-income countries. The main objective of this study is to understand pedestrian–vehicle interactions during midblock crossings in heterogeneous traffic conditions. Specifically, this study aims to understand whether pedestrians alter their crossing behavior depending on the type of approaching vehicles. Methods To better understand pedestrian road crossing behavior at midblock crossings, an instrumented vehicle collected data from Kanpur, a large city in Uttar Pradesh, India. Because light detection and ranging provides point clouds at high frequency, an algorithm was developed to identify and track vehicles and pedestrians. Specifically, 2 types of interactions at midblock crossings were studied: car–pedestrian and motorized bike–pedestrian. The walking speed profiles and trajectories of the pedestrians were analyzed. Results The results show that pedestrians are more willing to engage in risky road crossing behavior in front of motorized bikes than in front of cars. Pedestrian walking speed profiles were unaffected by motorized bikes, but for cars, pedestrians tended to increase their speed in the first half of road crossing and then decrease in the second half. Conclusions Pedestrian crossing speed profiles play an essential role in understanding pedestrian midblock crossing behavior. The speed data for pedestrians at various points of crossing are challenging to capture, but this study shows that LiDAR can be used to capture detailed pedestrian movements. The findings from this study demonstrate the importance of considering vehicle heterogeneity when analyzing pedestrian risk exposure and designing pedestrian crossing facilities.

Assessment of distracted pedestrian crossing behavior at midblock crosswalks

Risk of pedestrian-vehicle crashes increased with distraction of pedestrians at roadway crossings. Aims of the study included analysing distracted pedestrian crossing behavior, identifying factors that influence pedestrian crossing speed at a midblock crosswalk, and determining the influence of road cross-section (RCS) on pedestrian walking speed.Three cities in Oregon State in the USA were included in the study: Corvallis, Albany, and Eugene. A combination of digital video and researcher field notes were used to obtain the data at each site. A total of 1045 pedestrian crossings from 23 midblock crossings were observed and analysed to determine the association of distraction type, road cross-section, and other in situ factors with pedestrian walking speed. Data analysis was conducted in two stages. First, the effect of each distraction type (looking at a handheld device, talking on a cell phone, wearing headphones, walking in a pair, walking in a group, and other distractions) on the pedestrian walking speed was examined. The results showed that average walking speed was 4.8 ft./s (1.46 m/s). Pedestrians walking with headphones crossed more quickly (0.91 ft./s) (0.28 m/s) than those with no distractions (5.14 ft./s) (1.57 m/s). In addition, talking on a cell phone was not significantly correlated with walking speed. Moreover, the other four distraction types were associated with decreasing the walking speed by 0.29 ft./s (0.09 m/s) to 0.83 ft./s (0.25 m/s). Second, the influence of pedestrian distraction, crosswalk configuration, land use, compliance rate, and pedestrian demographics on the pedestrian walking speed were examined in this study. Findings indicated that distracted pedestrian in two road cross-sections would require more crossing time than an elderly pedestrian. Pedestrian safety is a key concern in transportation research, and improved understanding of the factors contributing to pedestrian fatalities could enable safer roadways to be designed.

The walking speed of pedestrians on various pavement surface conditions during winter

• The data capture naturalistic walking behavior in a winter environment. • Pedestrians walk approximately 1 min/km slower on compact snow than on asphalt. • Pedestrians walk approximately 1 min/km slower on clean ice than on gritted ice. • Pedestrians walk approximately 2 min/km slower on clean ice than on asphalt. • Average travel times can be used to assess winter operation measures economically. This study aims to quantify the relationship between pedestrians’ walking speeds and various surface conditions typically associated with a winter environment. The purpose is to enable assessments of the effects of different winter operation and maintenance regimes on pedestrians’ average travel times. The results show that there is a significant relationship between surface conditions and average walking speeds. When comparing a bare-pavement level of service (LOS) with the practically best obtainable winter-pavement LOS it is expected that the average travel times of an average pedestrian will be approximately 1 min/km longer on the latter than the former when walking on flat ground. On clean ice, compared to a bare pavement, we can expect the average travel times to be approximately 2 min/km longer. Data on average travel times should be implemented in cost-benefit analyses that evaluate the effects of different winter operation and maintenance regimes and measures.

Measurement and analysis of neighborhood congestion: Evidence from sidewalk pedestrian traffic and walking speeds

AbstractRegional scientists and planners are interested in congestion, both vehicular and pedestrian. This paper examines pedestrian congestion on sidewalks in the tourism district of Bar Harbor, Maine, with a focus on the effects of cruise passengers. The analysis considers pedestrian counts and the effects of passengers on walking speeds. Cruise passengers increase sidewalk pedestrian traffic overall, but the effects on walking speeds are mixed. For both indicators of sidewalk congestion, cruise passenger impacts decrease at greater distances from the passenger point‐of‐entry into Bar Harbor. The methods presented in the paper can be applied to sidewalk congestion related to a wide range of facilities and events (e.g., transportation hubs, museums and concert halls, sporting events, large pilgrimage events).

Human Gait Recognition Based on Self-Adaptive Hidden Markov Model.

Human gait recognition has numerous challenges due to view angle changing, human dressing, bag carrying, and pedestrian walking speed, etc. In order to increase gait recognition accuracy under these circumstances, in this paper we propose a method for gait recognition based on a self-adaptive hidden Markov model (SAHMM). First, we present a feature extraction algorithm based on local gait energy image (LGEI) and construct an observation vector set. By using this set, we optimize parameters of the SAHMM-based method for gait recognition. Finally, the proposed method is evaluated extensively based on the CASIA Dataset B for gait recognition under various conditions such as cross view, human dressing, or bag carrying, etc. Furthermore, the generalization ability of this method is verified based on the OU-ISIR Large Population Dataset. Both experimental results show that the proposed method exhibits superior performance in comparison with those existing methods.

A Feasible Model Training for LSTM-Based Dual Foot-Mounted Pedestrian INS

Deep learning (DL) has been confirmed as an effective method to develop inertial measurement unit (IMU) based pedestrian inertial navigation system (INS). Nevertheless, collecting data for training the DL models is always a challenge. Conventional motion capture systems are expensive and they can be applicable within a restricted range. The real time kinematic-global positioning system (RTK-GPS) has concerns of low data collection rate and outdoor usage limitations. Hence, this paper presents a feasible and easily deployable hand-push odometer platform (HPOP) that was modified from a conventional wheeled walker. The 30Hz HPOP speed information is arranged by combining the dual foot-mounted IMUs’ data for the training of long short-term memory (LSTM) models to develop a pedestrian walking speed estimator, where the training dataset contains 858,751 data items. Moreover, the Fick angle is further utilized with the estimated walking speed to form a pedestrian INS. In a 2m*2.6m rectangle path, the absolute path tracking error was 0.1024m; the RMSE of walking speed was 0.04768m/s; path walking distance error was 0.089m. In a 52.46m*8.16m basement corridor area, a 1.06m homing positioning error was investigated in a 136.6m round trip corridor path experiment.

The influence of pedestrian walking speeds on exit routes in real-world and immersive virtual environments

The influence of pedestrian walking speeds on exit routes in real-world and immersive virtual environments

Experimental study on pedestrian behavior in a mixed crowd of individuals and groups

The influences of groups on pedestrian behavior in a mixed crowd that comprises individuals and groups were investigated experimentally. The crowd comprised 20 pedestrians: some were composed into groups of three or four pedestrians (3-pedestrian and 4-pedestrian groups), and the others walked as individuals The walking speed and the walking behavior of pedestrians in the crowds were the main focus. Results showed that the walking speed of pedestrians – the​ individuals and group members in a mixed crowd – basically decreased compared with their walking speed in none-group crowd, and the decreasing of pedestrians’ walking speed became more obvious with the size of groups inside the mixed crowd. Basically, the decrease in the degree of walking speed was larger for female pedestrians than for the male pedestrians. However, in the mixed crowd conditions with the 3-pedestrian group, the walking speed of individuals with an initial location near the group might possibly be higher than that in the none-group crowd condition, which might be caused by the accelerating process for overtaking the group in front of them. This speed accelerating behavior was more remarkable among the male pedestrians in this study. In the mixed crowd conditions with the 4-pedestrian group, the overtaking of the group became more difficult for the individuals. The walking speed of a group in a crowd was lower than that in the free-walking environment because the group members had to pay more attention to maintain group relationships and not separate from each other in the crowd.

Precise 3-D Indoor Localization Based on Wi-Fi FTM and Built-In Sensors

More and more applications of location-based services lead to the development of indoor positioning technology. As a part of the Internet-of-Things ecosystem, most existing indoor positioning algorithms are applied to specific situations, e.g., pedestrian navigation and target detection. To meet the high-precision indoor localization requirement, IEEE 802.11 included the Wi-Fi fine-time measurement (FTM) protocol in 2016, which provides a novel approach for Wi-Fi ranging between the mobile terminal and Wi-Fi access point (AP). This article proposes a precise 3-D indoor localization algorithm based on Wi-Fi FTM and smartphone built-in sensors (3D-WFBS). The adaptive extended Kalman filter (AEKF) is used to estimate the pedestrian's real-time heading and walking speed, and the received signal strength indication and round-trip time collected from Wi-Fi APs are combined for proximity detection and providing more accurate ranging results. In addition, the unscented particle filter is applied to fuse the results of AEKF, proximity detection, and Wi-Fi ranging. The experimental results show that compared with the existing dead reckoning method and the other fusion methods, the proposed 3D-WFBS algorithm is proved to achieve meter-level indoor positioning accuracy in typical indoor scenes.

Effects of Climbing Choice, Demographic, and Climate on Walking Behavior

Walking is a public health recommendation to increase physical activity. Although walking for transport is associated with health benefits, it is frequently avoided when a mechanized alternative is available and when the weather or individuals’ available resources are unfavorable. The present quasi-experimental study used chosen walking speed to estimate the use of resources by pedestrians and investigated 730 pedestrians’ behavior when approaching a choice point between a short stair and a ramp at an exit from a university campus toward the local train station on six separate days. Results revealed that individuals who climbed the stairs walked faster than those who chose the ramp. In addition, females and those who were overweight walked slower than their comparator groups. Temperature was associated with walking behavior; as temperature increased, the walking speed of pedestrians decreased. Moreover, the purpose of walking is an important determinant of walking speed. Minimization of time to arrive at the train station as quickly as possible is a plausible alternative explanation for the effects of resource allocation on walking speed.

Evaluation of Pedestrian Walking Speed Change Patterns at Crosswalks in Palestine

Background: Pedestrians and vehicles are the two most important elements in designing roads and highways. However, for a long time, the designer focused on vehicle issues and did not give sufficient attention to pedestrian safety. Recently though, pedestrians have become the subject of much research and many studies. Moreover, most transportation codes include specific considerations and standards for pedestrians. One of the main pedestrian issues considered in facilities and traffic signal design is pedestrian walking speed. It is, therefore, necessary to evaluate the walking speed change patterns at crosswalks and the appropriate design walking speed for pedestrians, which can then be used to design pedestrian facilities and traffic signals. Methods: In this study, the crossing speeds of 4,301 pedestrians were collected from six different locations in Nablus, the second-most populous city in Palestine. Three of these locations were at unsignalized crosswalks, and the other three locations were at signalized crosswalks. Results: The collected data considered the factors of pedestrians’ age, gender and the type of traffic control at the crosswalk. After analyzing the collected data and performing the Z-test and ANOVA Test for each of the factors, the results showed that male pedestrians walk faster than female pedestrians. Conclusion: The study also concluded that age significantly influenced pedestrian crossing speed. Moreover, the values of pedestrian crossing speed at unsignalized crosswalks were insignificantly higher than those at signalized crosswalks. Finally, the average and 15th percentile crossing speeds were determined, since these values are critical to design pedestrian facilities and traffic signals.

Pedestrian walking speed at un-signalized midblock crosswalk and its impact on urban street segment performance

The Urban Street Segment Chapter of the Highway Capacity Manual (HCM) includes a methodology for evaluating the level of service urban street segments provide to automobile users. The methodology does not account for pedestrian activity at un-signalized midblock crosswalk on an urban street segment. Pedestrian activity at un-signalized midblock crosswalk on urban street segments causes friction conditions between automobiles and pedestrians. As a consequence, the average time it takes vehicles to travel along the segment is increased. Increasing segment running time decreases both the travel speed of automobiles and the level of service provided to automobile users. There is an inverse relationship between the delay incurred by interrupted vehicles and the speeds at which pedestrians walk while crossing at midblock. To account for this delay, there is a need to investigate pedestrian walking speeds at un-signalized midblock crosswalks. This study measured pedestrian walking speeds by age-group at two un-signalized midblock crosswalks on urban street segments. The first objective of this paper is to perform statistical analyses to examine the measured free-flow pedestrian walking speeds. The second objective is to demonstrate how the findings of this study can be incorporated into the Urban Street Segment Analysis Chapter of the HCM. Pedestrian walking speeds were recorded and analyzed for 2937 pedestrians. The results show teenagers walk at an average speed of 1.45 m/s, young adults walk at an average speed of 1.55 m/s, middle age pedestrians walk at a speed of 1.45 m/s, older pedestrians walk at speed of 1.09 m/s, and elderly or physically disabled pedestrians walk at a speed of 1.04 m/s. • Statistical analyses to examine measured free-flow pedestrian walking speeds at un-signalized midblock crosswalks. • Measurement of pedestrian walking speeds by age group. • Theory of gap-acceptance on pedestrian crossing behavior on urban street segments. • The Highway Capacity Manual (HCM) methodology for evaluating level of service urban street segments. • Relationship between pedestrian walking speed and urban street level of service.

How does weather and climate affect pedestrian walking speed during cool and cold seasons in severely cold areas?

Being able to understand pedestrians behavior is essential for urban planning. Despite a burgeoning research effort directed at the design and modelling of effective urban spaces for pedestrians, remarkably little is known about how pedestrians actually negotiate urban spaces in severely cold areas. By adopting computer vision technology, this paper reports the results of a video-based observational study aimed at exploring how and to what degree weather and climate affect pedestrian walking speed. The result shows that ice-snow sports, as a source of space attraction, can trigger a sudden change in the walking speed of pedestrians within space at the level of personal willingness. It also shows that the average walking speed at population level, was affected by both apparent temperature and ground conditions. Specifically, the average walking speed is negatively correlated with the instantaneous apparent temperature. The apparent temperature also has a time-lag effect on the average walking speed and the larger the temperature fluctuation, the more significant the time-lag effect. When the ground covered with snow, the average walking speed will decrease by about 0.102 m/s than that of the clean ground. These findings, we hope, should prove useful to any researcher and urban manager interested in and committed to designing more effective pedestrian spaces and in modelling pedestrian behavior at a microscopic level in harsh climate.

Threshold Research on the Elderly Pedestrian Ratio in Pedestrian Crossing Speed Setting on Signalized Crosswalks in China

Inadequate consideration of the elderly people crossing demand on the signalized intersections would bring great potential safety hazards, especially the speed through the crosswalk. By observing the pedestrian walking speed at three signalized crosswalks and a relatively spacious sidewalk in Chongqing, China, this paper has obtained the walking speed values of 658 elderly people and 1,176 adults at the signalized crosswalks, as well as the walking speed parameters of 868 adults and 422 elderly people on a relatively spacious sidewalk section. Comparing the walking speed of adults walking along the sidewalk section and on signalized crosswalks, the data show that there is no significant difference between these two site speeds. Similarly, when comparing the two site data of the elderly, it is found that their walking speed at the signalized crosswalk is significantly higher than that on the sidewalk section. That is to say, the speed setting for the old people crossing the crosswalk has not been fully considered. Subsequently, taking the elderly’s walking speed as input parameter, establishing the simulation models under different proportions of the elderly and different pedestrian flows, and then gain the walking speed values of the pedestrians with different quantities and different proportion of the elderly pedestrians. With the help of the unknown breakpoint Regression method, under the setting of the elderly pedestrian speed crossing the street, the proportion threshold of the elderly crossing the street at the signalized intersection is obtained. The results show that when the proportion of the elderly is more than 15% of the pedestrians crossing the street, the pedestrian crossing speed value for the signal time is suggested to be 0.97 m/s.

Influence of elementary students walking speed to children pedestrian pathway planning

Children pedestrian use pathways for access on their journey. As part of the infrastructure, the pedestrian pathway for elementary students, require adequate access to and from school. Among studies on pedestrian, research on child pedestrian walking speed is limited. Child pedestrian speed is influenced by walking time and distance. This research aim is to analyze children’s pedestrian walking speed and its influence on children’s pedestrian pathways. The method of research is a field survey with recorded elementary student’s pedestrian area of walking and their behavior. Data is collected from the video and photo recorded of 14 elementary schools in the urban area and 9 elementary schools in the rural area in North Sulawesi, Indonesia. This study involves elementary students age from 6 to 12 years old from grades 6 to 12. The analysis is a comparison of student pedestrian speed in the urban and rural areas and with previous research. Due to most pedestrian children behavior is to run to and from school, the children’s pedestrian speed is higher than previous research. Considering the area along their walking time, facilities provided should be friendly and safe for children. Therefore, children, pedestrian pathway needs specific regulation considering the urban and rural area.