Pedestrian Speed Research Articles

Calibration and Validation of a Shared Space Model: Case Study

Shared space is an innovative streetscape design that seeks minimum separation between vehicle traffic and pedestrians. Urban design is moving toward space sharing as a means of increasing the community texture of street surroundings. Its unique features aim to balance priorities and allow cars and pedestrians to coexist harmoniously without the need to dictate behavior. There is, however, a need for a simulation tool to model future shared space schemes and to help judge whether they might represent suitable alternatives to traditional street layouts. This paper builds on the authors’ previously published work in which a shared space microscopic mixed traffic model based on the social force model (SFM) was presented, calibrated, and evaluated with data from the shared space link typology of New Road in Brighton, United Kingdom. Here, the goal is to explore the transferability of the authors’ model to a similar shared space typology and investigate the effect of flow and ratio of traffic modes. Data recorded from the shared space scheme of Exhibition Road, London, were collected and analyzed. The flow and speed of cars and segregation between pedestrians and cars are greater on Exhibition Road than on New Road. The rule-based SFM for shared space modeling is calibrated and validated with the real data. On the basis of the results, it can be concluded that shared space schemes are context dependent and that factors such as the infrastructural design of the environment and the flow and speed of pedestrians and vehicles affect the willingness to share space.

Assessment of Pedestrian Level of Service for Mixed Lane

The objective of the present study is to carry out the pedestrian level of service on the mixed lane urban road sections and to develop condition prediction model for mixed lane for the purpose of improving the serviceability of mixed lane and identifying factors which affect pedestrian LOS at mixed lane. The factors fall into three main categories, pedestrian factors, crosswalk factors and roadway factors. This analysis was done based on Highway Capacity Manual (HCM) 2010. The PLOS model was developed using multiple linear regression analysis. In order to determine PLOS, a set of data were collected using a video graphic survey. From this study, it is found that, pedestrian flow, pedestrian speed, pedestrian holding area, pedestrian crossing time, vehicular traffic and road side parking are significant factor in the development of the PLOS model, and therefore influence the movement of pedestrians at mixed lane.

Alternative Methods for the Calculation of Pedestrian Catchment Areas for Public Transit

Federal and local transportation policy aims to reduce vehicle emissions, improve air quality, and promote active lifestyles by investing in sustainable transportation alternatives. Investments in public transportation can be maximized by improving pedestrian connections to transit stops and stations. For pedestrian access to public transportation to be improved, enhancements must be within the pedestrian catchment area of a transit stop or station. This study explored three new approaches for identifying pedestrian catchment areas that incorporate topography, pedestrian facilities, and energy expenditure estimates: the network grade, pedestrian speed, and pedestrian energy methods. This paper includes a description of how to conduct the three spatial analyses and a comparison of results from these methods with the results from two methods widely used in practice: the Euclidian distance and network distance methods. The comparison was carried out by analyzing spatial data from the light rail Expo Line and its surrounding environment in Los Angeles County, California. The results demonstrate significant differences in the size, land use diversity, and transportation facilities captured by the new methods compared with those from the two existing methods.

Traffic Management Plan for Port Blair City, India

The population of Port Blair has steadily grown at about 6.5% per annum but it fell down to 0.62% per annum in the last decade. However the population of vehicles has increased at an average of 12% per annum and road infrastructure has not been able to keep pace with the increasing vehicular growth. The mismatch between supply and demand of infrastructure apart from improper traffic regulation has culminated in increasing traffic related problems such as congestion, accidents, air pollution etc. in the city of Port Blair. Considering the above issues, the present study has been formulated with an objective to work out a traffic management plan to ease the existing traffic problems in Port Blair and to optimize the use of existing infrastructure focusing on short term remedial measures to improve traffic conditions. Based on conducted traffic studies namely traffic volume studies at Intersections and Mid-blocks, Pedestrians Studies, Parking Studies and Speed and Delay Studies, short term solutions are recommended which include geometric design of 28 identified junctions and design of traffic circulation plans at three locations in Port Blair city for smooth movement of traffic at the city center and market areas. Different traffic management schemes were also tested with microscopic simulation models using VISSIM 5.40 software. Further the recommendations are also proposed to widen the identified sections of the road network, restriction of commercial vehicle movements, design of parking facilities and pedestrian facilities along with traffic control devices namely signals, signages and markings.

Analysis of Road User Behavior and Safety During New York City’s Summer Streets Program

Automated computer vision video analysis techniques were used to analyze video data during the operation of New York City’s Summer Streets Program at a major signalized intersection. The main objectives of this study were to diagnose pedestrian and cyclist safety issues during the shared space operation and to demonstrate the feasibility of the automatic extraction of road user data (e.g., pedestrian, runner, rollerblader, or cyclist) required for microscopic behavior analysis. Road users’ speeds and pedestrian gait parameters (step frequency and step length) were automatically extracted and analyzed. Results show that pedestrian walking speed was highest during the Summer Streets operation (1.49 ± 0.54 m/s) because pedestrians had more street space to use and slowest during normal operations (1.30 ± 0.22 m/s). Bike speeds were low during the Summer Streets event (3.62 ± 0.97 m/s), likely because of interaction with pedestrians, but these speeds increased during normal traffic operations. Pedestrians and cyclists moving in groups tended to be slower and confirmed results found in previous studies. The safety analysis was conducted with traffic conflict techniques. It was observed that the lowest rate of conflicts between pedestrians and cyclists and between cyclists was found to be during Summer Streets operations. In addition, an analysis of spatial violations showed that some road users were not observing traffic rules in the transition period after Summer Streets ceased to operate.

Pedestrian Traffic Operations in Urban Networks

The pedestrian mode is an important component of urban networks, and greatly affects the performance of the sidewalks and crosswalks, as well as the entire network traffic operations by interacting with other traffic modes (automobile, bicycle, transit). There have been many studies concerning different aspects of pedestrian behaviors, such as pedestrian walking speed, pedestrian delay, gap acceptance, signal compliance, route choice, etc. The Highway Capacity Manual (HCM) included the pedestrian mode in the HCM 1994 (update to the HCM 1985) and the HCM, 2010 provided several basic technical methodologies for evaluating the pedestrian level of service (LOS) of different urban street facilities. However, it does not fully cover the pedestrian operation in a great detail and it is missing some important findings in recent studies. The objective of this paper is to provide an overview of pedestrian operations in urban networks, to identify the important aspects of pedestrian operation analysis and to provide recommendations for pedestrian facilities in the HCM on the basis of a summary of available U.S. and international literature. The following topics will be discussed: pedestrian movement models, pedestrian delay estimation, pedestrian-vehicle interactions, and pedestrian travel time estimation. The major features of pedestrian movement along urban segments are the walking speed and available space, which were well examined in past studies. Pedestrian delay is one important measure of pedestrian operation, and its estimation models at signalized/unsignalized intersections are presented with respect to different scenarios. Modifications to the delay model in the HCM, 2010 are highlighted. Pedestrian-vehicle interactions highly affect traffic operations. Both driver and pedestrian behaviors in such an interaction were observed in the field and were examined quantitatively. Pedestrian jaywalking behavior was also observed and its impact on traffic is discussed. Pedestrian route choice at the strategic level and crossing location selection at the operational level jointly determine the pedestrian moving path and further affect the travel time at path-level. A model for estimating pedestrian travel time in an urban network is developed and presented. Such a model can be used to evaluate the facility performance as well as serve for pedestrian route selection. This paper identifies the important aspects of pedestrian operation analysis in an urban network and provides several recommendations to the HCM.

Pedestrian Protection, Speed Enforcement and Road Network Structure the key Action for Implementing Poland's Vision Zero

Since 1991 Poland's road safety has been systematically improving with a 60% reduction in road deaths. Despite the progress Poland continues to be one of the European Union’ worst performing countries. The country's main road safety problems remain unchanged: dangerous behaviour of road users, underdeveloped system of road safety management and low quality of road infrastructure. This is why subsequent road safety programmes (implemented over the 20 years) were designed to improve pedestrian safety, reduce speeding and treat sources of roadside hazards. The article gives a short diagnosis of Poland's road safety, evaluates its subsequent road safety programmes called GAMBIT 1996, GAMBIT 2000 and GAMBIT 2005 with its far-reaching Vision Zero just as in a number of countries. The main road safety problems that Poland must solve are identified. A risk-based road safety management method is outlined. An overview is given of a method for estimating fatalities in Poland as a road safety management tool. At its strategic level, the fatality estimation method uses models built on an analysis of 60 countries worldwide and calibrates them to Polish conditions. It puts special emphasis on pedestrian safety, speed management and the design and construction of safety road infrastructure. Finally, selected examples are presented to show the effectiveness of the measures and recommended actions to reduce Poland's road deaths.

Modeling the Frequency of Cyclists’ Red-Light Running Behavior Using Bayesian PG Model and PLN Model

Red-light running behaviors of bicycles at signalized intersection lead to a large number of traffic conflicts and high collision potentials. The primary objective of this study is to model the cyclists’ red-light running frequency within the framework of Bayesian statistics. Data was collected at twenty-five approaches at seventeen signalized intersections. The Poisson-gamma (PG) and Poisson-lognormal (PLN) model were developed and compared. The models were validated using Bayesianpvalues based on posterior predictive checking indicators. It was found that the two models have a good fit of the observed cyclists’ red-light running frequency. Furthermore, the PLN model outperformed the PG model. The model estimated results showed that the amount of cyclists’ red-light running is significantly influenced by bicycle flow, conflict traffic flow, pedestrian signal type, vehicle speed, and e-bike rate. The validation result demonstrated the reliability of the PLN model. The research results can help transportation professionals to predict the expected amount of the cyclists’ red-light running and develop effective guidelines or policies to reduce red-light running frequency of bicycles at signalized intersections.

The Effect of Events on Pedestrian Behavior and its Comparison with Normal Walking Behavior in CBD Area in Indian Context

Frequent occurrence of religious events generates highest event based pedestrian trips in CBD area, which has been accumulated by the sidewalk, provided at both side of carriageway. However, due to uncontrolled vehicular growth, planners force to expand the main carriageway compromising width of sidewalk that affect on overall efficiency of pedestrian facility and degrade walking ability. Moreover, due to encroachment by hawkers and shopkeepers on sidewalk offer less space than that required. Hence, pedestrian share the main carriageway and it is widespread scenario in India, which cause friction to moving vehicles and endanger their safety. To understand, how pedestrian deals with offer pedestrian facility on different event days and the results compared with normal walking behavior in normal working day, the study stretch selected in CBD area of Vadodara city. The religious event of Durgashtami and Dushera of Navratri festival and one normal working day were selected for the study. The pedestrian flow data were collected through video recording technique. Further, relationship between pedestrian flow, walking speed, density, and space were developed by data extracted from video on one-minute basis. The study observed bidirectional pedestrian flow and 20% reduction in walking speed on event days than the normal working day and it should be transformed in to congestion and uncomfortable movement; results in pedestrian overrun on main carriageway up to 40% on event day and 20% on normal day. The empirical relationship between all the parameters has been developed. Based on results, the present study concludes that Level of service is higher on normal working day than event day. To improve comfort, safe movement and to prevent sharing of main carriageway, an event based TSM action in the form of prohibition of on street parking may prove effective.

Level-of-Service Based Hierarchical Feedback Control Method of Network-Wide Pedestrian Flow

Pedestrian flow control is usually used to manage the crowd motion in public facilities to avoid congestion. We propose a network-wide pedestrian flow model based on the modified cell transmission model which describes the link flow as ordinary differential equations. The network flow control model (NFCM) is proposed to limit the number of pedestrians in a network according to the level-of-service requirements; however, the NFCM cannot ensure the uniform link density which is a premise of using NFCM. As a solution, the link flow control model (LFCM) is proposed to adjust the walking speed of pedestrians to realize the uniform link density. The NFCM provides the inputs for the LFCM and the LFCM compensates the deficiency of NFCM. Both NFCM and LFCM control the pedestrian flow in a cooperative way, and thus they form the hierarchical feedback control model (HFCM) of network-wide pedestrian flow. At last, the proposed HFCM is applied to control the crowd of a hall and the comparison of the simulation results in the controlled and uncontrolled scenarios shows that the proposed HFCM has the capability to suggest the optimal link inflows and walking speeds in real time to meet the LOS requirement.

Determination of Pedestrian Level of Service for Undivided Stairways at Suburban Rail Stations in Developing Countries

Bidirectional pedestrian movement is predominant on undivided stairways. Under a given situation, it is imperative to assess the level of service (LOS) provided to pedestrians on a stairway. Currently, limited guidelines are available for assessing the LOS on undivided stairways in South Asian countries. With this motivation, the current study was conducted to develop LOS criteria for undivided stairways by using the case of a busy suburban railway station at Dadar in Mumbai, India. The LOS can be considered as the classification of different pedestrian flow states on the basis of facility performance. This study is focused on employing the k-means clustering technique to define the LOS thresholds of relevant flow variables. Data on four major variables of pedestrian flow are used: space per pedestrian, flow rate, walking speed, and volume-to-capacity ratio. Derived LOS thresholds are then delineated by using the rate of change in slope for the average walking speed of pedestrians. LOS thresholds are further validated for different percentile values of pedestrian flow data to check whether given data sets fall within the range of established LOS thresholds. Ranges of the flow parameters defined for LOS criteria found in this study are significantly different from those reported in the literature and in manuals in developed countries such as the U.S. Highway Capacity Manual. This difference may be attributed to the demographic and sociocultural characteristics of the pedestrians. The results and approach adopted here can be useful for practitioners to assess the LOS of stairways operating under similar pedestrian flow conditions and to respond appropriately for their improvement. The study results can also be useful for the ongoing project of developing a highway capacity manual for India.

Evaluation of Pedestrian–Vehicle Conflict Severity at Unprotected Midblock Crosswalks in India

Promoting and creating proper facilities for nonmotorized (pedestrian and bicycle) trips is very important in an urban transportation system to enhance pedestrian safety. Pedestrian–vehicle conflicts on urban roads are increasing, particularly at road crossings, because of the tremendous rate of growth in vehicle traffic in developing countries. Accident statistics clearly indicate the need to improve pedestrian safety and to analyze the pedestrian–vehicle interactions and collisions more deeply. This study analyzed the severity of pedestrian–vehicle conflicts at unprotected midblock crosswalk locations under mixed traffic conditions. The pedestrian–vehicle conflicts were considered on the basis of a pedestrian safety margin, which can be defined as the time difference between the time gap of an approaching vehicle and the pedestrian crossing time. For this purpose, field surveys were conducted at eight unprotected midblock crosswalk locations. Data such as pedestrian demographics and behavioral, traffic, vehicle, and roadway characteristics were considered to analyze the severity of the pedestrian–vehicle conflicts. The study identified the significant contributing factors in such conflicts by using an ordered probit model. The model’s results show that rolling behavior, pedestrian speed change condition, land use type, and vehicle speed have a significant effect on the severity of pedestrian–vehicle conflicts. The findings of this study contribute to developing traffic countermeasures to reduce the severity of pedestrian–vehicle conflict levels in order to improve pedestrian safety at unprotected midblock crosswalk locations under mixed traffic conditions. More studies at various unprotected midblock crosswalk locations would be useful to develop guidelines for redesigning the existing midblock crosswalk facilities by introducing suitable traffic control measures.

접근성 지표를 도입한 보행로 서비스 수준의 영향요인 규명

보행로 서비스 수준 평가에 활용된 기존 지표는 보행의 양적인 측면에만 집중한다는 점에서 서비스 수준을 올바르게 평가하지 못하는 한계점을 갖고 있다. 이를 극복하기 위해 본 연구는 평가를 위한 효과척도로 접근성 지표를 제안하였다. 특히 대중교통수단과 보행로간의 접근성에 주목하여 변수를 구축하였다. 본 연구는 3단계로 구성된다. 1단계에서는 버스와 지하철 등의 대중교통 지표를 활용해 접근성 변수를 수단별로 정의하였다. 2단계에서는 접근성 변수와 보행류율간의 상관관계를 검토하였다. 3단계에서는 접근성 변수를 포함한 보행로 서비스 수준의 영향요인을 규명하는 모형을 개발하였다. 개발 결과, 접근성, 보행로 기하구조, 주거와 상업 등의 토지이용 용도 등이 보행로 서비스 수준에 영향을 끼치는 것으로 나타났다. 특히 접근성, 상업용도 면적 비율은 보행 활동을 유인하여 서비스 수준을 떨어트리는 것으로 밝혀졌다. 이와 함께 지장물과 버스 정류장이 입지하는 경우에도 서비스 수준은 하락하였다. 그러나 주거면적 비율이 높거나 유효보도폭이 넓을수록 서비스 수준은 향상되는 것으로 분석되었다. 이러한 결과는 보행로 서비스 수준 산정, 유효보도폭 결정 등의 분야에 활용될 수 있다. A considerable amount of literature has been published on pedestrian LOS. So far, however, there is a limitation that LOS analysis methodologies has concentrated on quantitative variables such as pedestrian flow rate, speed and space. This paper intended to suggest the accessibility variable which can not be considered on previous study. The factor was defined and quantified using public transport attributes in particular. This study was carried out in three phases: 1. defined accessibility employing public mode location and service information. 2. investigated the relationship between accessibility and pedestrian flow rate 3. developed the model to establish the factors affected to pedestrian LOS. The results showed that accessibility, walkway attribute and land use type affected the pedestrian LOS. Especially, accessibility and commercial area ratio had negative relationship with LOS. Futhermore, pedestrian LOS declined when obstacle of bus station located on the walkway. On the contrary, LOS was upgraded when sufficient effective width or residential area was secured. These results can receive considerable critical attentions related to determination of pedestrian LOS or effective walkway width.

A unidirectional agent based pedestrian microscopic model

The goal of this paper is to establish a pedestrian model that is capable of simulating pedestrian movement at the microscopic level under normal conditions. Such a model would be useful in studying pedestrian-related transportation issues that require predicting accurate trajectories of pedestrians. The model utilizes the agent based modeling approach in which a continuous space was used to represent the pedestrian environment. This paper presents the first step of the model development: details of a unidirectional micro-simulation pedestrian model along with its calibration and validation. The model was validated by comparing simulated trajectories with real trajectories extracted from video footage by means of computer vision techniques. Results show that the average location difference between simulated and actual trajectories was 20 cm in the X direction and 40 cm in the Y direction. Results also show that the model is capable of predicting pedestrian speed with relative error of 12.8%.

Modeling pedestrian evacuation with guiders based on a multi-grid model

Pedestrian evacuation with guidance is investigated by a multi-grid model in this paper. The effects of guider type, guider number, guider distribution and guidance strategy on evacuation are discussed. From the analysis of simulation results, it is found that the identified guiders are more beneficial to evacuation because they can be distinguished easily by pedestrians during evacuation; The optimal guider number exists in view of the human cost and can be obtained in our model; The uniform distribution of guiders covers more area in the room and makes evacuation efficient; Evacuation guidance is more effective when the speed of guider is about 75% of herding pedestrian's speed in our simulation scenario; The performance of evacuation guidance strategy considering both distance and occupant number is the best when compared to other strategies; The coordination and cooperation between guiders are very important and necessary to facilitate the evacuation. The study may be useful for understanding the importance of guidance in evacuation and developing efficient evacuation strategy for management under emergency.

A study on crossing speed profiles of pedestrians at signalized crosswalks

Pedestrian–vehicle conflicts are one of the most important safety concerns especially at intersections. Of total traffic fatalities, 30% and 36% are pedestrians in Qatar and in Japan, respectively (National Police Agency in Japan, 2015). Although pedestrians at signalized intersections are given priority during the green phase, turning vehicles in conflict often do not give the right of way to pedestrians but tend to compete for it. Furthermore, long crosswalks, short green times, and other reasons may cause pedestrians to rush or suddenly change their speed without paying attention to the surrounding conditions (Iryo-Asano et al. 2014). The sudden changes in pedestrian behavior while crossing cannot be predicted by the driver, which can cause severe conflicts. Therefore, the possible behavioral changes of pedestrians should be studied so that surrogate safety measures such as post-encroachment time can be quantitatively estimated to provide a reliable assessment of pedestrian–vehicle conflicts and their severities. Continuous pedestrian speed profiles were analyzed at signalized crosswalks considering the impact of crosswalk geometry and signal timing. Five signalized crosswalks at three intersections in Nagoya City were videotaped and individual pedestrian maneuvers were extracted by image processing. A stepwise speed function is proposed to identify significant sudden changes in individual pedestrian speed profiles. The locations and timings of these sudden speed change events were analyzed, and the influencing factors were statistically evaluated. Empirical analysis showed that sudden acceleration events were observed at the entrance points to the pedestrian–vehicle conflict area, which highlights the significance of these events to pedestrian–vehicle conflict analysis. More than a quarter of all acceleration events occurred just after the onset of the pedestrian flashing green signal indication. Furthermore, it is concluded that long crosswalks have higher percentage of speed change occurrence and as a result higher risk of crashes. In this regard, the application of two-stage pedestrian crossing is a potential solution to reduce crosswalk length and the possibility of having unpredicted pedestrian behavioral changes. In general, the results implied that pedestrian entering speed to crosswalk, necessary speed to finish crossing before the onset of the pedestrian red signal indication, and crosswalk length have a significant impact on pedestrian speed change choices.

Analyses of pedestrian behavior on mid-block unsignalized crosswalk comparing Chinese and German cases

A large number of pedestrian fatalities are caused by the vehicle-pedestrian accidents. The application of new theory and technological approaches may hold great potential to reduce the accident frequency and severity for pedestrians. Considered the different driving cultures between China and Germany, the adaptation of such application in new market triggers an “intercultural comparison” related to the road user behavior and traffic safety. Field traffic data have been collected by video recording and image processing at unsignalized mid-block crosswalks both in Beijing, China and Munich, Germany. Centered Vehicle-Pedestrian conflict situation, pedestrian speed performance in different pedestrian categories and walking phases, pedestrian waiting behavior related to waiting decision choice and waiting time, pedestrian gap acceptance were statistically analyzed for understanding the pedestrian behavior in the conflict process. Intercultural comparisons were made between China and Germany. The research results addressed how the conflict participants (pedestrians only) behave differently and would hopefully be the impetus for further intercultural analyses from urban traffic side.

Beat-the-wave evacuation mapping for tsunami hazards in Seaside, Oregon, USA

Previous pedestrian evacuation modeling for tsunamis has not considered variable wave arrival times or critical junctures (e.g., bridges), and did not effectively communicate multiple evacuee travel speeds. We summarize an approach that identifies evacuation corridors, recognizes variable wave arrival times, and produces a map of minimum pedestrian travel speeds to reach safety, termed a “beat-the-wave” (BTW) evacuation analysis. We demonstrate the improved approach by evaluating difficulty of pedestrian evacuation of Seaside, Oregon, for a local tsunami generated by a Cascadia subduction zone earthquake. We establish evacuation paths by calculating the least-cost distance (LCD) to safety for every grid cell in a tsunami hazard zone using geospatial, anisotropic path distance algorithms. Minimum BTW speed to safety on LCD paths is calculated for every grid cell by dividing surface distance from that cell to safety by the tsunami arrival time at safety. We evaluated three scenarios of evacuation difficulty: (1) all bridges are intact with a 5-min evacuation delay from the start of earthquake, (2) only retrofitted bridges are considered intact with a 5-min delay, and (3) only retrofitted bridges are considered intact with a 10-min delay. BTW maps also take into account critical evacuation points along complex shorelines (e.g., peninsulas, bridges over shore-parallel estuaries) where evacuees could be caught by tsunami waves. The BTW map is able to communicate multiple pedestrian travel speeds, which are typically visualized by multiple maps with current LCD-based mapping practices. Results demonstrate that evacuation of Seaside is problematic seaward of the shore-parallel waterways for those with any limitations on mobility. Tsunami vertical evacuation refuges or additional pedestrian bridges may be effective ways of reducing loss of life seaward of these waterways.

Simulation of Crowd Movement in Spiral Pattern during Tawaf, in Makkah, Saudi Arabia

Simulation of large crowd is of great interest in different areas of applications such as path planning, entertainment, psychology, sociology, civil engineering, computer vision etc. In recent years, crowd simulation models faces computationally intense problems such as poor crowd management, control, global navigation, they affect the performance of real-time simulation of thousands of pedestrians. The objectives of this study were to improve the performance of the pedestrians during the ritual of Tawaf and to determine the correlation among density as well as pedestrians speed during peak period. Microscopic crowd simulation model software SIMWALK was use for the implementation. The proposed model involves spiral patterns with inwards and outwards pedestrian movements during Tawaf ritual. We plotted the pedestrians’ distribution in terms of density, duration and walking speed, then used statistical test (t-test) to determine if there was a correlation. The simulation outcome of the spiral pattern implies lower density compared to the circular pattern, we obtained maximum density of 8persons/m<sup>2</sup> for the circular movement pattern which falls within LoS-E and 4persons/m<sup>2</sup> for the spiral path within LoS-C. This result lend support to the idea that flow rate determines how quickly the system reaches its dynamic state. Thus, high flow rate makes the system unstable, because of the effect of increases in density.

HOG와 칼만필터를 이용한 다중 표적 추적에 관한 연구

Detecting human in images is a challenging task owing to their variable appearance and the wide range of poses the they can adopt. The first need is a robust feature set that allows the human form to be discriminated cleanly, even in cluttered background under difficult illumination. A large number of vision application rely on matching keypoints across images. These days, the deployment of vision algorithms on smart phones and embedded device with low memory and computation complexity has even upped the ante: the goal is to make descriptors faster compute, more compact while remaining robust scale, rotation and noise. In this paper we focus on improving the speed of pedestrian(walking person) detection using Histogram of Oriented Gradient(HOG) descriptors provide excellent performance and tracking using kalman filter.