An Agent-Based Approach to Pedestrian and Group Dynamics: Experimental and Real World Scenarios Giuseppe Vizzari 1,2,3 , Lorenza Manenti 1,3 , Kazumichi Ohtsuka 4 and Kenichiro Shimura 4 1 Complex Systems and Artificial Intelligence Research Center (CSAI) University of Milano-Bicocca, Italy 2 JSPS Fellow - Research Center on Advanced Science and Technology, The University of Tokyo, Tokyo, Japan 3 Crystals Project, Center of Research Excellence in Hajj and Omrah (Hajjcore) Umm Al-Qura University, Makkah, Saudi Arabia 4 Research Center for Advanced Science & Technology, The University of Tokyo, Japan Tuesday, August 28, 12
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An Agent-Based Approach to Pedestrian and Group Dynamics: Experimental and Real World Scenarios
Presentation held in the context of the Agents in Traffic and Transportation 2012 workshop held in the context of the AAMAS Conference - Valencia (ES) - June 5, 2012
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An Agent-Based Approach to Pedestrian and Group Dynamics: Experimental and Real World Scenarios
Giuseppe Vizzari1,2,3 , Lorenza Manenti1,3, Kazumichi Ohtsuka4 and Kenichiro Shimura4
1Complex Systems and Artificial Intelligence Research Center (CSAI)University of Milano-Bicocca, Italy
2 JSPS Fellow - Research Center on Advanced Science and Technology, The University of Tokyo, Tokyo, Japan
3 Crystals Project, Center of Research Excellence in Hajj and Omrah (Hajjcore)Umm Al-Qura University, Makkah, Saudi Arabia
4 Research Center for Advanced Science & Technology, The University of Tokyo, Japan
• At least two studies report observations about groups• Willis A, Gjersoe N, Havard C,
Kerridge J, Kukla R, 2004, "Human movement behaviour in urban spaces: implications for the design and modelling of effective pedestrian environments" Environment and Planning B: Planning and Design 31(6) 805 – 828
• Michael Schultz, Christian Schulz, and Hartmut Fricke. “Passenger Dynamics at Airport Terminal Environment”, Pedestrian and Evacuation Dynamics 2008, Springer-Verlag, 2010
• Observations carried out in low density conditions
• Groups of small size were most frequently observed
• Five proposed rail lines connecting the holy sites with one another and with Makkah
• The southern rail includes 9 stations: 3 in Mina, 3 in Muzdalifah and 3 in Arafat, to replace 35,000 cars and buses and access the Haram and Makkah Central Area
• Future lines to the Holy Haram• Extend the southern rail line to
Jeddah Airport, with an elevated alignment above the Jeddah Expressway over an 80 Km length
Tuesday, August 28, 12
Observations at the Hajj - Groups as a crowd management organizational instrument
•Pilgrims are subdivided into groups of 250 persons following a leader in their movement from the nearby tents area to the platform
•The waiting boxes act as waiting areas hosting groups waiting to use ramps or elevators
•The platform can safely host even more than 3000 pilgrims (the capacity of a train), but the process is aimed at avoiding overcrowding of the platform
• The presence of groups is pervasive in many events involving large crowds
• Groups are simply out there...
• ... it’s not a matter of deciding if they’re ‘good’ or ‘bad’ for the pedestrian flow
• ... it’s a matter of understanding their impact, in different relevant conditions
• The presence of groups should be carefully considered:
• Design choices might make it difficult for a group to preserve its cohesion, which is particularly significant in certain situations (e.g. kids, elderly, mobility impaired persons)...
• ... and this would cause stress in group members and congestions, delays in the whole system
• Based on the floor-field CA approach, with significant difference on movement choice
• Employing traditional factors for movement destination choice• Goal orientation• Presence of obstacles• Presence of other pedestrians
(basic proxemics)• We added a simple notion of group
• A simple set of pedestrians• We added a factor to the movement
destination choice-making activity• The presence of a group member
nearby is considered positively• Notice that this factor alone does not
assure that a group does not split!
Considered factors:+ cell is closer to pedestrian's goal+ presence of group members nearby- presence of other pedestrians nearby- presence of obstacles nearby+ random factor
Movement blocking factors:- cell is occupied by another pedestrian- cell is occupied by an obstacle
• We can interpret the results making considering two phenomena
1. Wide groups offer a large profile to the counter flow, so they have a higher probability of facing conflicts
2. Once a group has formed a line, instead, the leader has the same conflict probability of an individual, but the follower has often an advantage
• In low density situations phenomenon (1) prevails, leading to a lower average combined flow for groups of pedestrians whose size is larger than 2• Pairs in fact can easily form a line,
turning phenomenon (1) to (2)• In high density situations the probability
of facing conflicts is very high also for individuals, so phenomenon (2) prevails, leading to higher average combined flow for even large groups (size 5)
• Groups are relevant and significant• Models for the simulation of crowds
of pedestrians focused on collective events should consider them
• Results of first simulations, in tune with experiments carried out last year in Tokyo, suggest that the impact of groups is not so simple to evaluate
• More observations, experiments and simulations are necessary to improve our understanding of the phenomenon
• More tight collaboration between researchers working on synthesis and analysis of crowds (e.g. computer vision) is promising and possibly beneficial for both