Crowding is often analyzed using crowd dynamics variables. Yet, it is questionable whether quantitative variables fully describe the perception of crowdedness. This paper presents four case studies into the Pedestrian Level-of-Service (PLoS), featuring a 1) mass event, 2) shopping environment, 3) festival, and 4) touristic hotspot. The relation between the PLoS and the crowds' movement dynamics is studied using a combination of survey and monitoring data. This study establishes that the perception of LoS is partly related to the crowds' dynamics, and that the combination of in-situ surveys and monitoring data provides more comprehensive insights w.r.t. pedestrians' perceptions of space.

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Mobility patterns and transport systems have been heavily impacted due to the COVID-19 pandemic. Public transport is impacted heavily, as governments worldwide advised against using it. This paper presents the data collection effort initiated by NS (Dutch Railways) and Delft University of Technology to capture changes in travel behavior, attitudes and intentions related to the COVID-19 pandemic among Dutch train travelers. The survey set-up, data collection process, data validation and potential of the dataset are discussed. The data collection effort proves to be a valuable longitudinal data set that is ground for many research opportunities and policy insights.

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Although numerous studies used Virtual Reality (VR) to study pedestrian behavior, there is an ongoing debate about the validity of using VR for studying pedestrian behavior. This study aims to contribute toward the validation of immersive VR systems for pedestrian wayfinding behavior studies by conducting a direct comparison of a field experiment and a matched virtual experiment. Both experiments feature three identical wayfinding assignments across multiple floors in a building. To evaluate the ecological validity of VR, three metrics of three different levels of wayfinding behavior are adopted, namely travel time (level: wayfinding performance), wayfinding strategy (level: decision-making), and angular speed of the head (level: observational behavior). Our findings show that VR can be used to study pedestrian wayfinding strategy in buildings with a single floor. However, there are significant differences in pedestrian wayfinding strategy between the field experiment and the VR experiment. Additionally, we found significant differences in the angular speed of the head between the two experiments. It suggests that researchers should take caution when using VR as a research tool to study the wayfinding strategy and the observational behavior of pedestrians in multi-story buildings.@en

Physical distancing has been an important asset in limiting the SARS-CoV-2 virus spread during the COVID-19 pandemic. This study aims to assess compliance with physical distancing and to evaluate the combination of observed and self-reported data used. This research shows that it is difficult to operationalize new rules, that context affects compliance, that there needs to be a need for compliance, and that rules require upkeep. From a methodological point of view, this study found that the combined methods provide a comprehensive picture of compliance behaviour, that it is challenging but essential to mitigate response fatigue in long-term monitoring studies, and that it would be interesting in future research to learn how actual behaviour is influenced by personal narratives.

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Efficient crowd management is essential for optimizing the performance of pedestrian infrastructures, either in terms of crowd flow or pedestrian levels of safety and comfort. This study investigates the impact of one type of crowd management measure, namely lighting, on pedestrian behavior. Using Virtual Reality experiments, the impact of lighting, both the brightness level and the light color, on pedestrian route choice is studied. A virtual maze was designed, featuring 10 T-intersections, where the light conditions are varied at each T-intersection to study its impact on pedestrian route choice. Our study shows that pedestrian route choice is strongly influenced by the light color in a virtual environment. Pedestrians prefer to follow paths with green-colored lights and avoid paths with red-colored lights, irrespective of the light color on the other path. Moreover, pedestrians slightly prefer to use the path with a higher brightness level. Lastly, the results indicate that pedestrians do have a slight right-handed tendency on average, however, this effect cancels out almost completely when other guidance information is present in the scenario. Altogether, the findings suggest that lighting can impact pedestrian route choice behavior.
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SARS-CoV-2 transmission in indoor spaces, where most infection events occur, depends on the types and duration of human interactions, among others. Understanding how these human behaviours interface with virus characteristics to drive pathogen transmission and dictate the outcomes of non-pharmaceutical interventions is important for the informed and safe use of indoor spaces. To better understand these complex interactions, we developed the Pedestrian Dynamics—Virus Spread model (PeDViS): an individual-based model that combines pedestrian behaviour models with virus spread models that incorporate direct and indirect transmission routes. We explored the relationships between virus exposure and the duration, distance, respiratory behaviour, and environment in which interactions between infected and uninfected individuals took place and compared this to benchmark ‘at risk’ interactions (1.5 metres for 15 minutes). When considering aerosol transmission, individuals adhering to distancing measures may be at risk due to build-up of airborne virus in the environment when infected individuals spend prolonged time indoors. In our restaurant case, guests seated at tables near infected individuals were at limited risk of infection but could, particularly in poorly ventilated places, experience risks that surpass that of benchmark interactions. Combining interventions that target different transmission routes can aid in accumulating impact, for instance by combining ventilation with face masks. The impact of such combined interventions depends on the relative importance of transmission routes, which is hard to disentangle and highly context dependent.

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Different leader-follower behaviors may be observed in models, such as group gathering, backtracking, and changing between groups. However, a comparison of these behaviors resulting in possible substantially different estimates of optimal evacuation procedures is lacking. Hence, we developed an agent-based model in combination with exploratory modeling to compare backtracking, group gathering, and followers changing leaders and investigate their influence on the evacuation and response time. The simulation results showed that backtracking and changing of groups increased the evacuation time. Whereby group gathering increase the response time. In addition, the combination of behaviors increases the influence on evacuation and response time. Further research needs to test these results with empirical studies and investigate the impact of other leader-follower behavior. The found insights may be utilized in evacuation research for modeling this behavior and they provide a valuable basis for designing policies in buildings with a high distribution of leader-follower groups.@en

Data-driven approaches are helpful for quantitative justification and performance evaluation. The Netherlands has made notable strides in establishing a national protocol for bicycle traffic counting and collecting GPS cycling data through initiatives such as the Talking Bikes program. This article addresses the need for a generic framework to harness cycling data and extract relevant insights. Specifically, it focuses on the application of estimating average bicycle delays at signalized intersections, as this is an essential variable in assessing the performance of the transportation system. This study evaluates machine learning (ML)-based approaches using GPS cycling data. The dataset provides comprehensive yet incomplete information regarding one million bicycle rides annually across The Netherlands. These ML models, including random forest, k-nearest neighbor, support vector regression, extreme gradient boosting, and neural networks, are developed to estimate bicycle delays. The study demonstrates the feasibility of estimating bicycle delays using sparse GPS cycling data combined with publicly accessible information, such as weather information and intersection complexity, leveraging the burden of understanding local traffic conditions. It emphasizes the potential of data-driven approaches to inform traffic management, bicycle policy, and infrastructure development.@en

Understanding people’s travel behavior is key to creating spaces that discourage car use, especially for short, walkable distances. The scope of this study is to understand better people’s propensity to use a car rather than walk for short-distance trips by focusing on the concept of perceived exertion (PE). A comparison is performed of two case study locations: Malta, a Euro-Mediterranean island with a high car dependency, and the Netherlands, a European country with a high active mode share of walking and cycling. Surveys were distributed to two university populations in each of the case study locations to analyze the parallels and variations in travel behavior and perceptions. Applying a mediation model analysis, the results show a partial mediation (Malta) and a full mediation (Netherlands) of PE in the relationship between car use frequency (CF) and distance threshold (DT), that is, the distance people are willing to walk rather than use a car. The mean DT for walking varied significantly between the two samples, resulting in 15.18 min (1.2 km or 0.7 mi) in the Netherlands and 17.99 min (1.4 km or 0.9 mi) in Malta, despite the comparatively larger active mode share in the Netherlands. Complementing this, the ordinal logistic models for the two countries indicate that those that perceive walking for short trips to be more effortful and those with a high CF are less inclined to walk long distances. Findings are compared with previous research, and policy-relevant suggestions based on these findings are provided.

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The Covid-19 pandemic has had a large impact on the world. The virus spreads especially easily among people in indoor spaces such as restaurants. Hence, tools that can assess how different restaurant settings can impact the potential spread of an airborne virus and that can assess the effectiveness of mitigation policies are of high value. Microscopic pedestrian models provide the tools necessary to assess the detailed movements of people in a restaurant and with that the risk of virus transmission. This paper presents the application of a microscopic pedestrian model, including a novel activity choice and scheduling model, to assess virus transmission risks in restaurants. Simulation experiments identify that different factors impact virus transmission risks in a restaurant. Contacts between restaurant staff and customers are the driving factor for virus transmission in a restaurant whereby especially staff presents a big risk. Hence, mitigation policies focussing on these interactions and on preventing staff from transmitting the virus can be highly effective. The results also show that different restaurant layouts and setups lead to distinctly different transmission risks. Therefore, insights obtained from simulating one restaurant cannot be just transferred to any other restaurant. Together, these results show the added value of including pedestrian models in disease transmission risk modelling exercises to mitigate the impact of a pandemic caused by an airborne virus. However, the research also shows that, to better utilize the potential of pedestrian models for disease transmission risk modelling, future research of pedestrian activity scheduling behaviour in indoor spaces is necessary.

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With the arrival of COVID-19 in the Netherlands in Spring 2020 and the start of the “intelligent lockdown”, daily life changed drastically. The working population was urged to telework as much as possible. However, not everyone had a suitable job for teleworking or liked teleworking. From a mobility perspective, teleworking was considered a suitable means to alleviate travel. Even after the pandemic it can (continue to) reduce pressure on the mobility system during peak hours, thereby improving efficiency and level of service of transport services. Additionally, this could reduce transport externalities, such as emissions and unsafety. The structural impact from teleworking offers opportunities, but also challenges for the planning and operations of public transport. The aim of this study is to better understand teleworking during and after COVID-19 among train travellers, to support operators and authorities in their policy making and design. We study the telework behaviour, attitude towards teleworking, and future intentions through a longitudinal data collection. By applying a latent class cluster analysis, we identified six types of teleworkers, varying in their frequency of teleworking, attitude towards teleworking, intentions to the future, socio-demographics and employer policy. In terms of willingness-to-telework in the future, we distinguish three groups: the high willingness-to-telework group (71%), the low willingness-to-telework group (16%), and the least-impacted self-employed (12%). Those with high willingness are expected to have lasting changes in their travel patterns, where especially public transport is impacted. For this group, policy is required to ensure when (which days) and where (geographical) telework takes place, such that public transport operators can better plan and operate their services. For those with low willingness, it is essential that the government provides tools to companies (especially in education and vital sector) such that they can be better prepared for teleworking (mostly during but also after the pandemic). Employers on the other hand need to better support their employees, such that they stay in contact with colleagues and their concentration and productivity can increase.

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Pedestrian spaces are increasingly becoming popular locations for shopping, recreation, festivities, and other social activities. Therefore, an improved understanding of the factors that make walking environments enjoyable and safe is essential. Most existing studies focus on modelling walking behaviours of individual pedestrians. However, most people participate in these activities as parts of social groups. Although the movement and choice behaviours of pedestrians in social groups differ from those of individuals, a model featuring group movements has not been developed. This study uses neural networks to analyse the effects of variables influencing pedestrian movements of social groups and predict the variation in walking dynamics. A top-view video was used to extract the trajectories of pedestrian groups. After identifying the social groups in a crowd, the movement characteristics, pedestrian–environment interaction, inter-pedestrian interaction, intra-group relationship, and inter-group relationship of all group members were calculated and considered in the model. After a variable selection process using neural networks, a neural network model was developed featuring variables that are strongly related to the lateral or longitudinal changes in the individual’s walking speed. The current movement condition, presence of obstacles nearby, impending collisions, current position and velocity of other group members, and following behaviour were found to impact a pedestrian’s walking dynamics. The proposed model can predict the pedestrian density and distribution according to a space function, contributing to better crowd management and efficient design and renovation of pedestrian spaces. Furthermore, the variable selection method can optimise and simplify other pedestrian behaviour prediction models.

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Although understanding wayfinding behaviour in complex buildings is important to ensure pedestrian safety, the state of the art predominantly investigated pedestrian movement in simplified environments. This paper presents a Virtual Reality tool – WayR, that is designed to investigate pedestrian wayfinding behaviour in a multi-story building under both normal and emergency situations. WayR supports free navigation and collects pedestrian walking trajectories, head movements and gaze points automatically. To evaluate WayR, a VR experiment consists of four wayfinding assignments were conducted. The validity and usability of WayR are evaluated using objective measures (i.e., route choice, evacuation exit choice, wayfinding performance, and observation behaviour) and subjective measures (i.e., realism, feeling of presence, system usability, and simulation sickness). Analysis of the objective measures indicates that participants’ wayfinding behaviour in VR matches with findings in the literature. Moreover, we found that overall participants behaved significantly different across wayfinding assignments with increasing complexity. Furthermore, the results of subjective measures indicate a high degree of realism, immersion, usability, and low level of sickness of WayR. Overall, the results demonstrated the face validity, content validity, construct validity and usability of WayR as a research tool to study wayfinding behaviour in a complex multi-story building.@en

Virtual Reality (VR) provides the possibility to study pedestrian wayfinding behaviour in multi-level buildings. Although VR has been applied increasingly to study pedestrian behaviour, it has remained unclear how different VR technology would affect behavioural outcomes in a multi-level building. The study compares the adoption of different VR technologies for pedestrian wayfinding studies, via investigating the difference in pedestrian wayfinding behaviour and user experience. Wayfinding experiments with two groups of participants were conducted using either HMD VR or Desktop VR. Pedestrian movement trajectory data were collected via the VR system and user experience data were recorded via a questionnaire. These data allow for direct comparison and detailed analysis of pedestrian behaviour and user experience between the adoption of two VR technologies. The results showed that technological differences have a significant impact on wayfinding task performance and head rotation change. However, the route choice, exit choice and user experience were overall similar between the two groups. These results provide empirical evidence supporting researchers to choose between immersive and non-immersive VR when study pedestrian wayfinding behaviour.
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Commercial areas, especially urban ones with numerous buildings, are becoming increasingly prone to congestion because of their popularity. Visual inspections show that interactions between pedestrians and building entrances affect the distribution of pedestrian trajectories, which influences the utility of pedestrian spaces and the design of urban shopping areas. Herein, we analyse the dynamics of pedestrian deviations around building entrances. We used a video recorded using an unmanned aerial vehicle to determine pedestrian trajectories in a Chinese commercial walking space. First, the candidate variables affecting deviation behaviours were determined via correlation testing. Second, two regression models were developed by considering the deviation behaviours of pedestrians walking past a building entrance. The models suggest that the starting position of a pedestrian's deviation, the total pedestrian flow at the building entrance, the density in an area in the vicinity of the entrance, and the number of interacting pedestrians impact the total distance traversed during path deviation.

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Exit choice is vital to pedestrians’ survival during evacuations. This paper presents the results of a VR experiment and a field experiment to study pedestrian exit choice behaviour during evacuations. Primarily, we compared pedestrian exit choice behaviour with a VR experiment and a field experiment to determine the ecological validity of a particular VR simulator (smartphone-based HMD and 360° video) as a research tool to study pedestrian exit choice behaviour. The results showed that the pedestrians’ exit choice behaviour during the evacuation is similar in the field experiment and the VR experiment. Furthermore, we investigated whether and to what extent different types of information (i.e., exit signs, directional signs, presence of people) influence pedestrian exit choice during evacuations. The analysis focused on the commonalities and differences in the pedestrians’ exit choice behaviour between the scenario without additional information and three scenarios with different types of information. The comparison between scenarios with different types of information illustrated that the presence of other pedestrians and directional signs have a significant influence on the participants’ exit choice. Moreover, the results indicated that this VR simulator is applicable to study pedestrian exit choice behaviour during evacuations.@en

Globally, the need for more sustainable modes of transport is rising. One of the main contenders of the car is the electrical bike (e-bike). To promote the use of e-bikes, pilots are being organised worldwide (e.g. in the USA, Norway, and the Netherlands). Studies have shown that providing a free e-bike to people for a limited period of time changes their mode choice behaviour during the pilot period. Only few studies have also investigated the long-term effects of these free e-bike trial periods, which show increase in e-bike use in general. However, these studies have failed to investigate why some participants of the trials change behaviour on the long-term, whereas others continued their former behaviour. This study aims to bridge this gap. A pilot with e-bikes was organised at Delft University of Technology, The Netherlands, with the goal of reducing car use for commuter trips towards the university. Data was collected at various moments during and after the trial period to evaluate the long-term changes in commuting behaviour and to identify potential reasons for these changes. A total of 82 participants are included in this study. Overall, car use for commuting decreased from 88% before the pilot to 63% three months after the pilot. E-bike use went up from 2% to 18% in the same time period. A binary logistic regression model shows that the most important variables to explain the decrease in car use are 1) purchase of an e-bike, 2) the participant's perception regarding e-bike safety, and 3) the aim of the participant to use the pilot to change their current behaviour. Besides that, the most important predictor of increase in e-bike use is the purchase of an e-bike. Furthermore, participants identify the investment costs of an e-bike as the strongest reason for not purchasing an e-bike and, thus, not changing their commuting behaviour. Future pilot programs could consider the potential of incrementally purchasing an e-bike over a longer period of time, instead of at once, to increase e-bike adoption rate.

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This paper presents a novel microscopic modelling framework for bicycle flow operations. The modelling principles are based on similar principles successfully applied in our previous work on pedestrian and vessel flow. The main contributions of the paper are in the extension towards modelling cyclists that has not been proposed in literature before, and in the insights gained by simulation with the model using different scenarios, showing how the model outcomes depend on the modelling choices and parameters. The generalisation entails two major changes compared to our previous pedestrian model. First of all, the model does justice to the kinematics of cyclists. Contrary to pedestrians, cyclist are more restricted in their movement. The model approximates these restrictions by considering speed and movement direction and changes therein. Secondly, the model includes different strategies (cooperative, zero-acceleration, demon opponent) in its underlying game-theoretical framework, and allows including traffic rules. This allows us to model different attitudes towards risk representing different types of cyclists. The (qualitative) insights gained by application of the model pertain to one-on-one interactions between cyclists and the impact of the strategy assumptions and parameter choices on those interactions as well as on the collective phenomena that occur in the cyclist flow and their sensitivity to parameters (reflecting the extent of the prediction horizon, the level of anisotropy, and the relative importance of keeping the desired path). With respect to the collective phenomena, we look at efficiency and self-organised patterns. We conclude that the model acts in a plausible manner. While we do not aim to show empirical validity, we see that the qualitative behaviour of one-on-one interactions is plausible if compared to experimental or field data. We also observe plausible collective patterns, including forms of self-organisation under specific parameter settings. The latter is not trivial given the fundamental differences in bicycle and pedestrian flow.

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