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AIITA-2024 IOP Publishing
Journal of Physics: Conference Series 2816 (2024) 012092 doi:10.1088/1742-6596/2816/1/012092

Experiment and path optimization on Large-Space Multi-Area

crowd evacuation

Peizhu Chen1, Li Zeng2* and Yaojun Zhong1

1
Institute of Rolling Stock, Guangzhou Railway Polytechnic, Guangzhou 511300, China
2
Intelligence Control and Simulation Center of SWJTU, Chengdu 610031, China
*
Corresponding author’s e-mail: [email protected]

Abstract: In large spaces where there are multiple evacuation zones, the flow patterns during
evacuation are intricate, leading to congestion in emergency scenarios, and affecting evacuation
efficiency. To address this, we proposed an optimization method for crowd evacuation paths in
large-space multi-area environment settings under fire scenarios by utilizing multi-agent
simulation. Using Pathfinder software, disorganized evacuation simulations are conducted
within expansive multi-zonal settings to pinpoint areas with inadequate evacuation capabilities.
Subsequent evacuation experiments are performed for verification, facilitating adjustments to
agent-based model parameters for evacuees in fire scenarios, and carrying out organized
evacuation simulations. Through meticulous simulation analysis, we aim to optimize the most
efficient evacuation paths under organized responses in large-space multi-area settings. Results
indicate that in emergency conditions due to fire, the evacuation speeds reach 1.8 m/s, and
significant reductions in total evacuation time are achieved through simulation optimization,
with the time required for the slowest individuals to evacuate decreasing from 240.32 s to 209.32
s. Furthermore, the flow rate per second at congested exits diminishes from 2.01 persons/s to
1.39 persons/s, highlighting the efficacy of the proposed path optimization method.

1. Introduction
Large public buildings often accommodate thousands of individuals, creating a highly concentrated
environment. However, these spaces also pose significant risks during emergencies such as fires, floods,
earthquakes, and other disasters, potentially resulting in severe casualties. Notable incidents include the
fire at the Friendship Hall in Karamay, Xinjiang, in December 1994, which caused 325 deaths and 130
injuries, and the collapse of the Qiqihar Gymnasium in 2023, resulting in 11 deaths and 7 injuries,
underscoring the critical need to address challenges related to fire prevention, evacuation distances, and
congestion at safety exits in such venues. Safely evacuating large numbers of people to designated safe
areas becomes paramount for emergency management in large-space multi-evacuation areas.
Helbing [1] and Zelinsky and Kosiński [2] made contributions in introducing the concept of
emergency evacuation, delving into various aspects of the evacuation process through case studies of
accidents and disasters. Understanding pedestrian evacuation dynamics is inherently complex due to the
involvement of numerous individuals influenced by psychological factors, nonlinear interactions, and
external factors like pedestrian facility layouts. Contemporary research on emergency evacuation
typically falls into three main categories. Firstly, from a macroscopic perspective, research focuses on
optimizing mathematical evacuation models and simulating evacuation paths to minimize the total
evacuation time. Studies in this realm emphasize the impact of specific evacuation strategies on

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AIITA-2024 IOP Publishing
Journal of Physics: Conference Series 2816 (2024) 012092 doi:10.1088/1742-6596/2816/1/012092

efficiency (Kimms and Maiwald [3], Hamacher and Tjandra [4]). Secondly, from a microscopic
viewpoint, empirical studies on pedestrian behavior and crowd dynamics during evacuations are
conducted. Microscopic emergency evacuation models, including Agent-based evacuation models [5-
6], the Social Force Model [7], Cellular Automata models [8], and Lattice Gas models [9], delve into
the empirical research on pedestrian behavior and group dynamics during the evacuation process. Lastly,
efforts concentrate on optimizing evacuation path simulations to better align with real-world scenarios.
For instance, Takayanagi et al. [10] proposed a large-area evacuation model based on the Agent model
capable of replanning routes during road destruction. In this model, risk factors to enhance the safety of
evacuation path schemes were introduced. Amideo and SCAPARRA [11] developed a model based on
multiple scenarios for allocating emergency evacuation routes and shelters across various scenarios.
Additionally, Zeng et al. [12] employed an enhanced step optimization model to investigate the
characteristics of pedestrian dynamics in stairwells. Their findings revealed that the majority of
individuals tend to gravitate towards the middle of the stairs by utilizing the outer staircases. Lotero [13]
utilized fire simulation data to optimize evacuation paths for mine personnel. Their optimized scheme
resulted in a significant reduction in the risk posed by fires.
Existing research has made significant experiment and simulation strides in understanding personnel
evacuation across various environments, such as high-rise buildings, rooms, mines, and subways,
providing reference-worthy and reliable data. There remains a gap in research focusing on large spaces
with multiple evacuation areas, particularly in terms of experimental verifications. Therefore, in this
paper, we address this gap by investigating a Large-Space Multi-Area (LSMA) industrial park.
Leveraging Pathfinder software, disorganized evacuation simulations are conducted in LSMA
environments to identify areas with inadequate evacuation capabilities. Subsequently, evacuation
experiments are undertaken for validation, followed by adjustments to Agent-based model parameters
for further organized evacuation simulations. Through rigorous simulation analysis, in this paper, we
aim to optimize efficient evacuation paths under organized responses in LSMA environments, thereby
offering valuable insights for emergency evacuation planning in industrial parks, public places, and
other LSMA settings in the face of sudden disasters.

2. Personnel emergency evacuation model

The modeling of personnel evacuation, based on pedestrian dynamics models, typically falls into two
categories: discrete and continuous models [14]. These models can further be subdivided into individual
and collective representations, depending on the scale of the evacuating population [15]. Current
research on personnel evacuation primarily focuses on constructing either discrete or continuous models
for simulation calculations or experimental analysis. In this study, we employ a continuous model for
personnel evacuation simulations, thus opting for an Agent-based model. The Agent-based model
operates within the framework of a distributed Multi-Agent System (MAS), where the decision-making
behavior of each Agent stems from collaborative information and intelligent analysis among all Agents
within the system. Pathfinder software employs the Agent-based model for evacuation simulation
calculations [16]. Embedded within the software are modeling models for evacuation Agents,
environments, exits, and others. In Steering mode, individual characteristics of the evacuating personnel,
evacuation speeds, occupied areas, and the attractiveness of different exits to different evacuating
personnel can be autonomously set, among other parameters, to closely simulate real-life scenarios [17].
The personnel path planning calculation process, based on the Agent-based steering mode, is outlined
as follows:
(1) Determination of the current desired speed v ( D ) and maximum acceleration of evacuating
personnel amax
0.85k e (1)
v ( D )  vmax
1.19
vmax
amax  (2)
taccel

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AIITA-2024 IOP Publishing
Journal of Physics: Conference Series 2816 (2024) 012092 doi:10.1088/1742-6596/2816/1/012092

where ke represents the velocity constant for evacuating personnel under different road conditions, with
a value of 1.4 m/s for flat roads or slopes; vmax denotes the maximum evacuation speed of personnel
under emergency conditions; taccel represents the time it takes for personnel to accelerate from a standstill.
(2) Determination of weight values for different movement directions of evacuating personnel iEP
and the direction with the minimum weight
 (3)
 iEP  t
2π
where  signifies the weight for different moving directions of evacuating personnel, and  t
EP
i
represents the angle at the tangent of the seek curve for each direction. The steering mode encompasses
five positions within a 180° front-facing direction of evacuating personnel, as depicted in Figure 1.

Figure 1. The movement direction of EP Agent.

(3) Determination of the desired speed v des and average acceleration a in the direction of
minimum weight for evacuating personnel
v des  v des d des (4)
v des  v curr (5)
a amax
v des  vcurr

where v des assumes two states, 0 and vmax, determined by the real-time position of evacuating personnel;

d des represents the direction vector towards the minimum weight direction; amax signifies the
maximum acceleration of evacuating personnel at their current position; vcurr denotes the current speed
of evacuating personnel at their position.
(4) Movement of evacuating personnel to the next location
v next  vcurr  at (6)
p next  p curr  v next t (7)
whereΔt represents the update interval for evacuating personnel, set based on the size of the simulation
calculation; v next signifies the average speed of evacuating personnel over the time intervalΔt (m/s);
p next denotes the average direction of evacuating personnel over the time intervalΔt.

3. Optimization of crowd evacuation paths in large-space multi-area environments

3.1 Evacuation experiment

(1) Design of the Evacuation Experiment
The steps of the evacuation experiment under disorganized response are illustrated in Figure 2, with
scenario construction as the main storyline, focusing on a fire incident within the area. The experiment
is conducted in accordance with existing emergency plans to collect data on personnel evacuation
behavior in fire scenarios. The data required for monitoring during the experiment are shown on the
right side of Figure 2.

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AIITA-2024 IOP Publishing
Journal of Physics: Conference Series 2816 (2024) 012092 doi:10.1088/1742-6596/2816/1/012092

Experiment Monitoring Data：

Fire accidents occurs
1 ：Time taken for the fastest EP to reach the first exit
Tmin
1 ：Time taken for the slowest EP to reach the first exit
Search for emergency plan Tmax
V1 ：Average evacuation speed of EP at the first exit
N1 ：Number of EP involved in emergency evacuation at
Organize personnel to reach the first exit
designated evacuation n
Tmin ：Time taken for the fastest EP to reach the exit n
assembly point according to n
emergency plan Tmax ：Time taken for the slowest EP to reach the exit n
Vn ：Average evacuation speed of EP at the exit n
End of evacuation N n ：Number of EP involved in emergency evacuation at
the exit n

Figure 2. Evacuation experiment process and monitoring data under disorganized response.
(2) Evacuation Experiment under Disorganized Response
Considering the layout of the LSMA, the safety exit locations, and the management authority of
relevant departments, the area has been segmented into 11 evacuation zones. Figure 3 illustrates the
corresponding safety exits and evacuation routes for these zones. Notably, Zones 8 and 11 emerge as the
areas farthest from safety exits. The division of evacuation zones, the number of Evacuation Personnel
(EP), and their corresponding safety exits are detailed in Table 1. Exits 1 to 5 lead directly to the
evacuation assembly point, while the remaining exits function as safe passages. Figure 4 captures the
on-site emergency evacuation experiment conditions, with experimental data tabulated in Table 2. These
methods, reading statistics (RS) and stopwatch statistics (SS), are employed for data acquisition.
Corridor Exit 1

Evacuation
Zone8 Zone9 zone

Evacuation
Exit 9 Direction
Zone1 Personnel
Zone7 guiding
evacuation

Safety exit
Exit 10

Zone10 Zone11

Exit 8 Exit 7 Zone2

Zone6

Zone5
Zone 3

Exit 6

Exit 3
Zone4

Exit 2 Exit 5 Exit 4

Figure 3. Evacuation zones and distribution of safety exit locations.

Table 1. Evacuation zones and corresponding safety exits.

Evacuation zone The number of EP Exit Evacuation zone The number of EP Exit
1 13 1 7 46 8→2
2 44 3 8 22 9→1
3 11 3 9 78 9→1
4 16 4 10 85 7→8→2
5 30 5 11 65 10→1
6 22 6→5

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AIITA-2024 IOP Publishing
Journal of Physics: Conference Series 2816 (2024) 012092 doi:10.1088/1742-6596/2816/1/012092

Figure 4. Scene of the evacuation experiment under disorganized response.

Table 2. Evacuation experiment data under disorganized response.

Data Data
Specific Specific
Exit Zone Data measurement Exit Zone Data measurement
readings readings
method method
178 22
N1 RS N6 RS
1, 11, persons persons
1 1
Tmin SS 7.00 s 6 6 6
Tmin SS 4.10 s
8, 9
1 6
Tmax SS 95.66 s Tmax SS 19.46 s
131 85
N2 RS N7 RS
persons persons
7
7, 10
2
Tmin SS 196.12 s Tmin SS 5.25 s
2 7 10
T2
max
SS 236.35 s 7 12.30 s
Tmax SS
55 131
N3 RS N8 RS
persons persons
3 8
Tmin SS 2.32 s Tmin SS 4.23 s
3 8
3 2, 3 Tmax SS 6.20 s 8 7, 10 Tmax SS 15.38 s
16 100
N4 RS N9 RS
persons persons
4 9
Tmin SS 2.00 s Tmin SS 11.74 s
4 9
4 4 Tmax SS 6.40 s 9 8, 9 Tmax SS 31.36 s
52 65
N5 RS N10 RS
persons persons
5 10
Tmin SS 4.12 s Tmin SS 11.00 s
5 10
5 5, 6 Tmax SS 26.15 s 10 11 Tmax SS 29.00 s
178 432
N1 RS N11 RS
persons persons
11
Tmin SS 4.00 s
All T11
max SS
315.10 s
zones 22
N6 RS
persons
Based on computations, the evacuation experiment under disorganized response in the event of a fire
in a large-space multi-area setting resulted in an average evacuation speed of 1.48 m/s for personnel in
an emergency response state.

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AIITA-2024 IOP Publishing
Journal of Physics: Conference Series 2816 (2024) 012092 doi:10.1088/1742-6596/2816/1/012092

3.2 Evacuation simulation under disorganized response

(1) Parameters Setting for Safety Exits
Research suggests that the aggregate width of an individual’s shoulder and their projected width
averages at 0.456 m [18]. Consequently, the maximum number of people capable of passing through
each safety exit can be computed based on the width of the safety exit, which corresponds to the width
of Class A fire doors, leading to adjacent fire compartments. In Table 4, we outline the number of safety
exits alongside the settings for exit flow widths.
(2) Parameters Setting for Personnel Evacuation and Safety Exits
By computing the average evacuation distances and times for different areas, in Table 3, the average
evacuation speeds for each evacuation zone can be determined. These calculations, combined with the
results from the evacuation experiment, dictate the parameters for personnel evacuation, as depicted in
Table 4.
Table 3. Width and pedestrian flow of each safety exit.
Exit The maximum number of Exit The maximum number of
Exit width people that can be carried Exit width people that can be carried
(m) simultaneously (person/s) (m) simultaneously (person/s)
1 1.4 2 6 1.4 2
2 1.4 2 7 1.4 2
3 5 7 8 1.4 2
4 3 4 9 1.4 2
5 1.4 2 10 1.4 2
Table 4. The parameters for personnel evacuation.
Evacuation Evacuation speed in fire Dimensions: shoulder width and chest
person scenarios (m/s) thickness (m)
EP 1.48 0.456, 0.26
Utilizing Figure 4 and Table 3, Pathfinder software is configured to represent multiple emergency
evacuation areas and personnel distributions. With the specified parameters, the construction of the
personnel evacuation model during a fire incident under disorganized response is illustrated in Figure 5.

a) Overall distribution of personnel under disorganized response b) Personnel modeling situation

Figure 5. Evacuation model under disorganized response.
(3) Evacuation Time Analysis for Each Safety Exit under Disorganized Response
The emergency evacuation model undergoes simulation calculations. The steering model calculates
the initial seeking curves of personnel. Throughout the evacuation process, the walking speed and
direction of EP are determined by their environmental density. When the distance between EPs or
between EP and obstacles decreases below a passable threshold, EP automatically charts new movement
directions, thereby exhibiting intelligent navigation. Assuming simultaneous evacuation initiation for

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AIITA-2024 IOP Publishing
Journal of Physics: Conference Series 2816 (2024) 012092 doi:10.1088/1742-6596/2816/1/012092

all individuals upon alarm activation, the evacuation times for each exit under disorganized response are
showcased in Figure 6.

Figure 6. Evacuation times of EP under disorganized response.

The evacuation times for each exit, along with the flow of EP through those exits, are elaborated in
Table 5.
Table 5. Simulation results of evacuation times and flow rates at each exit under disorganized response.
Time taken for Time taken for Number of EP
Carried flow rate
Exit the fastest EP the slowest EP to participating in the
(person/s)
to arrive (s) arrive (s) evacuation (person)
1 14.9 123.25 124 1.14
2 164.32 240.32 129 1.70
3 12.3 25.5 55 4.17
4 13.2 18.3 16 3.14
5 19.7 69.9 30 1.39
6 12.5 58.9 30 1.51
7 13.9 59.2 85 1.88
8 14.23 79.52 131 2.01
9 13.6 68.32 65 1.19
10 14.58 69.38 65 1.19
Average 38.41 78.1 73 1.98
Upon comparing Tables 2 and 5, the simulation outcomes reveal that the time taken for the fastest
individuals to reach the five safety exits generally exceeded the timings recorded in the experiments,
with an average increase of 9.87 s. This variance was adjusted to rectify the timing discrepancy, which
stems from the timing standard of EP upon visual detection. The simulation results showcased a 13.24%
error compared to the experimental data, affirming the reliability of the simulation model.
Furthermore, Table 5 underscores the following observations under disorganized emergency
response conditions:
1) Evacuation time: Exit 2 demonstrated the longest evacuation time, necessitating 240.32 s to
complete the evacuation, but Exit 1 required 123.25 s. Moreover, the evacuation time through Passage
8 surpassed the average, primarily due to congestion resulting from personnel from Evacuation Zone 10
traversing Passage 7 alongside EP Agents from Evacuation Zone 7. The evacuation durations for these
three exits exceeded the average and warranted optimization.

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AIITA-2024 IOP Publishing
Journal of Physics: Conference Series 2816 (2024) 012092 doi:10.1088/1742-6596/2816/1/012092

2) Exit carrying flow rate: Exit 3 exhibited the highest flow rate of people, followed by Exit 4.
However, given that Exit 3 serves as a loading dock with a nearly 10-meter-wide door and Exit 4 serves
as the main enterprise entrance with sufficient door width, both exits possess substantial capacity to
accommodate EP evacuations. The average flow rate at Passage 8, 2.01 persons/s, exceeded the
simultaneous carrying capacity limit of 2 persons/s, indicating a potential congestion risk at this exit.
The personnel density distribution at Exits 7 and 8 during the simulation is depicted in Figure 7.

Exit 8 Exit 7

Figure 7. EP density distribution at Exits 7 and 8.

3.3 Evacuation simulation and optimization under organized response

(1) Evacuation Simulation and Optimization Process under Organized Response
Considering the relatively fixed distribution of personnel and management departments within the
LSMA environment, the cost of altering individual positions or evacuation zones is challenging.
Consequently, the evacuation zones set for the organized response mirror those of the disorganized
response model. As analyzed in Section 3.2, Exits 1 and 2 exhibited longer evacuation times under
disorganized response, and Passage 8 presented a congestion risk. To address the issues associated with
these three exits, we optimized the distribution and settings of safety exits, as outlined in Table 6. The
parameters concerning personnel evacuation remain consistent with those established in the model in
Section 3.2.
Table 6. Evacuation zone codes and optimized evacuation routes.
Evacuation Number of Evacuation Number of
Exit Exit
zone EP (person) zone EP (person)
1 13 1 7 46 8→2
2 44 3 8 22 9→1
3 11 3 9 78 9→1
4 16 4 10 85 7→8→2; 11→6→5
5 30 5 11 65 10→3
6 22 6→5
(2) Evacuation Time Analysis for Each Exit
Following the emergency evacuation routes outlined in Table 6, the evacuation times for EP under
an organized response are illustrated in Figure 8.

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AIITA-2024 IOP Publishing
Journal of Physics: Conference Series 2816 (2024) 012092 doi:10.1088/1742-6596/2816/1/012092

Figure 8. Evacuation times for EP under an organized response.

After optimization, the evacuation times and the flow rates of people at each exit under an organized
response are detailed in Table 7.
Table 7. Simulation results of evacuation times and flow rates at each exit under organized response.
Time taken for the Time taken for Number of EP
Carried flow rate
Exit fastest EP to arrive the slowest EP participating in the
(person/s)
(s) to arrive (s) evacuation (person)
1 14.9 101.2 59 0.68
2 164.32 209.32 89 1.98
3 12.3 45.3 120 3.64
4 13.2 18.3 16 3.14
5 19.7 72.3 70 1.33
6 12.5 69.9 70 1.22
7 13.9 59.2 47 1.04
8 14.23 79.52 91 1.39
9 13.6 68.32 65 1.19
10 14.58 69.38 65 1.19
11 5.32 25.3 38 1.90
Average 27.14 74.37 66.36 1.70
After optimization, the evacuation times for personnel at each safety exit under an organized response
are depicted in Figure 9.

Figure 9. Evacuation times of EP at each exit under organized response (s).

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AIITA-2024 IOP Publishing
Journal of Physics: Conference Series 2816 (2024) 012092 doi:10.1088/1742-6596/2816/1/012092

3.4 Optimization effect analysis

(1) Optimization of Evacuation Time
The simulation results comparing evacuation times for personnel under disorganized and organized
responses are shown in Figure 10.

Figure 10. Comparison of evacuation times for EP under disorganized and organized responses (s).
As observed in Figure 10, the previously prolonged evacuation times at Exits 1 and 2 have been
effectively mitigated. The time taken for the slowest EP to reach Exit 1 decreased from 123.25 s to 101.2
s. Likewise, for Exit 2, the time for the slowest EP decreased from 240.32 s to 209.32 s, indicating a
substantial enhancement in evacuation time.
(2) Optimization of Flow Rate at Each Exit
The simulation results comparing the flow rates of people at each exit under disorganized and
organized responses are detailed in Table 8.
As demonstrated in Table 8, by rerouting EP Agents from Evacuation Zone 10 to Passage 11, the
potential congestion at Exit 8 was effectively mitigated, reducing the flow rate from 2.01 persons /s to
1.39 persons/s. This underscores the efficacy of the path optimization method proposed in this paper.
Table 8. Comparison of flow rates at each exit under disorganized and organized responses.
Disorganized response Organized response flow
Exit Capacity limit (person/s)
flow rate (person/s) rate (person/s)
1 1.14 0.68 2
2 1.7 1.98 2
3 4.17 3.64 7
4 3.14 3.14 4
5 1.39 1.33 2
6 1.51 1.22 2
7 1.88 1.04 2
8 2.01 1.39 2
9 1.19 1.19 2
10 1.19 1.19 2
11 1.90 2

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Journal of Physics: Conference Series 2816 (2024) 012092 doi:10.1088/1742-6596/2816/1/012092

4. Conclusion
This study has leveraged an Agent-based model for evacuation experiments and evacuation path
optimization in fire scenarios within LSMA. Based on disorganized evacuation experiment data from a
fire scenario in a large-space multi-area enterprise, and taking into account the actual responses of
individuals in fire situations, this study adjusts the Agent-based model parameters using real data.
Subsequent simulations and validations of disorganized evacuation were conducted, enabling the
analysis of weak areas in evacuation procedures and the identification of issues with evacuation routes.
With the refined parameters, simulations of organized evacuations in LSMA were executed, revealing a
significant reduction in evacuation times through simulation optimization. By accurately quantifying
evacuation zones and strategically adding safety exits, the overall evacuation time in fire scenarios was
effectively minimized, thereby mitigating potential congestion during the evacuation process in LSMA.

Acknowledgments
This research was supported by the Basic and Applied Basic Research Projects of the Guangzhou Basic
Research Program (2023A04J1657) and the New Talent Introduction Research Launch Project of
Guangzhou Railway Polytechnic (GTXYR2105).

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