# Evaluation of Subway Emergency Evacuation Based on Combined Theoretical and Simulation Methods
## 4 Results and Discussion  
It is important to note that the design of Wulukou station is characterized by its island platform and results in a symmetrical arrangement of two lines. Given that the fundamental configuration of the two subway lines is identical, the choice of subway trains for simulation purposes does not influence the outcomes, regardless of whether the left or right train is selected. In the context of crowd characteristics, a comprehensive video analysis and repeated experimental observations were conducted on densely populated crowds to ascertain various metrics, including crowd density, composition, passenger velocity, and demographic proportions at different times within a subway station. During the morning peak hours, the demographic distribution reveals a lower representation of senior citizens, followed by adolescents and middle-aged individuals, with young adults comprising the majority of the crowd. Crowd density within train carriages during these peak hours can reach levels  
Figure 8: Emergency evacuation simulation flowchart. of three to five persons per square meter, while on the platform, it ranges from one to three persons per square meter, and in the concourse area, it is between zero and two persons per square meter. Specifically, the Wulukou subway station operates with Type B trains that have a carriage area of 52 square meters. After accounting for the space occupied by seating along the sides and the anti-fall railing in the center, the effective area is determined to be 40 square meters. With a total of six carriages, the average crowd density during the morning peak is calculated to be three persons per square meter, leading to an estimated passenger capacity of N0 = 40 \(\times\) 6 \(\times\) 3 = 720 persons per train. Furthermore, the spatial parameters surveyed indicate that the platform area for Line #4 is 1423 square meters, while Line #1 measures 1410 square meters. The concourse area totals 4724 square meters, with the fare-paid area comprising 1344 square meters and the non-fare-paid area encompassing 3380 square meters. Crowd density is highest at security checkpoints and turnstiles, while other areas have lower densities. Assuming an average density of one person per square meter in the non-fare-paid section of the concourse, the estimated number of passengers is N1 = 3380. In contrast, the density at turnstiles and security checkpoints is set at two persons per square meter, resulting in a fare-paid area on the concourse accommodating N2 = 1344 \(\times\) 2 = 2688 passengers. For the platforms of Line #4 and Line #1, an average density of two persons per square meter is applied, yielding N3 = 1423 \(\times\) 2 = 2846 passengers for Line #4 and N3 = 1410 \(\times\) 2 = 2820 passengers for Line #1. A summary of the population distribution across various areas is presented in Table 7.  
Based on the aforementioned real-time passenger flow data, it is evident that the ingress and egress of passengers at Wulukou subway station do not align with the theoretical calculations pertaining to the platform area. The theoretical estimates for the number of individuals on both the platform and the station hall floors do not correspond with the observed conditions. Therefore, it is imperative to determine the proportional coefficient that relates theoretical passenger flow to actual passenger flow. It is noteworthy that the significant passenger volume at the fifth intersection primarily results from transfers between trains on the platform. The simulated typical scenario focuses on emergency evacuation conditions when four trains are operating at full capacity. Through comprehensive investigation and analysis, a scale coefficient of 0.1 has been identified as more accurately reflecting the actual distribution of high passenger flow across the platform floor, Line 1 station floor, and Line 4 station floor. The updated statistics regarding the distribution of individuals in various areas of the subway station are presented in Table 8.