## 4 Analysis  
To further explain how the methods presented above can be applied to explore the issue of spatial disorientation in the Taipei Metro, this study selected Zhongxiao Xinsheng station as the site for analyzing the behavior patterns and visibility conditions of passengers. As explained in the previous section, the analysis contained two interrelated parts: behavioral mapping and visibility analysis. Figure 2: Spatial representation in visibility analysis: (**A**) floor plan, (**B**) grid, (**C**) visual relations, and (**D**) visibility graph. For behavioral mapping, it can be observed in the case of Zhongxiao Xinsheng that although most of the passengers were taking the shortest routes, disorientation still occurred quite often and had a very regular pattern. As illustrated in Figure 3, all the mismatches between solid lines (the shortest route) and dashed lines (the actual route of passengers) were located at either stairs or escalators, which indicated that most of the disorientation occurred when moving between different levels. For example, among transfer passengers there was a common hesitation and confusion about which stairs (or escalator) to take. Especially in the case of Zhongxiao Xinsheng, because there was a multi-story atrium in the center that provided a direct visual link between the platform at the second basement, and the concourse at the first basement. As such, after many transfer passengers disembarked from the train, they would follow the crowd and proceed upstairs without noticing where the stairs (or escalator) to the other platform actually were (as seen in the dashed line C in Figure 3). As a result, they were either driven to the wrong direction or became lost in the wrong platform. The second portion of analysis was to quantify the influence of visibility condition on the passengers' behaviors. As Figure 4 demonstrated, the average value of visual integration for the concourse level of Zhongxiao Xinsheng station is 5.78, with the highest at 9.55 and the lowest at 3.29. In Table 2, it could be further observed that the areas showing the highest visibility were located where the movement of passengers heading to different destinations intersected (with the average value of integration at 9.12; not only 57.8% higher than the average but also the second highest among all spatial divisions). To further compare the results of visibility analysis with the behavioral patterns discussed earlier, two factors that were influential on the passengers' wayfinding behaviors could be identified. Figure 3: Behavioral pattern of passengers in Zhongxiao Xinsheng. First, the number of decision-making points during the passengers' wayfinding process was important in influencing their orientation. As seen in Figure 3, every point of decision making was where disorientation could occur. Despite multiple directional signs posted, often the passengers still did not have enough visual aids to receive the information for making the right decision. Secondly, the direction of stairs and escalators in relation \begin{table}
\begin{tabular}{c c c c c} \hline \hline
**Division** & **Intersection** & **Attrium** & **Aisle** & **Entrance/Exit** \\ \hline Visual & 9.12 & 9.34 & 3.87 & 4.67 \\ Integration & (+57.8\%) & (+61.6\%) & (\(-33.0\%\)) & (\(-19.2\%\)) \\ \hline
**Division** & **Service** & **Information** & **Elevator** & **Stait/Escalator** \\ \hline Visual & 6.04 & 5.89 & 7.34 & 8.47 \\ Integration & (+4.5\%) & (+1.9\%) & (+26.9\%) & (+46.5\%) \\ \hline \hline \end{tabular} Note: The number in brackets represent it’s percent difference with the average visual integration.  
\end{table} 
Table 2: Quantified comparison of visibility between different spatial divisions of the concourse level at Zhongxiao Xinsheng station. Figure 4: Visibility analysis of the concourse level at Zhongxiao Xinsheng station. to the passengers' movement was another important factor.