Access to Railway Stations in the Netherlands

A rail journey is rarely an end in itself but almost always part of a journey ‘chain’ which include access to and egress from the railway station. The integration of the rail-journey components is essential to achieving a continuous travel, door-to-door, when using the rail and to make the rail an attractive alternative to car and this requires seamless interchange at the station between the chain elements. The paper focuses on two lines of investigation with regard to the above. First, the perception of railway stations and the access journey and their importance in the perception of the railway journey is analyzed. It is assumed that the perception of the rail journey is a function of the journey generalized costs, the station perception and the quality of the access and egress journeys. Based on the data available the potential of making rail a more attractive mode by improving (through different means) the station perception is examined. The second line of investigation aims to examine how availability of car affects the use of rail and the access to station mode choice. Based on the results the paper discusses the question of how rail use can be increased through facilitating the interchange between different transport modes at railway stations.

The effect of person order on egress time: a simulation model of evacuation from a neolithic visitor attraction.

Objective: The aim of this study was to model the egress of visitors from a Neolithic visitor attraction. Background: Tourism attracts increasing numbers of elderly and mobility-impaired visitors to our built-environment heritage sites. Some such sites have very limited and awkward access, were not designed for mass visitation, and may not be modifiable to facilitate disabled access. As a result, emergency evacuation planning must take cognizance of robust information, and in this study we aimed to establish the effect of visitor position on egress. Method: Direct observation of three tours at Maeshowe, Orkney, informed typical time of able-bodied individuals and a mobility-impaired person through the 10-m access tunnel. This observation informed the design of egress and evacuation models running on the Unity gaming platform. Results: A slow-moving person at the observed speed typically increased time to safety of 20 people by 170% and reduced the advantage offered by closer tunnel separation by 26%. Using speeds for size-specific characters of 50th, 95th, and 99th percentiles increased time to safety in emergency evacuation by 51% compared with able-bodied individuals. Conclusion: Larger individuals may slow egress times of a group; however, a single slow-moving mobility-impaired person exerts a greater influence on group egress, profoundly influencing those behind. Application: Unidirectional routes in historic buildings and other visitor attractions are vulnerable to slow-moving visitors during egress. The model presented in this study is scalable, is applicable to other buildings, and can be used as part of a risk assessment and emergency evacuation plan in future work

A multi-modal network approach to model public transport accessibility impacts of bicycle-train integration policies

In the Netherlands, the bicycle plays an important in station access and, to a lesser extent, in station egress. There is however fairly little knowledge in the potential effects of bicycle-train integration policies. The aim of this paper is to examine the impacts of bicycle-train integration policies on train ridership and job accessibility for public transport users.MethodsWe extended the Dutch National Transport Model (NVM) by implementing a detailed bicycle network linked to the public transport network, access/egress mode combinations and station specific access and egress penalties by mode and station type derived from a stated choice survey. Furthermore, the effects of several bicycletrain integration policy scenarios were examined for a case study for Randstad South, in the Netherlands, comprising a dense train network with 54 train stations.ConclusionsOur analysis shows that improving the quality of bicycle routes and parking can substantially increase train ridership and potential job accessibility for train users. Large and medium stations are more sensitive to improvements in bicycle-train integration policies, while small stations are more sensitive to improvements in the train level of service

Protein trafficking through the endosomal system prepares intracellular parasites for a home invasion

Toxoplasma (toxoplasmosis) and Plasmodium (malaria) use unique secretory organelles for migration, cell invasion, manipulation of host cell functions, and cell egress. In particular, the apical secretory micronemes and rhoptries of apicomplexan parasites are essential for successful host infection. New findings reveal that the contents of these organelles, which are transported through the endoplasmic reticulum (ER) and Golgi, also require the parasite endosome-like system to access their respective organelles. In this review, we discuss recent findings that demonstrate that these parasites reduced their endosomal system and modified classical regulators of this pathway for the biogenesis of apical organelles

Bicycling Access and Egress to Transit: Informing the Possibilities

When effectively integrated with transit services, considerable room exists for bicycling to realize various benefits to communities. A successful marriage between bicycling and transit will likely increase the use and efficiency of both modes. A core problem, however, exists in that the predominant approach for integrating bicycles and transit—bicycles aboard transit vehicles—frequently runs up against capacity restraints. Integrating bicycling and transit requires analysis of a broad range of alternatives that considers both the travel patterns and needs of individuals but also accompanying urban form characteristics. What are the most cost effective strategies likely to generate the largest number of cyclists accessing transit? To aid in developing a framework to evaluate the cost effectiveness of different strategies to integrate transit and bicycling this project: (1) reviews the state of the knowledge, (2) proposes an analysis framework for communities and transit agencies to consider in efforts to maximize the integration of bicycling and transit, (3) conducts focus groups with cyclists from five case study communities to gauge preferences for bicycle and transit integration strategies, and (4) develops a preliminary application to evaluate four bicycle and transit integration strategies based on focus group discussions and use of the Analytic Hierarchy Process (AHP). These evaluation measures are applied to five communities. A CTU index provides an initial attempt to understand transit stops that have a higher likelihood to attract CTUs. The Analytic Hierarchy Process ranked cyclists’ preferences for four bicycle and transit integration strategies in order of preference: (1) “Bike ON transit” (transporting the owner’s bicycle aboard( inside or outside) the transit vehicle) (0.471), (2) “Bike TO transit” (using and parking the owner’s bicycle at a transit access location) (0.185), (3) “Shared bike” (sharing a bicycle, which would be based at either the transit access or egress point) (0.185), and (4) “Two bike” (using an owner’s two bicycles at the access and egress location) (0.159). Results of the cost effectiveness assessment suggest that “Bike ON transit” ranked most cost effective overall, followed by “Bike to transit,” “Two bike,” and “Shared bike” strategies

MODEL PEMILIHAN BANDARA ANTARA ADISUTJIPTO DAN YOGYAKARTA INTERNASIONAL AIRPORT BERDASARKAN DATA STATED PREFERENCE

The Special Region of Yogyakarta is served by two airports: Adisutjipto (JOG) and Yogyakarta International Airport (YIA). For flights to Jakarta, air travellers can depart from both airports. This study presents a model of airport choice behaviour by air travellers in the Yogyakarta multi-airport region in order to analyze the factors that influence airport choice and to find out the probability of airport choice. Using a stated preference method, a face-to-face survey was conducted on 420 respondents who had made on the Yogyakarta-Jakarta route air trip within the past year. The SP survey uses a binary choice set, with 24 scenarios. In each scenario, the respondents are faced with a choice between the Adisutjipto (JOG)–Halim Perdanakusuma (HLP) and Yogyakarta International Airport (YIA)–Soekarno Hatta (CGK) flight routes. The variables tested are airfares, flight frequency, access time, egress time, access cost, egress cost, modes of access with rail services, check-in queue time, baggage claim time, and inertia. By using the binomial logit model, the results show that airfare, flight frequency, access time, egress costs, and inertia variables affect the airport choice behaviour. The inertia variable is only used in the utility function of Adisutjipto Airport (JOG). Scenarios 1 give almost the equal probability values, with a YIA probability of 48.9% and a JOG of 51.1%. ABSTRAK Daerah Istimewa Yogyakarta dilayani oleh dua bandara, yaitu Adisutjipto (JOG) dan Yogyakarta International Airport (YIA). Pelaku perjalanan dapat berangkat dari kedua bandara tersebut untuk menuju Jakarta. Penelitian ini menyajikan pemodelan perilaku pemilihan bandara oleh pelaku perjalanan udara di wilayah multi bandara Yogyakarta untuk menganalisis faktor-faktor yang mempengaruhi pemilihan bandara dan mengetahui probabilitas pemilihan bandara. Dengan metode stated preference, survei tatap muka dilakukan terhadap 420 responden yang telah melakukan perjalanan udara rute Yogyakarta–Jakarta dalam satu tahun terakhir. Survei SP menggunakan pilihan biner dengan 24 skenario. Dalam setiap skenario, responden dihadapkan pada pilihan antara rute penerbangan melalui Adisutjipto (JOG)­–Halim Perdanakusuma (HLP) dan Yogyakarta International Airport (YIA)–Soekarno Hatta (CGK). Variabel yang diuji adalah tarif penerbangan, frekuensi penerbangan, waktu akses, waktu egress, biaya akses, biaya egress, moda akses dengan layanan kereta api, waktu antrian check-in, waktu pengambilan bagasi dan inersia. Dengan menggunakan model binomial logit, hasil penelitian menunjukkan bahwa variabel tarif penerbangan, frekuensi penerbangan, waktu akses, biaya egress dan inersia mempengaruhi perilaku pemilihan bandara. Variabel inersia hanya digunakan pada fungsi utilitas Adisutjipto (JOG). Probabilitas yang memiliki nilai hampir seimbang terdapat pada skenario 1 dengan probabilitas YIA sebesar 48,9% dan JOG sebesar 51,1%

Blade retainer assembly

A retaining assembly is provided for locking radially extending blades in a rotor disc associated with a gas turbine engine. The assembly includes a pair of spaced apart lugs axially extending from one side of the disc to form an access gap for insertion of a blade tang into a dovetail slot in the rotor disc. A pair of axially aligned inwardly facing recesses are disposed in the lugs. A retaining member resides in the recesses and extends across the gap to preclude egress of the blade tang from the dovetail slot. The retaining member includes at least one axially extending protrusion adapted to radially overlap and abuttingly engage a radially inwardly facing abutment surface on the lugs

Modeling Travel Mode Choices in Connection to Metro Stations by Mixed Logit Models: A Case Study in Nanjing, China

Urban rail transit trips usually involve multiple stages, which can be differentiated in terms of transfers that may involve distinct access and egress modes. Most studies on access and egress mode choices of urban rail transit have separately examined the two mode choices. However, in reality, the two choices are temporally correlated. This study, therefore, has sequentially applied the mixed logit to examine the contributors of access and egress mode choices of urban metro commuters using the data from a recent survey conducted in Nanjing, China. 9 typical multimodal combinations constituted by 5 main access modes (walk, bike, electric bike, bus, and car) and 2 main egress modes (walk and bus) are included in the study. The result proves that the model is reliable and reproductive in analyzing access/egress mode choices of metro commuters. Estimation results prove the existence of time constraint and service satisfaction effect of access trip on commuters’ egress mode choice and reveal the importance of transfer infrastructure and environments that serve for biking, walking, bus riding, and car parking in commuter’s connection choice. Also, policy implications are segmentally concluded for the transfer needs of commuters in different groups to encourage the use of metro multimodal trips

Performance Evaluation of Multimodal Transportation Systems

AbstractConnectivity of more than one mode to a line haul in an urban area constitutes the multimodal transport system of the city. In this paper New Delhi has been taken up as a case study to evaluate performance of multimodal transportation system (MMTS), where metro became main mode in routine public transport trips. Public transport in Delhi carries only about 60% of total vehicular person trips as against 80% of the expected population size of the city. The present bus services, metro rail and IRBT (Integrated Rail-cum-Bus Transit), if implemented as planned together are estimated to carry about 15 million trips per day by 2021. Since, all the public transport trips are multimodal, it is necessary to evaluate the performance of multimodal transportation systems. The study is divided into two phases. In the first phase, the study of travel time elements (access time, transfer time, waiting time, line-haul time, and egress time) is done. Next, the influence of access and egress times on the total travel time is examined. Use is made of a comprehensive commuter travel diary to collect detail travel time estimates. A representative commuter survey, with 460 respondents, is drawn on platform at each station of Red Line and Yellow Line (Kashmiri Gate – Saket) Delhi Metro. Implementing the Second phase of study, performance measures such as Travel Time Ratio, Level of Service, Interconnectivity Ratio, Passenger Waiting Index, and Running Index were evaluated. Interconnectivity ratio (proportion of access and egress time w.r.t total travel time) for various combinations such as Mixed-Metro-Mixed, Walk-Metro-Walk, Walk-Metro-Bus and Walk- Bus-Walk has been observed. Travel Time (defined as the time differential between private transport and public transport) ratio shows much variation with trip direction, time of day, mode used, and distance travelled, etc.,. Level of Service Indicator (Out- of-vehicle Travel Time/In-Vehicle Travel Time) ratio inferred that people spends more time out-of-vehicle as compared to that of in-vehicle. Access time, transfer time, waiting time and egress time are the most important and complex travel time elements that transport systems should consider improving its efficiency and modal share. The results can be used in planning catchment area of public transport. Access and egress (together with waiting and transfer times) appear as factors that affect effectiveness and performance of a multimodal transportation system to a larger extent as unacceptable distances are likely to reduce ridership patronage. At the same time, there are key deciding factors when a trip originates as to whether the commuter shall choose public transit over personal mode of travel

Merging smart card data and train movement data: How to assign trips to trains?

This report explains the assignment method applied to link trips compiled in smart card data to train movements recorded in the signalling system. Particular attention has been paid to (1) origin-destination pairs with multiple potential route options, (2) peak-hour trips delayed by di culties in boarding crowded trains at the origin station, and (3) trips originating or ending on rail lines not included in the train movement dataset. In the current version of this paper the metro network on which the method has been applied is anonymised