Boarding & Alighting Time in Ducth Rail Stations_Wiggenraad

Alighting and boarding times of passengers at Dutch railway stations

Analysis of data collected at 7 railway stations in October 2000

TRAIL Research School, Delft, December 2001

Author:Ir. Paul B.L. WiggenraadTransportation Planning and Traffic Engineering Section,Faculty of Civil Engineering and Geosciences, Delft University of Technology

TRAIL Research School, December 2001 i

Alighting and boarding times of passengers at Dutch railway stationsii

Contents

ABSTRACT………………………………………………………………………...v

1 INTRODUCTION……………………………………………………….…..1

2 THE DWELLING PROCESS……………………………………………...3

3 RESEARCH QUESTIONS………………………….……………………..5

4 DATA COLLECTION……………………………………………………. 7

5 ANALYSIS OF DATA……………………………………………………. 9

5.1 Length of dwell time……………………………………………… 9

5.2 Delays……………………………………………………………… 9

5.3 Composition of dwell times……………………………………… 10

5.4 Distribution of passengers over the platform………………….. 13

5.5 Typical length of alighting and boarding times…………………15

6 CONCLUSIONS…………………………………………………………..19

ACKNOWLEDGEMENT…………………………………………………………21

REFERENCES…………………………………………………………………… 21

TRAIL Research School, December 2001 iii

Alighting and boarding times of passengers at Dutch railway stationsiv

ABSTRACT

This paper focuses on the dwell time of trains at railway stations. The length of occurring dwell times are determined by the length of the planned dwell times, the numbers of alighting and boarding passengers, train and infrastructural characteristics, and the arrival and departure process of the trains.

Items dealt with are the length of the dwell time and its different components, the distribution of the passengers over the platform, the typical length of the alighting and boarding times, and the influence of the type of station, the type of train service, the vehicle characteristics (door passageway width) and the period of day (peak and off-peak).

In October 2000 a measurement was carried out on seven typical Dutch railway stations, being four local stations and three intercity stations with different locations of the platform accesses. One observer recorded with a stopwatch the train movements and each of a number of observers was allocated to a platform sector and recorded with a digitizer the number of waiting passengers and the moments of passenger movements (alighting or boarding).

The collected data are analysed. Mean values are calculated for the length of dwell times and the components of dwell time. The distribution of passengers over the platform while waiting and when boarding are deduced.As to the alighting and boarding process, a difference is made between alighting and boarding in clusters and individual alighting and boarding. A passengers forms part of a cluster if the time interval between his predecessor and himself is 3 seconds at the maximum.

Conclusions are that measured dwell times, especially of intercity trains, are longer than scheduled, that dwell times in peak hours and off-peak hours are about the same, that there are clear concentrations of waiting and boarding passengers around platform accesses and that the mean alighting and boarding time per passenger in clusters is about 1 second. Trains with wide door passageways show about 10% shorter typical alighting and boarding times and with narrower door passageways about 10% longer typical times.

TRAIL Research School, December 2001 v

1. INTRODUCTION

Crucial for the quality of public transport services are speed and reliability. These two quality aspects determine strongly the competing power of public transport. This being also applicable for trains, it is not surprising that forthcoming service delays and disturbances attract so much attention.

An important aspect of speed and reliability is the dwell time. The length of the dwell time is primarily determined by the length of the alighting and boarding process, but can be increased with an extra buffer time to improve the service operation.

The goals of this project are to quantify the different parts of the dwell time and to gather basic data for a more accurate planning of the dwell time and an improved service operation. It concentrates on railway stations in the Dutch context. The project is part of the research program into the quality of train service operation and aiming to develop instruments to improve the operational control.

This paper starts with the analysis of the dwelling process leading to factors being involved in the collection of data. The data collection will be explained as to what, how, where and when. Consequently, the collected data are analysed and eventually conclusions are drawn.

TRAIL Research School, December 2001 1

Alighting and boarding times of passengers at Dutch railway stations2

2 THE DWELLING PROCESS

The dwell time is determined by a number of factors: the planned dwell time, a planned connection, the number of alighting and boarding passengers, the train and infrastructure characteristics (number and width of doors,

location of the platform accesses, platform width, difference in level between platform and vehicle floor, gap between platform and vehicle)

the arrival and departure process of the train braking to standstill, opening of the doors, making the departure route available, the departure announcement, closing of the doors, actual departure.

Arrival and departure times are indicated in the timetable on a minute scale. Also dwell times are expressed in minutes. A dwell time of 1 or 2 minutes is standard. However, on transfer nodes the dwell time is 2 to 4 minutes and even longer if connections, coupling and decoupling and change in running direction are involved. On intermediate stops the dwell time often is not explicitly determined, but it is included in the running time between the previous and next transfer nodes. Due to the minute scaling inaccuracy arises in terms of utilisation of capacity and reliability.

The scheduled dwell time is based on experience from the past. In spite of growth of passenger volumes these dwell times are not changed since a number of years. Even in a situation where a train arrives early at a station, a punctual departure from time to time is impossible because the process of alighting and boarding requires more time than planned.

The vehicle and infrastructure characteristics must enable a quick change of passengers. However, the difference in height between platform and vehicle floor and the gap between platform and vehicle require – especially for elderly people and passengers with luggage – an extra effort delaying the process. The design of the vehicle door offers mostly limitations. Doors are often too narrow to allow two passengers to pass at the same time. Only the wide doors of the double-decker local trains with a guiding bar in the door opening form an exception: three passengers can alight or board simultaneously. However, opening and closing of those doors require more time.

Passengers waiting on the platform are not informed about the stop location of the train and the location of the doors. They will concentrate around the platform accesses and distribute consequently insufficiently over the train length. When the train enters the station, passengers look for empty seats in the stopping train and walk along with the arriving train until standstill. Only in peak periods groups of more experienced passengers can be observed waiting at more distant places on the platform knowing the exact location of


the doors of the arriving train. The distribution over the platform is then more evenly.

The process of alighting and boarding is somehow chaotic. The alighting from a filled train is difficult; the capacity of walking space is limited. Boarding passengers crowd around the doors, hurrying to board and get a seat. They hamper the alighting ones.

Girnau and Blennemann [1970] give for trains with a floor height of 1.03 m at a platform height of 0.76 m in case of 20 alighting and boarding passengers a mean alighting time of 0.75 second per passenger and a mean boarding time of 0.81 second per passenger. Dirmeier [1978] found for two types of local train multiple units mean alighting and boarding times per passengers (see table 1).

Table 1 Mean alighting and boarding times per door per passenger

vehicle floor height 1.1 mplatform height 0.96 m

vehicle floor height 1.03 mplatform height 0.76 m

alighting time [s] boarding time [s] alighting time [s] boarding time [s]1.11 0.85 1.15 1.08

Source: [Dirmeier, 1978]

Weidmann [1995] did a number of measurements of length of alighting and boarding times at public transport stops. These included double-decker trains, be it in laboratory conditions because in that stage only a mock-up of such a train was available. Weidmann developed from his analyses a model by which alighting and boarding times can be estimated depending on a number of parameters: the relation of the number of alighting and boarding passengers, the difference in height between platform and vehicle floor, the gap between platform and vehicle, the distance between the doors and the door width. Thus, Weidmann found for example an alighting and boarding time of 1.9 s per passenger in the following situation: 10 alighting and 10 boarding passengers, a difference in height of 14 cm, a gap between platform and vehicle of more than 20 cm, a distance between the doors of more than 10 m and a door width of 1.5 m.

Heikoop [1996] did measurements on the Utrecht – Nieuwegein light rail system and on the Rotterdam tram system. Heikoop concentrated on the effect of a difference in height between platform and vehicle floor on the dwell time. He found an average boarding time of 1.4 s per passenger for a boarding situation at grade and a door width of 1.30 m and of 1.6 s per passenger for a difference in height of 70 cm and a door width of 75 cm.


3 RESEARCH QUESTIONS

Basically, the research questions of this project are:

What is the length of the dwell time and of the different components, also in the case of delays?

What is the distribution of the passengers over the platform related to the location of the platform accesses?

What is the typical length of the alighting and boarding times (per passenger) according to the vehicle/platform characteristics?

What is the influence of the type of station, the type of train service, the vehicle characteristics, and the period of day in the Dutch situation?

Because these questions can only be answered on the basis of measurements, a measurement project was carried out on a number of typical Dutch railway stations. The following classification for the variables was chosen: type of station, location of the platform accesses, type of train service, type of rolling stock, particularly the train door width, and the period of day.



4 DATA COLLECTION

Measurements were done on 7 railway stations. A selection was made of local train stations (Delft, Schiedam Centrum, Leiden Centraal, Rotterdam Lombardijen) and intercity stations (Eindhoven, Tilburg and Den Haag HS). In table 2 the locations and dates of the measurements and the number of observers are shown.

Table 2 Locations and dates of measurements and numbers of observers

station platform track

running direction

service type date of measurement

in 2000

number of platform sector

observersDelft 1 Den Haag local and express September 21 6

Schiedam 3 Rotterdam local and express October 5 11

Leiden 1 Utrecht local October 10 13

Lombardijen 1 and 2 Rotterdam local and express October 12 11

Eindhoven 6 Den Bosch/ Tilburg

local, express, and intercity

October 24 21

Tilburg 1 Den Bosch/ Eindhoven

local, express, and intercity

October 25 21

Den Haag 6 Amsterdam local, express, and intercity

October 31 18

The location of the platform accesses varies: head of the platform (Schiedam, Leiden for the Utrecht local trains, Eindhoven), middle of the platform (Delft and Tilburg) or on one third and two thirds of the platform length (Rotterdam Lombardijen and Den Haag HS).

The train services are distinguished between local trains, express trains and intercity trains (in Den Haag also international trains). As to type of rolling stock, measurements are done both on carriages and on multiple units. The door width varies from a 1- and 1.5-passenger lane (up to about 1 m) to 3-passengers lane (1.90 m).

Tables 3 and 4 give the numbers of observed trains per type of train and rolling stock.

Table 3 Number of recorded trains per location per type of train serviceduring 4 hours

station intercity express local international totalDelft — 2 8 — 10Schiedam — 8 15 — 23Leiden — — 11 — 11Lombardijen — 8 11 — 19Eindhoven 15 — 5 — 20Tilburg 9 8 6 — 23Den Haag 9 9 — 6 24

total 33 35 56 6 130


Table 4 Width of door passageway and number of recorded trainsper type of rolling stock

type door width [mm]

total number of recorded trains

Thalys 1carriage 800, 900, 1300 25intercity multiple unit 800, 900, 1300 3double-decker intercity multiple unit 1300 17local multiple unit 1100 39double-decker local multiple unit 1900 45

total 130

Alighting and boarding times as well as the number of passengers were recorded. The time measurements were related to train and passenger movements.

Stopwatches and digitizers were used as measuring devices. The digitizers were programmed for the recording of the time of events (in terms of ‘door open’, passenger movements train out of train in, and ‘door closed’).

One observer recorded the train movements. Each of a number of observers (varying from 5 to 20 according to the occurring train lengths) was allocated to a platform sector of about 20 m and a train door. They recorded the number of waiting passengers in their sector at the moment of arrival of the train and the moments of passenger movements of their train door.

Measurements were done in morning peak hours (7.00 till 9.00 hours) and off-peak morning hours (10.00 to 12.00 hours). Train intervals hardly varied between peak and off-peak; in peak hours some trains were longer.


5 ANALYSIS OF DATA

5.1 Length of dwell time

The length of the total dwell times is shown in table 5, dependant of type of station, type of service, and period of day.

Table 5 Dwell time lengths

station service type scheduled [s]

measured [s]

peak hours [s]

off-peak hours [s]

Tilburg intercity 60 86 90 80express 60 67 66 69local 60 56 59 51

The Hague HS international 60/120 131 96 154intercity 60 120 141 104express 60 113 115 109

Delft express – 111 – 111local – 62 – 62

Schiedam express – 42 43 42local – 40 47 33

Rotterdam Lombardijen

express – 68 59 77local – 45 47 44

Dwell times are only scheduled separately for intercity stations. The dwell times for the local train stations (in this project Delft, Schiedam, and Rotterdam Lombardijen) are included in the running time from the previous station.

The measured dwell times of intercity trains vary from 90 seconds to more than 120 seconds. Express trains have dwell times varying from 45 to 120 seconds and local trains from 45 to 60 seconds. Generally, the dwell times are longer than scheduled.

There is not much difference between dwell times in peak hours and in off-peak hours. Exceptions are The Hague HS, where intercity off-peak dwell times are shorter and international train off-peak dwell times are longer, and Schiedam with shorter off-peak hour dwell times for local trains and Lombardijen with longer off-peak hour dwell times for express trains.

5.2 Delays

Because the scheduled arrival, departure and dwell times are expressed in minutes – which is inaccurate in this context –, delays in arrival and departure times and deviations in dwell times are calculated based on scheduled arrival/departure and dwell times at x min 0 s. Table 6 shows the thus calculated delays and deviations.


Table 6 Delays of the observed trains

number of measured

trains

delays at arrival deviations in dwell time delays at departuremean

[s]

standarddeviation

[s]

mean

[s]

standard deviation [s]

mean

[s]

standard deviation

[s]stationLeiden 10 81 57 -17 85 64 63Lombardijen 17 110 203 45 37 155 192Eindhoven 14 105 150 48 144 153 133Tilburg 23 298 380 12 24 309 382Den Haag 23 214 424 57 53 271 408

total 87

type of serviceinternational 5 579 761 59 43 638 730IC 27 212 395 67 95 279 378express train 25 85 154 41 41 125 137local train 30 173 158 -9 62 164 162

total 87

period of daypeak 45 134 208 37 85 171 204off-peak 42 236 401 28 63 264 393

total 87

The mean values of the arrival delays are positive, which means that on the average trains arrive late. Moreover, with two exceptions all mean deviations in dwell time also have positive values. This results in even longer delays at the departure.

The mean arrival delay varies from about 90 s to about 300 s. Only international trains (5 trains measured in The Hague) have longer delays. It is remarkable that on the average off-peak hour trains have longer delays (about 4 minutes) than peak hour trains (about 2 minutes).

In general, scheduled dwell times are sufficiently long for local trains, but other service type trains need about 1 minute longer dwell times.

5.3 Composition of dwell time

The total dwell time consists of a number of components: alighting and boarding time, unused time and dispatching time. The alighting and boarding time is composed of two parts: the first part is alighting and boarding in a cluster, the second part is individual alighting and boarding. Figure 1 shows the mean length of the dwell time components.

The mean dispatching time and the unused dwell time both are rather constant independent of type of station, type of rolling stock or type of train service. The mean alighting and boarding time, whether in cluster or individual, both varies dependant on above-mentioned variables.


Figure 1 Length and composition of dwell times

The above mentioned lack of difference in dwell times between peak hours and off-peak hours is broken down in figure 1 in a longer mean clustered time in peak hours and a equally shorter mean non-clustered time.

TRAIL Research School, December 2001

0 20 40 60 80 100 120

off-peak (Eindhoven and Leidenexcluded)

peak (Eindhoven and Leidenexcluded)

local trains (Eindhoven and Leidenexcluded)

intercity (Tilburg and The Hague)

double-decked trains

local multiple units (Leiden excluded)

intercity rolling stock (Eindhovenexcluded)

intercity stations Tilburg and TheHague

local train stations

mean value

time [s]

dispatching unused

non-clustered alighting/boarding clustered alighting/boarding

11

Figure 2 Composition of dwell times in The Hague HS station (7-9/10-12 h)

Figure 2 gives the distribution of the dwell time components of the measured The Hague trains in percentages. The unused and dispatching times form together about 20% of total dwell time. The cluster times vary from 20 to 60% of the total dwell times.

Both the total dwell time and the cluster time of intercities is about twice as long as the local train dwell and cluster times.

In peak hours the cluster times are twice as long as in off-peak hours.


0% 20% 40% 60% 80% 100%

11:59

11:36

10:59

10:29

9:06

8:36

7:59

7:18sc

hed

ule

d d

epar

ture

tim

e

time

dispatching unused non-clustered alighting/boarding clustered alighting/boarding

12

5.4 Distribution of passengers over the platform

Figure 3 illustrates the behaviour of passengers in The Hague HS station. The left ones of the pairs of columns show the distribution of the waiting passengers on the platform, with a clear concentration close to the stairs. The stairs number 1 are related to the main entrance of the station building. There the highest concentration (28% of all waiting passengers) is found. At the arrival of the train the passengers distribute more evenly over the platform, shown by the distribution of the passengers while boarding (right columns). Then the highest concentration is 17%. People walk along with the train when entering the platform track.

Figure 3 Distribution of passengers over platform, waiting and boarding the train in The Hague (7-9/10-12 h)

Figures 4 and 5 show the distribution of the passengers over the platform in Tilburg with stairs halfway the platform and Eindhoven with stairs near the front of the trains.

TRAIL Research School, December 2001

0%

5%

10%

15%

20%

25%

30%

front stairs1

stairs2

tail

platform sectors [length each 40 m] and location of stairs

waiting on platform

boarding

13

Figure 4 Distribution of passengers over platform in Tilburg (7-9/10-12 h)

Figure 5 Distribution of passengers over platform in Eindhoven (7-9/10-12 h)

Table 7 shows the percentages of the total numbers of waiting and boarding passengers on 150 m of the platform with the highest concentation of passengers. The figures show that stairs only at one location and moreover at the end of the platform create a higher concentration of passengers.

Table 7 Concentration of waiting and boarding passengers on the busiest 150 m of the platform

number and location of platform accesses

waiting passengers

[%]

boarding passengers

[%]

The Hague HS 2 on 1/3 and 2/3 73 60Tilburg 2 in the middle 76 60Eindhoven 1 at the front 83 65


0%

5%

10%

15%

20%

25%

30%

front stairs stairs


waiting on platform

boarding

0%

5%

10%

15%

20%

25%

30%

35%

front tail


waiting on platform

boarding

14

5.5 Typical length of alighting and boarding times

During the dwell time two different processes of alighting and boarding were observed. Immediately after the arrival of the train all passengers in the train who want to alight and all waiting passengers on the platform who want to board, start immediately alighting and boarding. They are crowded at the doors. In fact, a cluster was observed of passengers changing their position outbound and inbound.

In this project a passenger was assumed forming part of a cluster if the time interval in the alighting and boarding process between his predecessor and himself was 3 seconds at the maximum.

After this cluster period a more individual alighting and especially boarding process was observed. The boarding passengers arrived later on the platform, the train already being there.

Table 8 shows the total numbers of alighting and boarding passengers, the numbers of alighting and boarding passengers using the busiest door, the percentage of this number related to the total number of alighting and

boarding passengers, the ditto numbers of the alighting and boarding passengers in cluster, the percentage of this number related to the total number of alighting and

boarding passengers.

The table is given for all observed stations, all observed stations except for Eindhoven (extra dwell times for securing

connections with other trains) and Leiden (dwell times include terminal times of about 15 minutes),

different types of rolling stock, different service types, different periods of the day.


Table 8 Mean numbers of measured alighting and boarding passengers per train in total and in cluster related to type of rolling stock,

service type, and period of the day

total alight + board

[pass]

busiest door totalcluster

[pass]

clusterbusiest door

cluster/total alight + board

[%][pass]busiest/total [%]

[pass]busiest/total

total 166 30 23 % 109 20 23 % 74 %

total (Eindhoven and Leiden excluded)

127 23 23 % 94 17 23 % 78 %

rolling stock typeintercity (Eindhoven excluded)

163 24 16 % 122 18 17 % 77 %

local train(Leiden excluded)

97 20 26 % 80 17 26 % 79 %

double-decker 132 25 25 % 95 17 23 % 77 %service typeintercity Tilburg + Den Haag HS

249 34 15 % 175 22 14 % 71 %

local train(Eindhoven and Leiden excluded)

56 15 28 % 45 12 28 % 79 %

period of daypeak hours (Eindhoven and Leiden excluded)

183 29 19 % 135 21 19 % 78 %

off-peak (Eindhoven and Leiden excluded)

81 19 27 % 60 13 26 % 77 %

In intercity trains about four times as much passengers were measured alighting and boarding as in local trains.

In peak hours more than twice as much passengers were measured alighting and boarding as in off-peak hours. The busiest door was only used by 50% more passengers in peak hours compared to off-peak hours. More train doors were available and indeed used in peak hours.

About one fourth of the measured passengers were alighting and boarding via the busiest door (total measured doors varying from 4 to 20), both in total and in clusters.

About 70 to 80% of the total number of alighting and boarding passengers was registered in clusters.

Table 9 shows the total alighting and boarding times, the alighting and boarding times in clusters, the ditto times related to the number of alighting and boarding passengers.This table contains the same arrangement of variables as table 8.


Table 9 Alighting and boarding times in total and in cluster related to type of rolling stock, service type and period of the day

t total

[s]

t alighting

+ boarding

[s]

t cluster

[s]

t cluster/talighting +

boarding

[%]

t total/pass.busiestdoor

[s]

t cluster/pass. busiest door

[s]total 156 130 21 16 % 5.46 0.98

total (Eindhoven and Leiden excluded)

75 49 20 40 % 4.20 0.96

rolling stock typeintercity (Eindhoven excluded)

89 62 22 36 % 4.47 1.14

local train(Leiden excluded)

67 38 19 51 % 4.39 0.98

double-decker 80 54 20 36 % 4.11 0.89service typeintercity Tilburg + Den Haag HS

105 78 28 36 % 3.57 1.02

local train (Eindhoven and Leiden excluded)

48 24 13 54 % 4.23 0.91

period of daypeak hours (Eindhoven and Leiden excluded)

75 50 24 47 % 3.02 0.96

off-peak (Eindhoven and Leiden excluded)

74 48 16 33 % 5.29 0.97

In peak hours the total cluster times are 50% longer than in off-peak hours, which corresponds with the difference in numbers of passengers (table 8).

The cluster time takes about one third to half of the total alighting and boarding time.

The alighting and boarding time per passenger in clusters is about 1 second and in non-clustered alighting and boarding more than 4 seconds. There is no difference between peak and off-peak hours as to alighting and boarding time per passenger in clusters.

The results of this research correspond with the alighting and boarding times given by Dirmeier (see table 1). The time data of Girnau and Blennemann are considerably lower (about 0.8 second). It is not known what definition they used of the boarding and alighting time.

Table 10 shows more specifically the relation between the alighting and boarding time per passenger in clusters related to the width of the passageway.


Table 10 Alighting and boarding times per passenger in cluster related to the type of rolling stock

type of rolling stock

width passageway

[mm]

alighting/boarding time per passenger in cluster

[s]ICR/ICM 800, 900 and 1300 1.12plan T/V 1100 1.02DDIRM 1300 0.90DDAR 1900* 0.88

* front door 1300 mm

There seems to be a clear relation between the width of the passageway and the alighting and boarding time per passenger in cluster. Wider doors lead to 10% shorter times and narrower doors to 10% longer times.


6 CONCLUSIONS

The measured dwell times, especially for intercity trains, are longer than the scheduled ones. In the timetable they are mostly planned to be 60 seconds. In practice they vary from 90 to 120 seconds. On the average, trains arrive generally late at stations (intercity trains about 210 seconds). Added with the dwell times longer than planned, trains depart with even longer delays (intercity trains about 280 seconds).

Dwell times in peak and off-peak hours are about equal. In peak hours the length of alighting and boarding time in clusters is longer due to the larger numbers of passengers, but this is compensated by the shorter remaining alighting and boarding time of individual passengers. The lengths of the unused time and the dispatching time are constant.

There are clear concentrations of waiting and boarding passengers around platform accesses. Stairs at the end of the platform lead to higher concentrations than locations in the middle or on one third and two thirds of the platform.

Further research is necessary to answer the question if a more equal distribution of boarding passengers over the train length would lead to substantially shorter dwell times.

The mean alighting and boarding time per passenger in clusters is about 1 second. There is a clear difference in time length between types of rolling stock, i.e. dependent on the width of the passageway. Wide door double-decker trains have 10% shorter time values and narrower door intercity rolling stock has 10% longer time values than this mean value.

There is no difference in alighting and boarding times per passenger in clusters between peak and off-peak hours.



ACKNOWLEDGEMENT

This publication is a result of the research program Seamless Multimodal Mobility, carried out within The Netherlands TRAIL Research School of Transport, Infrastructure and Logistics, and financed by the Delft University of Technology.

REFERENCES

Girnau, G., F. Blennemann, Verknüpfung von Nahverkehrssysteme, Düsseldorf 1970

Dirmeier, W., Die Bedeutung der Haltezeit im Stadtschnellbahnbetrieb, ETR (27) 5-1978, pp. 273-276

Hennige, K., U. Weiger, Höhere Leistungsfähigkeit der S-Bahn durch kürzere Aufenthaltszeiten, Der Nahverkehr 9/94, pp. 34-39

Weidmann, U., Berechnung der Fahrgastwechselzeiten, Die Leistungs-fähigkeit von Fahrzeugeinstiegen – Einflüsse und Auswirkungen, Der Nahverkehr 1-2/95

Heikoop, H., Tramhaltes en reistijd, Reizigerswisseling, beschutting en kaart-verkoop/controle, Afstudeerrapport RET/TU Delft, 1996


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