The Netherlands

Tonymercury · Posted: Fri Jun 13, 2008 6:18 am

Regional conflict could open up inter-city sector
12 Jun 2008

NETHERLANDS:

The European Parliament may have backed away from proposals to liberalise the operation of domestic passenger trains before 2017, as proposed in the Third Railway Package, but private-sector concessionaires may try to force the pace of change, starting with a forthcoming legal challenge in the Netherlands.

The country's largest bus operator Connexxion is planning to go to court in an attempt to break the NS monopoly of passenger services on the defined 'core routes' amounting to 92% of the national network. Extended in 2006, this contract is due to run until at least 2015.

Connexxion holds two concessions to run regional passenger services on the Almelo - Mariënberg and Amersfoort - Ede Wageningen branches. But it has ambitions to launch inter-city services, and says it 'is very interested in running trains on the core network'. Spokesman Herman Opmeer confirmed that Connexxion is preparing to challenge the NS monopoly, both in the courts and with the Competition Commission.

There are suggestions that Connexxion's sudden interest in running inter-city trains may be a direct response to NS plans to set up a subsidiary to run regional bus services. Most provinces are increasingly choosing to award co-ordinated concessions for the operation of both bus and train services. NS has either backed away from combined tenders or found a bidding partner to provide the bus element, although such partnerships have been notably unsuccessful.

Setting up its own bus subsidiary would better position NS to bid for regional concessions. But Connexxion believes it would make the bidding unfair, because NS enjoys a monopoly on the core network whereas none of its competitors has any protection in either the bus or rail sectors. Ironically, part of Connexxion's bus business used to belong to NS, and although the company was privatised last year, the state still holds a one-third stake. The majority owner is a consortium of Transdev and Bank Nederlandse Gemeenten.

If the courts rule in favour of competition, the government will be faced with accommodating private operators on ProRail's increasingly crowded network. It could move towards open-access competition on the core network, or break up the existing operations into a series of contracts and put them out for competitive bidding. The recent timetable reforms designed to reduce the complexity of inter-regional operations and group services into simpler blocks could actually make such a break-up easier to implement.

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Tonymercury · Posted: Thu Jun 19, 2008 1:50 pm

GE to upgrade Rotterdam metro signalling

GE is celebrating what it says is its largest ever signalling deal after it was awarded a Euros 62 million contract to modernise signalling and communications systems on the Rotterdam metro. The contract covers the replacement of relay-based equipment and includes the supply and installation of interlocking control equipment, audio frequency track circuits, and cab control systems on the 55 km two-line network. Work is due to begin on the upgrade in the second quarter of next year.

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Tonymercury · Posted: Tue Jun 24, 2008 7:34 am

In 2007, rail again achieved the strongest growth in hinterland container transport with the Port of Rotterdam: 10,5%, to 905.000 TEU. This also made rail the only mode of hinterland transport to keep pace with the increase in total container throughput (+10,8%). Inland shipping was up 7,8% to 2.445.000 TEU and road transport increased by 8,2%, to 4.749.000 TEU. The percent distribution, the modal split, remained unchanged, however, at 11, 30 and 59% respectively.

The Betuwe Route, which went into operation in 2007 will further boost the growth in rail transport. This autumn, the port line will be switched to the security system ERTMS and 25 kV power supply. By the end of the year, 50 trains a day will be making use of the rail line.

The container terminals can be divided into three groups, on the basis of location, type of cargo and import/export features:

· The deep-sea terminals on the Maasvlakte, 4,6 million TEU hinterland transport, with trucks accounting for 49% in 2007. Rail reported 14% and inland shipping 37%. A large proportion of the cargo is linked with more distant destinations and the flows are dense.

· The three big terminals in the Waalhaven/Eemhaven area (ECT Home, Uniport, RST), 2,7 million TEU, divided into 68% truck, 25% barge and 7% train. Over half of the containers are intra-European. Of the intercontinental containers, many have destinations quite close to Rotterdam. The fact that the cargo often consists of expensive refrigerated or frozen products reinforces the function of the truck.

· The other ten or so terminals, each with 50-200.000 TEU hinterland traffic, together around 800.000 TEU, which record truck shares of between 70 and 100%. By far the largest proportion of this sector consists of intra-European containers, with an emphasis on RORO to/from England. This market demands great speed and flexibility.

Future growth in container throughput will take place at the big terminals in the west. On the Maasvlakte, the Delta Barge Feeder Terminal (favourable for inland shipping) and the Euromax Terminal (with lots of rail capacity) will come into operation in the course of the year. From 2013 onwards, terminals on the Second Maasvlakte will become operational. Here, an attempt will be made to create the following modal split in 2035: inland shipping 45% (8,2 million TEU), rail 20% (3,6 million TEU) and road 35% (6,4 million TEU).

The Dutch government and the Port of Rotterdam pursue a policy aimed at decreasing the share of road haulage; the accomplishment of a modal shift. Since 1993, the truck’s share has, according to the “old” method, declined from 66% to some 50%.

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Tonymercury · Posted: Tue Jul 15, 2008 6:41 am

Responsibility for passenger operations on the 75 km electrified line between Zwolle and Emmen was transferred from Netherlands Railways to the provinces of Overijssel and Drenthe on May 19.

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Tonymercury · Posted: Tue Aug 26, 2008 5:44 am

Rijn Gouwelijn, Netherlands

The most densely populated province in the Netherlands, Zuid (South) Holland features intense rail activity. Main line services are managed by national operator Nederlandse Spoorwegen (NS), there are sizable tram networks in the provincial capital Den Haag and the biggest city Rotterdam also has a metro.

Based on Den Haag and Rotterdam is the RandstadRail operation which, after a troubled inception, is becoming established in service and in identity. To counteract the congestion encountered in this small but highly developed area, the province of Zuid Holland is sponsoring a project for a new rail operation.

"Already with the high population density characteristic of the Randstad region, the RGL will pass through an area scheduled for more housing developments."

THE PROJECT
The Rijn Gouwelijn (RGL) project is for the creation of a tram-train operation from Gouda through Alphen aan den Rijn (both with populations of over 70,000) to Leiden, whose population with adjoining communities exceeds a quarter of a million.

Already with the high population density characteristic of the Randstad region, the RGL will pass through an area scheduled for more housing developments.

From Leiden, a western section will run north-west towards the coast, branching to the North Sea resort and commuter towns of Noordwijk (12 km from Leiden) and Katwijk aan Zee (8 km).

With over 60,000 residents, the latter is currently the Netherlands' biggest community without any rail service. Early indications were of a total project cost of €470m.

INFRASTRUCTURE
Since 2003 a trial service (which continues) with tram vehicles has run half-hourly over the heavy rail section from Gouda, an interchange with the Utrecht-Den Haag main line, to Alphen aan den Rijn, also an NS interchange for Leiden and Utrecht. Destined to become a composite part of the RGL operation, this partly single-track secondary route has been made compatible with the low-floor trams.

New low platforms 40 cm above the railhead opposite the standard NS high platforms, as at Waddinxveen and Alphen aan den Rijn, or single platforms with ends of different height, have been built. The track is managed by ProRail, the publicly funded national heavy rail infrastructure body.

Remodelling of the Alphen aan den Rijn station area in connection with the RGL proper began in May 2008. The heavy rail section will gain extra stops as the project proceeds.

The RGL plans promoted by Zuid Holland in respect of the street-running sections through Leiden's historic centre were rejected with a 69% vote by the city's residents in a referendum held in 2007. Particular objections centred on the use of the picturesque Breestraat for rail use.

Although the vote carried no legal weight and opposition continues, the intended alignment has been changed and will require substitute roads to be added, all adding significantly to project costs.

The system's busiest point is likely to be at Leiden Centraal on NS's Amsterdam-Den Haag-Rotterdam main line. The oldest university in the Netherlands, prosperous Leiden has a large student population, is a commercial centre and, like Gouda and the coastal towns, experiences significant tourism flows.

ROLLING STOCK
Deliveries of the light rail stock were from October 2002 to the NS Leidschendam depot in Den Haag, being operated in association with HTM, operator of that city's tram network and RandstadRail partner. Gouda to Alphen aan den Rijn services are worked by a fleet of six two-car Bombardier type A32, originally specified for Stockholms Lokaltrafik AG in Sweden.

"The RGL plans promoted by Zuid Holland in respect of the street-running sections through Leiden's historic centre were rejected with a 69% vote by the city's residents."

Based on a design used around Cologne and classified by the manufacturers as a Flexity Swift, the 72% low-floor units operate singly or in pairs.

With an anticipated frequency of 7.5 minutes each way, a new fleet is likely to be procured for tram-train operations.

Although as yet unspecified, the promoters make reference to the RandstadRail low-floor vehicles in Den Haag (Alstom Regio Citadis) as an indicator of the standards that may apply.

They also suggest street speeds of 15 km/h, up to 35 km/h on reserved track with the potential for 100 km/h (62 mph) running over the railway section.

SIGNALLING AND COMMUNICATIONS
At present the trams need only operate under the signalling system of the NS route over which they operate, although dual systems are likely to apply on the completed scheme. With frequent services over streets, it is probable that real-time indicators will be fitted throughout.

THE FUTURE
Initial construction works began in mid-2008. Previous delays suggest that schedules may slip again, although the plan is for the RGL to be delivered in three phases, the first being the reworked Gouda-Alphen den Rijn line by the end of 2010. This would be followed by the arms east and west of Leiden by 2015.

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Tonymercury · Posted: Wed Sep 17, 2008 6:37 am

Each ten minutes a passenger train and a green wave for freight on the tracks. The capacity on the tracks increases with 50% the coming years. Passengers and shippers will get much more choices for rail transport the coming years. Is this just a dream? In the Netherlands the rail sector takes it on.

The train is a transport alternative that is reliable, fast and with full mobility and the tracks offer space for movement in the Netherlands. That vision of the future becomes reality in “Space on the rails”, the common action plan of the rail sector which was offered on 5 September to the Dutch Minister of Transport, Public Works and Water Management Camiel Eurlings.

The plan unites capacity extension, increase and further modernisation of the Dutch railway network, resulting in more choice for customers. Space on the rails follows the ambition of minister Eurlings for a strong increase of the rail transports up to 2020. Minister Eurlings invited the rail sector in the beginning of 2008 to come up with plans for how to handle the expected increases in the passenger and rail freight transports up to 2020 on the Dutch railway network.

The infrastructure manager ProRail, the Dutch Railways, NS and the association of rail freight operators (Belangenvereniging rail goederenvervoerders- BRG) have joined together, and hereby reached an integrated proposal that fits within the financing space of EUR 4,5 billion that Minister Eurling expected.

With Space on the rails, the track is optimally exploited in 2020. On large stations on important corridors nobody must run anymore to catch the train: there will be trains every ten minutes. ´

Freight and passenger trains are less frequently operated on the same tracks and that helps the reliability and the capacity, both for passenger and for the shippers. The result is that on the most important corridors is possible to increase the capacity by 50% by more intercity trains and that the large increase of the rail freight transport continues thanks to future-fixed routing for freight trains.

Space on the rails provides for an efficient capacity enlarging: new rails are built where this is necessary and other measures are tailored to the specific routes. For example, by leading freight trains on other routes or by lengthening the platforms to handle longer passenger trains.

Sometimes by building tracks for overtaking, so that Intercity trains can keep on driving, whereas other trains stop on the smaller stations. There will also be more space on the tracks by planning more closely and flexible and in a targeted way to go with leeway on a certain route or sticking point. The alternative of six Intercity and six sprinter trains per hour, can make a cost effective contribution in the long run to the question of possible further increasing mobility. During the plan study it will be seen, to what extent all these alternative can be realised within the budget of € 4,5 billion.

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Tonymercury · Posted: Fri Sep 26, 2008 6:14 am

ProRail upgrades GSM-R network
IRJ at InnoTrans, Berlin

DUTCH infrastructure manager ProRail has awarded MobiRail, a joint venture between Nokia Siemens Networks and KPN, Netherlands, a contact to completely upgrade its GSM-R telecommunications network. Over the next three years, MobiRail will be responsible for network design, site acquisition, and project management of the upgrade, which will help ProRail’s GSM-R system to comply with European Integrated Railway Radio Enhanced Network (Eirene) standards.

The enhanced network will support applications such as real-time passenger information system Infoplus. The upgrade will also cover the GSM-R operations support systems.

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3foot6 · Posted: Mon Oct 13, 2008 10:13 am

siding · Posted: Wed Oct 15, 2008 5:31 pm

Here is a photo of the incident.

http://flickr.com/photos/arnold50/2931475647/in/pool-tgv-fotos

Tonymercury · Posted: Sun Nov 02, 2008 5:31 am

Room on the Rails
30 Oct 2008

NETHERLANDS: An ambitious vision for a massive increase in traffic on the national rail network by 2020 was unveiled by Transport Minister Camiel Eurlings on September 3.

The government is projecting a 5% annual increase in rail patronage, as well as further growth in rail freight. HSL-Zuid and the Betuwe Route will provide extra capacity on some corridors, but a major programme of capacity enhancements will also be needed to accommodate additional trains elsewhere.

Earlier this year Eurlings said that the cabinet intended to increase financial support for rail investment to €4·5bn, with the aim of boosting the capacity of the rail network by 50% between now and 2020. The money is due to be allocated in this month’s national budget, but meanwhile the minister has released an initial €200m tranche to support a package of improvements; 29 measures which will absorb half the funding are already being progressed.

This comes on top of the funding previously announced for improving services between the north-eastern provinces and the Randstad conurbation and the €60m allocated towards replacing the double-track viaduct through Delft by a four-track tunnel under the city.

Infrastructure manager ProRail, passenger train operator NS and the association of rail freight operators (BRG) issued their own proposals on September 5, in a strategy entitled Room on the Rails. This focuses on making optimum use of the network, and says the next step will be to determine how much work can be ?undertaken within the government’s €4·5bn budget.

Eurlings would like to see inter-city trains running at 10 min intervals on several routes by 2020. These would have to be accommodated without reducing the frequency of stopping services, which may themselves need to be stepped up to six trains/h. The faster acceleration of the new Sprinter EMUs now being delivered will help, but high-frequency operation is likely to require the construction of four-track sections and extra loop lines to allow the ICs to overtake the stopping trains, at a projected cost of around €1bn.

Three priority corridors have been identified where infrastructure constraints are likely to lead to saturation first: Utrecht – Arnhem – Nijmegen, Alkmaar – Utrecht – ’s Hertogenbosch – Eindhoven and Schiphol – Den Haag – Rotterdam – Eindhoven.

In the east of the country, ProRail is looking at what work would be needed to enable freight traffic currently using the single-track route between Zutphen and Hengelo to be diverted onto the longer double-track route via Deventer.

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Tonymercury · Posted: Thu Nov 06, 2008 5:01 am

Some excitement on teh track -

http://drehscheibe-online.ist-im-web.de/forum/read.php?108,3998907

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Tonymercury · Posted: Sat Nov 22, 2008 5:08 am

ATP for track machines
18 Nov 2008

NETHERLANDS: Lloyd’s Register Rail Europe has developed a low-cost variant of the ATB on-board automatic train protection equipment that will be mandatory from January 2009 for all trains running at above 40 km/h in the Netherlands.

Lloyd’s Register is using the ATBE product to target the operators of track machines and shunting locomotives that are unlikely to cover more than 10 000 km annually. ATBE does not repeat the lineside signal aspects in the cab, but rather uses four lights with buttons and an indicator to inform the driver of the maximum permitted speed. Brake pipe pressure is used to bring the train to a halt if required. ATBE also provides ATBVv braking curve supervision for locomotives.

Each driving position requires a vehicle-mounted ATBE control unit, measuring 60 x 110 x 170 mm, and two antennae for data transfer. The control equipment uses flash memory for data recording, avoiding the installation of a full-size monitoring unit. Speno, Strukton and Volker Rail have equipped infrastructure vehicles with ATBE, whilst heritage passenger train operator VSM has fitted it to a Class 2200 locomotive.

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Tonymercury · Posted: Sun Nov 23, 2008 5:16 am

The second city of the Netherlands, Rotterdam is a leading commercial centre and one of the world's largest ports. Part of the intensively populated Randstad region, Rotterdam's residents and visitors are highly reliant on public transport. The city's population is around 600,000, with more than double that in the conurbation around the Nieuwe Maas waterway.

Even separate communities like Dordrecht, Delft and Den Haag are within short distance of Rotterdam. Although linked by intercity services of national rail operator NS, coverage is also by urban transit modes.

"Rotterdam became the first Dutch metro when it opened in 1968."
The project

From a decision taken in 1959 that took into account the limitations of capacity of bus and tram services, Rotterdam became the first Dutch metro when it opened in 1968. With suburban expansion creating demand across a growing area, all of these modes have subsequently been upgraded.

At the heart of the business district, Rotterdam Centraal heavy rail and metro stations are both subject to major rebuilding projects.

The long-standing transport operator in the metropolitan area is RET (from Rotterdamse Elektrische Tram). In rising order of passenger journeys made, their bus, tram and metro services are all subject to expansion and/or vehicle renewals.

The introduction of RandstadRail, a newer entity involving RET and Den Haag's HTM which in part uses modified former NS heavy rail tracks east of Den Haag and between the two cities on the former Hofpleinlijn, has been controversial and affected by project setbacks.

However, raising capacity and covering more locations than previous rail services remain the driving forces of the project. By 2008, ridership levels on RandstadRail overall were already exceeding those of the heavy rail era, with more development to come alongside the Den Haag-Rotterdam line made possible by the reworking of the service.

Infrastructure

With phases of expansion and contraction, the Rotterdam electric tram network originating in the early 20th century was re-established for long-term development with a new cross-river link that had been abandoned with the opening of the Metro. With new sections and track improvements, the tramway combines street running with dedicated track, including the 808m Erasmusbrug Nieuwe Maas crossing opened in 1996.

"By 2008, ridership levels on RandstadRail overall were already exceeding those of the heavy rail era."
The two-line Rotterdam Metro has grown in many stages from the initial 5.8 km (3.6 mile) section of the north-south line. Now designated Erasmuslijn, this grade-separated line which is wholly below ground north of the Nieuwe Maas and largely open air elsewhere is fitted for third-rail operation.

Tracks west of Tussenwater station are shared with an extension of the Calandlijn that opened its first section in 1982. Using a mix of overhead and third-rail supply, this mainly east-west route is now the longer of the two lines. It branches in the north east of Rotterdam and includes road crossings.

To connect the Metro with RandstadRail and thereby enable through working between the Erasmuslijn Slinge station and Den Haag Centraal, the twin-bore 2.4 km (1.5 mile) Statenweg tunnel with one intermediate station, Blijdorp, is being built north from Rotterdam Centraal. It will connect with the present RandstadRail alignment.

Upon completion, the old line south of the new connection to the Rotterdam Hofplein terminus will be abandoned, with the space vacated becoming available for other uses.

Rolling stock

The initial order for 60 Alstom Citadis trams placed in July 2000 remains one of the biggest made for the model, becoming the city's first low-floor type when it entered service from 2003. Deliveries under the July 2007 contract for 53 more of the unidirectional type 302 variant will make Rotterdam the largest Citadis operator and will displace RET's long-serving high-floor trams.

The stock at the Metro's launch was from domestic manufacturer Werkspoor. Later vehicles from Düwag and Bombardier took account of the two systems used on the network and to allow withdrawal of earlier types.

Den Haag-Rotterdam RandstadRail services (also termed Erasmuslijn), which began in 2006, have used modified and rebranded RET Calandlijn Metro stock. These will be replaced by 21 new Bombardier Flexity Swift three-module, third-rail and overhead supply equipped light rail vehicles. Ordered in June 2005, they were built at Bautzen in Germany, with deliveries and testing units beginning in 2008.

Signalling and communications

"The stored-value electronic OV Chipcard is being introduced across the Netherlands."
To encourage transfer to public transport, park-and-ride sites at six metro stations (including future RandstadRail terminal Slinge) are free. Zone and time-based RET ticketing covers all their modes, with the national transport ticketing system giving wider coverage.

Already in use by RET but with some concerns over its operation and security, the stored-value electronic OV Chipcard is being introduced across the Netherlands with the intention of supplanting other systems in 2009.

The future
Specifically for operations on the two metro lines, RET ordered 43 more Bombardier Swift LRVs in December 2007. RandstadRail working between Rotterdam Slinge and Den Haag is now expected to begin in 2010.

A substantial extension of the Metro may see the incorporation of the present NS line west of Schiedam to Hoek van Holland (which includes the ferry terminal) into the Calandlijn.

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