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Old May 23rd, 2017, 04:47 PM   #14601
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We (here on the forum) know that, the Dutch road authorities too, but why this is not widely spread among other the EU road authorities ???
Because most road authorities are not really concerned with long-term working sites, some of them are cozy with construction unions who'd rather have a steady flow of worksites that don't require night/Sunday work, and then they can stick the traffic jams to the public who accept it as the way it must be.
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Old May 23rd, 2017, 04:48 PM   #14602
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Rijkswaterstaat uses 'Best Value Procurement'. This does not mean the cheapest possible offer, but the best offer that also includes the impact on traffic, duration, social conditions, environment, etc. Though the starting point for such procurements is usually that such works will be done outside office hours anyway. If they have a construction company making an offer to close lanes during the day it will probably be denied.

It's a whole different thing in Germany, many repairs are actually only during office hours. Especially more urgent repairs are often between 09:00 - 16:00 hrs instead of at night.

What strikes me in Germany is the amount of repaving works that 1) last for 6-7 months per section and 2) strip the motorway down to the sand. You don't see that in the Netherlands. If you have to remove the entire pavement including foundation you're probably too late with the repairs anyway.

If that is the case, cracks have gone down beyond the wearing course so the foundation has fractured or cannot be repaired effectively. Some motorways in the Netherlands still have the original 1960s and 1970s asphalt, it is just overlaid and strengthened multiple times.
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Old May 23rd, 2017, 04:53 PM   #14603
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A4 in this section has 3+3 lanes + shoulder, hasn't it? 2+2 lanes could be easily arranged in the free carriegeway. I have no exact data but I suppose for weekend traffic 2+2 lane would be dense but OK. So why is it better to force southbound traffic to make a detour instead of make 2+2 lanes in the free carriageway (just like usual in Germany)?
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Old May 23rd, 2017, 05:18 PM   #14604
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It takes too much time to set up a two-way workzone configuration for weekend construction only. For example in Germany it may take up to several weeks to install a Baustelle (it can be faster, but it's still too much work for a single weekend).
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Old May 23rd, 2017, 05:26 PM   #14605
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The government formation between 4 parties collapsed.

The conservative Liberals (VVD), Christian Democrats (CDA), more centrist Liberals (D66) and Greens (GL) attempted to form a coalition government, which would have a comfortable majority in parliament.

However, after 61 days of negotation, they felt that the differences were too big. They say the talks collapsed over migration standpoints, but it is likely more than that, especially the Greens had a radical programme of converting billions of taxes to environmental taxes. Although most parties have some kind of climate agenda, the Greens went much farther in it than other left-wing parties, not to mention right-wing parties which were to form the largest portion of the coalition.

So it's probably a good thing for consumers and motorists that this government coalition failed. The Greens wanted to significantly increase taxation on motorists, including a kilometer charge for every road and increased taxation on new cars. Not to mention their positions on infrastructure.

The next step appears to be a coalition with VVD+CDA+D66 and Christian Union, which is a smaller socially liberal christian party. It has 5 out of 150 seats and would result in a 1 seat majority.

The Netherlands has a long tradition of coalition governments, not once was there a single party in control of parliament. But 4 or even 5 parties would be a first.


5 parties has occured in the past though, Den Uyl is a good example, but he invited two more parties than strictly required when counting from 76 seats.
It was also that cabinet when much regulations were passed and lots of motorways were cancelled.
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Old May 23rd, 2017, 05:27 PM   #14606
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Quote:
Originally Posted by Suburbanist View Post
Because most road authorities are not really concerned with long-term working sites, some of them are cozy with construction unions who'd rather have a steady flow of worksites that don't require night/Sunday work, and then they can stick the traffic jams to the public who accept it as the way it must be.
In Romania the road authority and different governmental levels do not even (want) to realize that waiting 20 minutes for a double rail road crossing costs money, as labour is cheap in Romania (DN7, northern ring road around Arad, connecting the A1 with Oradea).
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Old May 23rd, 2017, 05:50 PM   #14607
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Because most road authorities are not really concerned with long-term working sites, some of them are cozy with construction unions who'd rather have a steady flow of worksites that don't require night/Sunday work, and then they can stick the traffic jams to the public who accept it as the way it must be.
I've read that in Germany rules are much more strict regarding working at nights and during weekends. In the Netherlands being a construction worker in the road sector means that night work and weekend shifts come with the job.

However it has its effect. Only some 3% of traffic congestion in the Netherlands is due to road works. In Germany it is over 30%, ten times as much. And it may be understated given how many traffic jams are the result of a crash in a construction zone.

Dutch work zones are usually more comfortable to drive through. Their goal is to keep traffic flowing at 90 km/h, but 100 or even 120 km/h workzones are also used. There are a few exceptions though (for example A6 at Joure had a 'Versetzt fahren' layout recently). 70 km/h is only used for short-term emergency repairs. At 90 km/h they have to use solid barriers and not cones / barrels.

It helps that Dutch shoulders are pretty wide, so whenever they do require a 4+0 system, it has wider lanes than those 2 m + 60 km/h lanes in Germany. Along A9 through Amsterdam they used six permanent lanes where there used to be four lanes and shoulder lanes (see photos on the previous page). With some projects, expanded capacity becomes available at the start of construction, when they move traffic into a workzone setup with six lanes and remove the shoulder. For example A6 at Almere has more lanes today during construction, than before construction.
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Old May 23rd, 2017, 05:53 PM   #14608
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A1/A6 Amsterdam - Almere

I filmed A1/A6 from Amsterdam to Almere last weekend. It is more or less completed except for some repaving at the Diemen interchange (ramp closure visible at the start of the video) and the construction and testing of the two reversible lanes.

At the end of the video you can see the next phase under construction, it has recently started and there is already expanded capacity through the workzone, tapering off from 4 to 3 to 2 lanes while there used to be 2 lanes only.

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Old May 23rd, 2017, 09:49 PM   #14609
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They are going to rehabilitate the A4 pavement in the direction of Amsterdam during six weekend closures. During these weekend closures, the direction of Amsterdam will be switched over to the other carriageway. That means that the direction of The Hague will be closed, and traffic detoured.

The planned weekend closures (all 9 p.m. to 5 a.m.);
* 26-29 May
* 9-12 June
* 16-19 June
* 29 September to 2 October
* 6-9 October
* 13-16 October

They also planned two reserve weekends if the weather is too bad to do the paving works.
Thanks for sharing that information. I had booked a room in hotel close to the A4 during one of those weekends. A good moment to find another hotel to stay.
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Old May 23rd, 2017, 10:09 PM   #14610
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Quote:
Originally Posted by ChrisZwolle View Post
It takes too much time to set up a two-way workzone configuration for weekend construction only. For example in Germany it may take up to several weeks to install a Baustelle (it can be faster, but it's still too much work for a single weekend).
OK, I see, thanks.
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Old May 23rd, 2017, 10:45 PM   #14611
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Quote:
Originally Posted by ChrisZwolle View Post
Rijkswaterstaat uses 'Best Value Procurement'. This does not mean the cheapest possible offer, but the best offer that also includes the impact on traffic, duration, social conditions, environment, etc. Though the starting point for such procurements is usually that such works will be done outside office hours anyway. If they have a construction company making an offer to close lanes during the day it will probably be denied.

It's a whole different thing in Germany, many repairs are actually only during office hours. Especially more urgent repairs are often between 09:00 - 16:00 hrs instead of at night.

What strikes me in Germany is the amount of repaving works that 1) last for 6-7 months per section and 2) strip the motorway down to the sand. You don't see that in the Netherlands. If you have to remove the entire pavement including foundation you're probably too late with the repairs anyway.

If that is the case, cracks have gone down beyond the wearing course so the foundation has fractured or cannot be repaired effectively. Some motorways in the Netherlands still have the original 1960s and 1970s asphalt, it is just overlaid and strengthened multiple times.
Interesting.

Quite a big fraction of repavement works in then Finnish main roads are using the Remix method: The repavement is done in one pass, and the new surface contains 80% of recycled asphalt and 20% new:



The equipment is kind of a train of 100 meters in length. The front devices heat the old asphalt to 200 degrees centigrade to the depth of 4-5 centimeters. Then the mixer device eats the heated asphalt, and mixes it with the new material. The mixed asphalt mass is put back onto the road, and made even by rollers. The train moves 2.5 to 3.5 kilometers per shift. Thus, in three shifts, up to 10 kilometers of lane may get a new surface, and 100% of the removed old surface is recycled without transporting it anywhere.

A new surface (not recycled) can be remixed twice.

The throughput of the busiest roads (mainly in the Helsinki area as well as the radials from Helsinki) is secured by working in the night time only, or pausing the works during the peak hours (6-9, 15-18, Friday and Sunday afternoons and evenings). The busiest motorway ramps are closed one at a time overnight 22-6 for the works.
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Old May 28th, 2017, 11:30 PM   #14612
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An under construction parking structure at Eindhoven Airport collapsed yesterday. There were no injuries. It was being constructed by BAM, a major and experienced construction company in the Netherlands. The cause is yet unknown.

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Old May 28th, 2017, 11:40 PM   #14613
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A1/A6 Knooppunt Muiderberg

Major resurfacing works were done this weekend to apply the final asphalt at the Muiderberg motorway interchange (A1/A6) near Almere. A6 was closed towards Amsterdam, A1 was reduced to single lane traffic.

Starting tomorrow morning, there will be a 4th southbound lane on A6 between the Gooimeer interchange and the Muiderberg interchange, and a 5th southbound lane between the Muiderberg exit and the Muiderberg motorway interchange. The new ramp from A6 Almere to A1 Amersfoort will also open.

This was the last major weekend closure on A1/A6. There will be another weekend closure on the parallel lanes of A2/A9 near the Holendrecht motorway interchange from 9-12 June.

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Old May 30th, 2017, 07:01 PM   #14614
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Rijkswaterstaat published an overview of awarded contracts in 2016.

There were fewer large contracts awarded than in earlier years. There were four larger road project awarded (figures excluding VAT);

* N7 Groningen: € 320.9 million (design & construct)
* N18 Groenlo - Enschede: € 103.6 million (PPP / DBFM)
* A27/A1 Utrecht - Hilversum - Almere: € 134.6 million (PPP / DBFM)
* A6 Almere-Havendreef - Almere Buiten-Oost: € 146.8 million (PPP / DBFM)

DBFM = Design, Build, Finance, Maintain. These contracts tend to attract major contractors only as they will have to come up with the entire funding for the project. These are typically PPP contracts based on availability payments. They often have a foreign company acting as the financial services partner in the consortium (often British or U.S. companies).

Due to the specifics of Dutch road construction, they don't get as many bids as in some other countries, these large DBFM contracts all received 3 bids each. They are complex contracts and bidding on them cost quite a bit of money, so construction companies only make an offer if they can realistically do the job and if it fits their expertise.

Since 2011, contracts over € 200 million have always received 3 or more bids, except for A10 Amsterdam (Zuidasdok tunnel project). There is more competition for the smaller maintenance and winter service contracts under € 20 million, though more than 7 or 8 bids is not common.
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Old May 30th, 2017, 07:56 PM   #14615
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An under construction parking structure at Eindhoven Airport collapsed yesterday. There were no injuries. It was being constructed by BAM, a major and experienced construction company in the Netherlands. The cause is yet unknown.

Probably cheap subletted companies using shoddy materials, EE workers with no experience who are getting shitty wages, getting no time to do rhings correctly because of insane schedules ect ect. All in order to get things done fast and cheap. The problem is big in Belgium e.g..
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Old May 31st, 2017, 02:48 AM   #14616
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yeah, you found the problem. Will you give the press-conference tomorow explaining the reslults?


Lets wait for the proper investigation instead of running after wild speculations!
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Old May 31st, 2017, 04:51 AM   #14617
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Probably cheap subletted companies using shoddy materials, EE workers with no experience who are getting shitty wages, getting no time to do rhings correctly because of insane schedules ect ect. All in order to get things done fast and cheap. The problem is big in Belgium e.g..
I am sorry, but this reads as a pointless rant without more information that will come during the investigation.
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Old May 31st, 2017, 11:30 AM   #14618
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* N7 Groningen: € 320.9 million (design & construct)
* N18 Groenlo - Enschede: € 103.6 million (PPP / DBFM)
* A27/A1 Utrecht - Hilversum - Almere: € 134.6 million (PPP / DBFM)
* A6 Almere-Havendreef - Almere Buiten-Oost: € 146.8 million (PPP / DBFM)

They are complex contracts and bidding on them cost quite a bit of money, so construction companies only make an offer if they can realistically do the job and if it fits their expertise.
For the N7 Groningen project, the contract was awarded to a consortium of four relatively small regional construction companies (2 from Groningen, 1 from Friesland and 1 from Overijssel), supported by two large German companies.

The other two consortia that made an offer were one with BAM and VolkerWessels (the #1 and #2 construction companies of the country), and one with Strukton (#6), all of them being companies with multiple billions of revenue per year. The companies in the consortium that won are much smaller, with Oosterhof Holman being #49, and the others not in the top 50. Now I wonder: is it common for such large infrastructure contracts to be awarded to a consortium without one of the large companies such as BAM, VolkerWessels, Heijmans, Strukton, Dura Vermeer, or Ballast Nedam?
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Old May 31st, 2017, 11:41 AM   #14619
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Usually large projects are awarded to large contractors, but this is also due to the 'finance' aspect of these DBFM contracts. The N7 project is one of the few large contracts in recent years that is not a DBFM, but a simpler design & construct contract. This means they don't have to raise those € 300 million themselves and recover it over time through availability payments, as is the case with PPP projects.

Think of a PPP / DBFM as a mortgage. The bank pays the entire sum for you to buy the house, and gets paid back over time through monthly installments. It works like that with availability payments as well, the contractor gets paid by the government according to the availability of the infrastructure. Early completion means more money, and less lane closures for maintenance also means more money. However they also have to hand over the infrastructure in good condition at the end of the concession period, which means they can't cut corners on quality.

The pro of this scheme is that the government doesn't have to come up with the € 300 million sum immediately (good for the budget), while the contractor has a steady flow of income for the next 20 or 30 years.
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Old May 31st, 2017, 09:26 PM   #14620
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So 700m on new contracts. That is a bit low right?
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