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Old March 23rd, 2014, 12:27 AM   #1301
LtBk
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When is the upgraded railway to Germany going to be finished?
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Old March 23rd, 2014, 02:59 AM   #1302
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What upgraded railway line to Germany? There are no ongoing projects to improve the connection between Amsterdam and Bad Bentheim or Amsterdam and Emmerich, apart from overall infrastructural projects near Utrecht (completely changing the layout of the station) and Zevenaar (conversion of OHLE to 25 kV to better suit trains coming from the Betuweroute).
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Old March 24th, 2014, 11:49 PM   #1303
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The former HSL-Oost corridor.
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Old March 25th, 2014, 01:04 AM   #1304
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Every form of a HSL-Oost has been cancelled/postponed.

Both full HSL (300 km/h like the HSL-Zuid) and the doubling of track between Utrecht and Arnhem to 200 km/h standards (like the bit between Utrecht and Amsterdam Bijlmer already has been) are off the table, for now.

A damn shame if you ask me, as that last option just makes a lot of sense. Straight track, no stops in between Utrecht and Arnhem for IC+ or IC Direct type services...
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Old March 25th, 2014, 05:23 AM   #1305
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Why the cancellation?
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Old March 25th, 2014, 09:39 AM   #1306
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Lack of funds. Two previous projects were severely over budget (HSL-Zuid and Betuwe route), so they probably didn't want to run the risk of it happening again. BTW, the project after that, the Hanzelijn, came in under budget, but I understand that's because they cut some corners for that.
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Old March 28th, 2014, 08:21 PM   #1307
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NS to refocus on domestic services and barred from international expansion

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The government is poised to tell the state-owned Dutch railway company NS it must give up its European ambitions and make sure it carries out its primary function – providing train services – properly, according to a confidential report.

Nor will the NS and its subsidiaries be allowed to tender for regional train and bus contracts, which will remain exclusive to third parties such as Arriva, Veolia and Connexxion, the Telegraaf quotes the report as saying.

Service company NS and track operator ProRail will remain separate companies, despite calls from parliament for them to be remerged.

Last year NS spent millions of euros buying bus company Qbuzz and part of The Hague’s public transport company HTM. The plan had been to build a regional transport company around them, but this is now likely to be halted, the Telegraaf says.
- See more at: http://www.dutchnews.nl/news/archive....F8rGuf7S.dpuf
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Old March 28th, 2014, 10:40 PM   #1308
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This article turned out to be a huge exaggeration and false interpretation of the order to 'focus' more on the Dutch railways.
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Old March 28th, 2014, 11:51 PM   #1309
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Quote:
Originally Posted by M-NL View Post
BTW, the project after that, the Hanzelijn, came in under budget, but I understand that's because they cut some corners for that.
The project was quite notable for being on budget, given the scope of the project, with a large bridge across the IJssel River and a tunnel under Lake Dronten.

When they picked the preferred alternative in 2001, the budget was estimated at 1.8 billion NLG / € 825 million (price level of 2000). It was eventually built at € 1087 million in 2012, which is 25% higher, but one also has to calculate 12 years of inflation into that, so it was pretty much right on budget.

The fact that a right-of-way had been preserved for the railroad helped keeping the cost down.
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Old March 29th, 2014, 02:40 AM   #1310
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Quote:
Originally Posted by DingeZ View Post
This article turned out to be a huge exaggeration and false interpretation of the order to 'focus' more on the Dutch railways.
More or less what one should expect of an article written by De Telegraaf if it's related to the railways.
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Old March 30th, 2014, 12:23 AM   #1311
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Old April 7th, 2014, 05:36 PM   #1312
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Dutch cabinet approves 15-year rail vision.

NETHERLANDS: The cabinet has approved a report commissioned by the Ministry of Infrastructure & Environment which sets out a 15-year vision for the rail network. Known as LTSA II, the strategy envisages spending €18bn on maintaining and managing the existing network, and €10bn on new infrastructure. The main ambition is to create a ‘door-to-door public transport chain’, with improved connections between modes.

The 17⋅5 billion passenger-km recorded in 2011 are expected to grow by between 4% and 27% by 2020 and by a further 3% to 12% in 2020-30, with most of the increase within the Randstad conurbation.

The report backs a ‘turn up and go’ service of six IC trains per hour on the Amsterdam – Eindhoven route from 2017, and six stopping services per hour on the Geldermalsen – Utrecht – Woerden route. However, there is no proposal to revive distinct high speed operations separate from other inter-city services following the Fyra debacle. Improvements to passenger information are envisaged, in particular to enable passengers to change their plans when necessary.

Overall rail freight costs are said to be 10% to 20% higher than in neighbouring Germany or Belgium, and the report says that freight needs to be made more competitive by creating more capacity on the main international corridors. These are often shared with domestic passenger services, and the strategy says freight should get higher priority than at present. More use should also be made of the dedicated Betuwe Route.

Signalling and level crossing safety need to be improved, and the cabinet is due to take a decision soon on the nationwide deployment of ERTMS.

Implementation of the strategy would require improved co-operation between national, provincial and local governments, infrastructure manager ProRail, train operators and users' group ROVER. Consultation is planned for October, and by the end of the year the cabinet will reprioritise various projects so that 'structure follows strategy'. The ministry says that it wants to replace a ‘blame culture’ with a focus on the end user. Regulatory monitoring will in future take into account periods when services are degraded, rather than just look at annual averages.

Proposals to reintegrate NS and ProRail have been ruled out. But noting that the infrastructure manager would be transformed from an independent public body to an executive under the supervision of the ministry, the ProRail supervisory board announced on April 3 that Marion Gout-van Sinderen would be stepping down as President & Director-General with effect from July 1.
Source: Railway Gazette
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Old April 7th, 2014, 05:52 PM   #1313
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Who are the subjects asking for the reintegration of NS and ProRail?

Do you have more news about the recommissioning of ProRail under the Ministry? In Dutch as well, I can work a translation out.
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Old April 7th, 2014, 08:05 PM   #1314
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Those asking for a re-integration of NS and ProRail are the usual suspects: socialist political parties (such as SP) and various unions.
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Old April 7th, 2014, 08:19 PM   #1315
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Ok, everything's fine, then
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Old April 7th, 2014, 08:30 PM   #1316
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I don't see how can they run more freight traffic without degrading passenger service they want to enhance. I live close to the Brabant line. Between Breda and Tilburg they run, during passenger service time, 194 passenger trains on a 2-track railway with some at-level crossings and no sidings on intermediate stations. There are often freight trains parked east of Tilburg waiting for clearance.

If they start holding off IC trains late up to 5 minutes, that would disrupt the rest of the Southern network, especially as these trains have tight schedules to cross tracks near Dordrecht and in Den Bosch.

So the only way to run more freight trains during daytime is to make timetable adherence of passenger trains much tighter than it is now (5min or longer delays are uncommon, but 2-3 minute delays are not, the IC Den Haag-Venlo is scheduled for "cross-platform" transfers in Eindhoven with IC Amsterdam(Alkmaar, Schiphol)-Maastricht/Heerlen), or to stop running trains like they were subways.

The issues with the Betuweroute are for the Germans to tackle: the railway is superb, but the Germans don't work on their part of the project, so there is plenty of spare capacity on the Dutch route.
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Old April 7th, 2014, 09:27 PM   #1317
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The best solution would be to add some more capacity, but ProRail is planning on doing the opposite. The 3rd track at Oisterwijk is nominated for removal, this also applies to the 3rd track at Gilze-Rijen. The space which will be freed at Gilze-Rijen will then be used to redo the layout of the station, as the current platform is too small to guarantee the safety of passengers.

Works will be undertaken to improve capacity between Tilburg and Breda, but as far as I know no plans currently exist to close level crossings or to add tracks.
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Old April 7th, 2014, 09:44 PM   #1318
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The lack of vision is the problem given by a completely indipendent Infrastructure Manager. They will tend to look at their costs, shutting down parts of the network, without considering gains and losses for the system.

I consider moving it back under the ministry, but still indipendent from operators, a good move. Only the ministry can (and must) have the vision of the system (whose evolution is a political decision, in fact).
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Old April 7th, 2014, 09:51 PM   #1319
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Works will be undertaken to improve capacity between Tilburg and Breda, but as far as I know no plans currently exist to close level crossings or to add tracks.
In 2012 I measured for one hour the amount of time gates were down for cars, bikes and passengers. It was a staggering 31 min. of gates closed over 60 min., and nothing out of the ordinary appeared to be going on.
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Old April 8th, 2014, 11:16 AM   #1320
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That's preposterous.
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