Advisory Report “Light rail”
Groep 7 Serena van Amersfoort Christiaan Brouwer Pieter Elsinga Lobke Jansen Robbert Vossers
Advisory Report “Light rail� Project group: 7 Brussels Authors: Serena van Amersfoort Christiaan Brouwer Pieter Elsinga Lobke Jansen Robbert Vossers Commissioned by:
Deventer, 23 april 2008
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Table of contents Summary (Dutch)
Page 4
Foreword
Page 5
Introduction
Page 6
1. Inventory of parties a. Stakeholders b. Field of Force Analysis
Page 11
2. Plans & Policies a. Regional business area Apeldoorn south b. Public transport in the Stedendriehoek c. Policies
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3. Environmental a. Sound b. Air pollution
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4. Financial feasibility a. Track b. General costs and revenues numbers c. The degree of cost cover
Page 18
5. References a. Brussels b. Veendam
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6. Advisory
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List of sources
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Samenvatting In opdracht van regio Stedendriehoek is dit advies uit gebracht om duidelijk te krijgen waar potentie is voor light rail. De regio Stedendriehoek bestaat uit Deventer, Apeldoorn en Zutphen die samen een netwerk vormen. Bij het realiseren van light rail zijn veel actoren betrokken met ieder hun eigen belangen. Enkele voorbeelden hiervan zijn de Stedendriehoek, provincie Gelderland en Overijssel, de EU, de NS. Maar ook partijen met milieu en economische belangen spelen een grote rol. Er zijn bestaande plannen bij politieke partijen om Stedendriehoek als een hoog waardig netwerk neer te zetten in economisch en politiek opzicht. Hier is uitgebreid studie naar verricht. Het plan is om de bestaande verbinding van Apeldoorn naar Dieren die alleen in de zomer enkele dagen in gebruik is voor de stoomtrein te reactiveren en in gebruik te nemen. Tussen Apeldoorn en Dieren zullen de volgende tussenstations komen: het geplande bedrijventerrein Apeldoorn-zuid, Oosterhuizen en Eerbeek. Hierdoor wordt de bereikbaarheid binnen de Stedendriehoek verbeterd. Bovendien worden hierdoor de wegen A50 en N786 ontlast wat een betere doorstroom van verkeer oplevert. Verschillende referenties zijn voor dit rapport gebruikt. Vooral uit Brussel zijn veel lessen te trekken, waar men vooral kan zien hoe het niet moet. In Veendam is momenteel een soortgelijk project bezig om een bestaande spoorlijn te reactiveren, wat tevens bij de lijn Apeldoorn – Dieren de opzet is. In het vervolg van dit advies is in kaart gebracht wat de geplande route binnen de Stedendriehoek zal zijn. De kosten van het project zullen op lange termijn gedekt worden, wanneer 3.500 passagiers per dag dit traject zullen volgen. Onze voorspelling is dat er op termijn slechts 3000 passagiers per dag gebruik zullen maken van de lightrail. Hierdoor is het kostendekkingspercentage niet de benodigde 65-70% maar 61%. De realisatie van het voorgestelde traject kan worden aanbevolen door de voordelen die het met zich meebrengt en de haalbaarheid van de lijn. Het toekomstig regionaal bedrijvenpark Apeldoorn Zuid is per openbaar vervoer bereikbaar door de light rail verbinding. Door de combinatie met de park & ride neemt de filedruk op de toegangswegen en de verkeersintensiteit in Apeldoorn af. Daarnaast krijgen Dieren en Eerbeek een directe verbinding naar Apeldoorn. Voor hoogwaardig OV is draagvlak en economische steun bij met name provincie Gelderland. Ook de gemeente Apeldoorn en de andere kernen hebben baat bij de lijn en moeten economische steun geven. De regio Stedendriehoek moet het initiatief nemen om het voorgestelde light rail project tot uitvoer te brengen, hetgeen in een haalbare opwaardering van het openbaar vervoer zal resulteren.
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Foreword This period the subject is to investigate the possibilities for light rail in the Stedendriehoek. The investigation, during 8 weeks, was an important lesson for us. Experience in Brussels showed us the difference between the policy in Belgium and the Netherlands. Also the colleges at school worked as an eye-opener. The students Lobke Jansen, Serena van Amersfoort, Christiaan Brouwer, Pieter Elsinga and Robbert Vossers made the advisory report. We want to thank the following people: Gerry Stegeman, Joris Vermaesen and all the guest speakers. Deventer, 10-04-2008 Lobke Jansen Serena van Amersfoort Christiaan Brouwer Pieter Elsinga Robbert Vossers
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Introduction Mobility is a hot issue in the Netherlands. People don’t always live where they work. The amount of people, which travel between work and home, is vast. The highway structure of the Netherlands isn’t always capable of taking this pressure. Although there are enough alternatives for the car, like bus and train, people still tend to use their cars instead. (CBS statistic yearbook, 2007)
Problem Interview. In the east of the Netherlands lie the municipalities of Zutphen, Apeldoorn and Deventer. They represent together with Lochem, Voorst, Epe, Brummen and the provinces of Gelderland and Overijssel the region Stedendriehoek. All three cities are expanding and the economical activities in the area are growing (Source: Stedendriehoek basic information, 2007). The problem is that the important highways near the cities, the A1 and the A50, are extremely busy during rush hours because of much inter-regional traffic. (Source: Beter Bereikbaar Stedendriehoek, 2006) Also the access roads to the city centres have problems with congestion. The biggest problems are on the N348 (Deventer-Zutphen-Dieren) and the N786 (Apeldoorn-Dieren). All these congestion problems have an effect on the environmental status in the Stedendriehoek. Due to the increasing amount of CO-2 emissions of vehicles the air quality has decreased. The travelling time has become much longer because a lot of time is spent in traffic jams. The problems on the roads around the city of Apeldoorn can be seen on image number 1.
The region is locked in between these roads and city centres are less attractive to visitors because of poor accessibility. The provinces of Gelderland and Overijssel but also the municipalities of Deventer, Apeldoorn and Zutphen recognise this problem. The car use will increase with 43% until 2020 (CBS statistics, 2007). The Regional Businesses Park Apeldoorn-South, which is to be realised soon, causes a lot of extra traffic movements around the in the future highly congested city entrance of Apeldoorn. The accessibility of the Stedendriehoek therefore will become worse. This problem can't be tackled by more asphalt only. Therefore the region feels the need to develop other means of transportation in order to take some pressure of the roads. (Source: Netwerkanalyse Stedendriehoek, 2006) Advisory report: Lightrail
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The region started this process by improving the railway system. Even though the quality of the current public transport network is not bad, the province of Gelderland and the Stedendriehoek recognise the need of increasing the use of public transport and want to invest in it. Apeldoorn, Deventer and Zutphen already have good intercity connections. The Stedendriehoek has taken initiative to develop new train stations in most of the smaller villages, such as Twello. By doing this the Stedendriehoek intends to get people to travel by train and not by car. Taking spatial and environmental needs in consideration light rail could offer a high quality solution for an increasing use of public transport. The need of public transport in the future makes it worth an investment. Light rail can be implemented in the area if the feasibility is guarantied and the spatial impact is reasonable. It is able to contribute to a better and high quality public transport network in the Stedendriehoek and enlighten the pressure on the traffic network.
Choice of area In order to be able to investigate an area it was necessary to choose a location within the Stedendriehoek. Therefore the cities of the Stedendriehoek have been investigated. Deventer The city of Deventer has an important station because of the students who travel everyday towards Deventer, but also for tourists. Deventer is well connected to other cities within and outside of the region. Two times an hour intercity trains go to: The Randstad (Den Haag/Schiphol/Amsterdam central) through Apeldoorn and Amersfoort. Enschede through Almelo and Hengelo. Nijmegen through Zutphen and Arnhem. Zwolle through Olst and Wijhe. Germany. Stopping train connections are also available. These relatively new connections started running in 2006 when the station Twello was opened. During rush hours the train goes twice an hour and outside of rush hours once an hour. Apeldoorn through Twello and Apeldoorn Osseveld. Almelo through Deventer Colmschate, Holten, Rijssen and Wierden. (Source: NS, 2008) On these tracks are no opportunities for light rail. The existing routes already attend all destinations and people in a proper frequency.
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Zutphen Zutphen is also connected to several cities and is the beginning or ending point for the stopping trains. The following trains are connected to Zutphen. Twice an hour intercity connections to: Zwolle through Deventer. Nijmegen through Arnhem. Twice an hour stopping train connections to: Winterswijk through Ruurlo, lichtenvoorde and Groenlo. Oldenzaal through Goor and Hengelo. Apeldoorn through Klarenbeek. Arnhem through Dieren. (Source: NS, 2008) Zutphen is also an important station for travelling from Apeldoorn to Arnhem. A change of trains is to be made here. This connection isn’t always good because of the short amount of time, four minutes, between the arrival in Zutphen and the train departure to Arnhem. Overall the city of Zutphen is well connected to other parts in the country as well as the region. Apeldoorn Apeldoorn has three stations; Apeldoorn, Apeldoorn Osseveld and Apeldoorn De Maten. These stations connect the city to the region and beyond. Twice an hour intercity connections to: The Randstad (Den Haag/Schiphol/Amsterdam central) through Amersfoort. Enschede through Deventer Almelo and Hengelo. Germany (three times a day). (Source: NS, 2008) Important for the city of Apeldoorn is the connection to Zutphen. This way inhabitants living in the centre of the Stedendriehoek can travel by train. Once an hour stopping train connections (twice an hour during rush hours): Zutphen through Apeldoorn de Maten, Klarenbeek and Voorst-Empe. Almelo through Apeldoorn Osseveld, Twello, Deventer, Deventer Colmschate, Holten, Rijssen and Wierden. (Source: NS, 2008)
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New regional industrial park The city of Apeldoorn is growing and extending in a steady pace. Several developments are planned around the city. In the south of Apeldoorn an important development is going to take place. On this spot is a regional industrial park planned. This means a 160-hectare industrial park. Therefore Apeldoorn, which lies in between the A50 and the A1, will be receiving much more traffic. The capacity of the roads near the highway is not great enough to take this pressure. Therefore a solution is needed.
Connection to Arnhem Next to this problem the city of Apeldoorn isn’t directly connected to Arnhem. Inhabitants and the city council are in favour of creating a connection between the two cities. The first idea for to realize this was to create the Emperbocht. This is a turn in the track between Apeldoorn and Zutphen. This way an intercity train can go from Apeldoorn to Arnhem at once without passengers having to change trains. Unfortunately the minister of transport, public works and water management cancelled this idea. VSM track From Apeldoorn to Dieren lies a museum line in possession of the Veluwse Stoomtrein Maatschappij. This means that a steam train will run this track during the summer and every now and then in other parts of the year. This line also passes Eerbeek. This is a village with over 10.000 inhabitants but there is no train connection other then the museum line. This track is an opportunity for the realisation of a track between Apeldoorn and Arnhem. The track only runs to Dieren but with a good connection to a train towards Arnhem and fast travelling between Apeldoorn and Dieren the travelling time can be reduced.
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Objective and definition of key words Is it environmentally, spatially and financially feasible to realize a light rail connection on the track Apeldoorn – Dieren in order to boost the use of railway in the region and enlighten the pressure on the A50 and N786, and improve liveability conditions in the region, in order to create much basis by politicians and inhabitants? Light Rail: A high quality train which is faster than a conventional train and is used on a regional scale between medium size cities on existing railways. Liveability: A good environment for people who live and work in the Stedendriehoek, especially around Apeldoorn. This includes good accessibility, high quality transport means, economical opportunities, a nuisance free environment, more tourism and a better image for the Stedendriehoek.
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1. Inventory of parties Stakeholders are very important in this project. Due to different organisations and targets from stakeholders there is a task to brig everyone together. Decisions have to be made by relevant parties in every stage of the project. This means that not every stakeholder can participate the entire project but in certain stages they can and in others they can’t.
1.1 Stakeholders Stedendriehoek and inhabitants The organisation Stedendriehoek has an advantage by introducing new light rail in Apeldoorn. For inhabitants of the city of Apeldoorn it will be possible to have a fast and direct connection with Dieren and Arnhem. Employees, who work in Apeldoorn and the new regional business park, can easily travel by public transport. It is also possible for tourists to use the light rail to reach the city. On the left side from the planned regional industrial area in Apeldoorn South a Park & Ride system will be realized. This offers the regional industrial area a solution for the small amount of parking facilities on the location. In combination with light rail people can also stall their cars and go by train to for example Arnhem. NS: Nederlandse Spoorwegen, Prorail, Syntus NS together with Prorail and Syntus, look for a possibility to organize the light rail construction. Syntus has experience with light rail. In the Achterhoek they have a few light rail connections, which are very popular (Winterswijk – Arnhem). Users public transport Users of the public transport in the area around Apeldoorn have more travel possibilities when the light rail is realised. Especially the commuters, students and tourists will use the rail line frequently. To get more travellers with light rail the train goes to Dieren and connects on the train to Arnhem. The connection in Dieren to Arnhem has to be very smoothly because this is a great advantage for the feasibility of the project. Businesses, private companies and schools in the Stedendriehoek When more people are able to reach the city centre of Apeldoorn fast and easy, retail companies will benefit of this. Tourists will spend more time shopping and sightseeing. Commuters can travel by car to a P+R or travel directly with the light rail. Because it is fast, comfortable and traffic jam free it will be a good alternative for the usage of the car. Environmental parties Light rail is not polluting the environmental. The air pollution is very low because the train drives on electricity. Sound pollution is maybe a factor that will be a problem because of the nearby nature and living areas. Province Gelderland, Overijssel and European Law Because Apeldoorn is a city in Gelderland, this province has influence on this project. Gelderland is able to subsidize the project together with the Stedendriehoek. The province of Overijssel is automatically involved because that is a member of the Stedendriehoek as well. The Ministry of transport, public works and water management (VenW) The ministry wants to get a solution for the traffic jams in the Netherlands. That is one of the reasons to promote the public transport system. More people have to use the train and bus. When the light rail is realized between Apeldoorn and Dieren more people use the public transport in this area. Also the care-use in the cities like Apeldoorn is reduced because of the light rail.
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The ministry of housing, spatial planning and the environment (VROM) The light rail has a positive effect for the possibilities in the area around Apeldoorn en Dieren. More possibilities to travel can make a different for people who want to live in this area. When the light rail is popular by the users, the whole area flourish of the light rail. Veluwse stoomtreinmaatschappij This company is the owner over the existing rail. The rail is used by a steam train that drives sometimes between Apeldoorn and Dieren. When the light rail has to drive between these two cities the existing rail can be used. But there must be a compromise between the light rail organisation and the Veluwse stoomtreinmaatschappij. Because the steam train doesn’t drive a lot the compromise doesn’t have to be a problem. The most of the time the steam train drives only in the summer months July and August. This means that the rest of the year (except a few days) the rail is not used by the train. The light rail train can use this rail and has another time schedule in the months July and August.
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1.2 Field of Force Analysis Stakeholder/type
Scale
Roles
Responsibility
Stages
Stedendriehoek Politics
Regional
Initiator and controller of the project.
Entire project
Inhabitants Stedendriehoek Inhabitants
Regional
Cooperation and ideas.
Entire project and after its finished
NS Public Transport
Regional/national
Cooperation with other public transport parties
Entire project
Prorail Public transport
Regional/national
Coordination between the three cities Apeldoorn, Deventer, Zutphen. Stedendriehoek has the leading role in this project. Inhabitants have to travel with the light rail and feel the consequences in the liveability. NS has a big role. Light rail is probably using the rail of NS. NS has to negotiate with Stedendriehoek and other transport parties Works together with NS
Cooperation with other public transport parties
Entire project
Syntus Public transport
Regional
Has an outsiders role, but can be the new organization for light rail in this region
Cooperation with other public transport parties
Only when a transport organization wants to use light rail
Users public transport Civilians
Regional/National
Users come from a wide region. Travel a lot with Lightrail in the future. Economical companies maybe want to investigate in the region with light rail. The environment is important for the development of the light rail
Enough travelers are useful to consider the project
When the light rail is realized
Companies has to investigate in the region
After the project
To protect environmental issues
Entire project
Economical companies Companies
Environmental parties Companies/Politics
Regional/national
Regional
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Province Gelderland, Overijssel and European Law Politics The Ministry of transport, public works and water management (VenW) Politics The ministry of housing, spatial planning and the environment (VROM) Politics Veluwse stoomtrein maatschappij
Regional/national
The provinces Gelderland and Overijssel have to cooperate and negotiate with other partners.
National
Is a national stakeholder in this project. Has interests on national level
National
Is a national stakeholder in this project. Has interests on national level
Regional
This organization is the owner of the existing rail that we want to use for the light rail.
Has together with Stedendriehoek and national politic the task for coordination and money Has together with Stedendriehoek and national politic the task for coordination and money Has together with Stedendriehoek and national politic the task for coordination and money Responsible for the rail Apeldoorn-Dieren
Entire project
Entire project
Entire project
Mostly at the end of the project, when the location is clear.
There are 12 stakeholders in this project. The cooperation between these partners is important to get a positive result. When the light rail has to connect Apeldoorn with Dieren the Stedendriehoek has the leading role to cooperate. The most important partners are probably the public transport companies.
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2. Plans & Policies Important for this location study are the current plans that are dealing with light rail. There’s looked at several scales, such as city- and Stedendriehoek-level.
2.1 Regional business park Apeldoorn south The Stedendriehoek has designated an area in the south of Apeldoorn for the reception of regional activity. This area is located west of the A50 and south A1 (Location Beekbergsebroek). The area has a regional function and provides in the needs of the seven communes of the Stedendriehoek. The city council of Apeldoorn took the initiative to investigate the future demand of industrial sites in the region Stedendriehoek. The reason for this investigation is to make a good decision about the construction of the new business park. In the outcomes of the research is to consider the following points: • What is need of industrial hectares in the region Stedendriehoek for a period till 2030? • How much industrial hectares are at this moment and in the long run available in the region? • Are new industrial parks really needed or may it be sufficient to revitalize old industrial sites? • And what are the costs of revitalization than? • Is there any need to new industrial parks? The conclusion of this investigation makes part of structure plan Beekbergsebroek/Biezematen. (Source: http://www.apeldoorn.nl/smartsite.dws?id=69133) Apeldoorn has announced that the grounds located in Beekbergsebroek are under the law ‘Voorkeursrecht’. This means that the ground owners, if they want to sell their land, they have to offer it first to the municipality before selling to other parties. (Source: http://www.apeldoorn.nl/smartsite.dws?ch=TER&id=105462)
2.2 Public transport in the Stedendriehoek City centres are increasingly less accessible, also Apeldoorn. This is mainly because of people who travel by car and drive trough the city centres. This makes it difficult for people who have to be in the centres to get there by car. One of the options to minimize this problem is to improve public transport from outside the city to the centre. The connection between Arnhem and Apeldoorn with public transport is one of the nodes. People have to travel by bus or transit in Zutphen. For this problem there is thought in several possibilities. A better following in Zutphen, the ‘Emperbocht’ or make use of the old steam connection between Apeldoorn and Dieren. All these possibilities are investigated at this moment. The ‘Emperbocht’ is a thought to bow the current railway line in Zutphen, what makes the transit in Zutphen fails. And makes a direct connection between Apeldoorn and Arnhem. (Source: www.vvdarnhem.nl ) The use of the old steam connection would also give a faster connection between Apeldoorn and Arnhem. There is thought to make a light rail connection, with a stop in Eerbeek and Dieren. Minister of Transport, public works and water management investigates the feasibility. (Source: http://www.destentor.nl/regio/apeldoorn/2803759/Kans-op-lightrail-naar-Dieren.ece )
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2.3 Policies National policy concerning the development of public transport Cars, planes, ships, bulldozers and agriculture tools expel large quantities CO2. This emission contributes to the climate change and is bad for health. The cabinet wants to reduce the emissions and stimulate and develop public transport. Policy province Gelderland As a result of increased mobility the pressure on the road network has strongly increased. That has a negative impact on the accessibility of cities, the flow, and the road safety and on the quality of the environment. Provincial states of the province Gelderland have in the state agreement over the period 2003-2007 32 millions taken off for public transport projects. Transport companies can submit for these initiatives. The province wants to invest in projects, which raise the quality of the public transport. It concerns thus high-quality public transport initiatives such as light rail facilities. (Source: http://www.gelderland.nl/smartsite.shtml?id=10368&menu=10372)
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3. Environmental In this chapter the environmental hurdles for the realisation of light rail are discussed. The chapter is divided in the environmental aspects noise nuisance and air pollution. The aspects ground pollution and the picture in the landscape are less relevant, because the trace already exists. An important advantage is the Environment impact report (MER), which probably isn’t an obligation at the trace. This is because the trace is not to be modified and the train won’t drive through sensitive ecological areas. This aspect spares a lot of time and that enlarges the feasibility of the rail connection.
3.1 Sound In the Tracéwet, a value of 63 dB, according to Article 87e up to 87i of the law sound embarrassments is the highest admissible sound value. At the Randstadrail the highest sound values are 73 dB, but it’s not very likely to reach this value in the Apeldoorn area, because of the low intensity of buildings and longer distance to the track. On most buildings along the Randstadrail is the sound tax less than 53 dB. The sound values probably won’t reach the maximum allowable value on the route in the Stedendriehoek.
3.2 Air pollution It is important to create a lightrail connection which doesn’t cause too much air pollution. Especially because the area around the track is of great environmental importance. Light rail produces 80 grams of carbon dioxide on every traveller’s kilometre. Cars produce an astonishing number of 150 grams of carbon dioxide on every travellers kilometre. This is shown in the table below. Modality
Space (m2/100.000KM) Car 167 Bus 3.5 Tram/Metro/Lightrail 3 - 5.5 Stopping train 10.7 High Speed Train/ Intercity 9.9 (Source: http://persbericht.nl/inp/2006/11/1104U196.htm)
Carbon dioxide (grams/ travellers KM) 150 80 80 60 40
In any case light is an improvement if people go by light rail from and to Apeldoorn instead of by car. Fewer cars on the roads reduce air pollution or even some daily traffic jams may reduce. The environmental aspects which are relevant for the implementation of light rail in the landscape are reasonably low. This is because of the current existence of the track. The environmental advantages of light rail compared with the affects of car use are obviously big, not to mention the decrease of traffic jams. (Source: 2.%20MER%20Rotterdam%20Centraal%20Hoofdrapport%20Definitief.pdf)
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4. Financial feasibility To determine if the project is financial feasible it’s important to determine what the degree of costs cover is. This is necessary to calculate the general costs and the yield. The percentage of the costs that is covered by the revenues. In the schemes below the general numbers are mentioned. With these numbers it is possible to estimate how big the revenues and the total costs are. It has to be mentioned that the calculations are very rough and incomplete. Only the most important costs have been taken into account.
4.1 Track This map below shows an overview of the location where the track is planned. The table on the next page shows the numbers which are needed in the calculations.
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Needs In the table below the category’s are mentioned which need to be build or adjusted in order to create a light rail track. These numbers are also needed to perform the calculations.
4.2 General costs and revenues numbers All numbers are extracted from the document Kostenkengetallen.
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Exploitation overview The exploitation overview shows all the costs and revenues which are created with the realisation of lightrail on the track Apeldoorn – Dieren. The overview is split in two tables one for the annual costs and one for the construction. This is done because the construction costs have to be made just once. Building costs and benefits
The general building costs for the track are €19.148.075. In the building phase there aren’t any revenues. Therefore the building costs are high. Annual costs and benefits
In the table above can be seen that the expected ticket sale can’t outweigh the costs of maintaining the track and trains. There is an expected passenger number of 5000 needed to make the line profitable. The benefits would be € 10.950.000 which is €225.000 more than needed. This way the line could be feasible.
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4.3 The degree of cost cover Public transport is never profitable. The costs are always higher than the revenues. Therefore there has to be calculated how big the degree of cost cover is. The average degree for tram, metro and light rail is 65-70%. With an estimated number of 3000 passengers a day the following calculation is made.
This shows that the degree of cost cover is only 61%. This means that with 3000 passengers a day the lightrail isn’t feasible and doesn’t cover the costs for at least 65%. If the number of passengers would be 3500 than the lightrail will be feasible. We believe that 3000 passengers is nearly the maximum for the line and it will take an estimated time of ate least 2 years, to get these passengers. Conclusion The light rail connection between Apeldoorn and Dieren doesn’t meat the guideline of a degree of cost cover of 65 – 70%. Therefore there can be said that the project is not feasible. However, in this chapter where no subsidies included and with those from probably the Stedendriehoek itself or the province of Gelderland it is possible to bring the degree of cost cover up to about 65%. In that case the project will be feasible but there lobbying is very important.
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5. References For the construction of light rail in the Stedendriehoek it is important to look how light rail projects are developing and evolving in and around other cities. Through a four daily excursion in Brussels, there are references to discover how problems can be solved for the Stedendriehoek. The references out of Brussels where mostly negative because of a lack of organisation sometimes. In Veendam they are working on a similar project, what can be interesting as reference for the Stedendriehoek. Later an indepth study of this matter will be made.
5.1 Brussels Firstly the information facilities are a weak point in Brussels, which makes tourists confused. This is not a positive experience and therefore the information has to be placed very carefully at the construction of light rail. It is important to map out all lines, so that it is clearly when and where travellers have to change to A or B. In Brussels not all lines were mentioned in the map (line 26). The rail stations Apeldoorn and Dieren and main station Apeldoorn itself have to be provided with information of this kind at well- organized places. Besides de staff of the inquiry-office at the main station in Brussels was not well informed about line 26. Good educated manpower at the stations is a must, with the possibility to give the right information to tourists and other travellers who cannot find their way in the Stedendriehoek. About payment facilities for tickets it went wrong at the beginning at Brussels, near a P+R. It was not possible to pay with a banknote, only with coins. This can make it difficult for travel groups. Not everybody has the right coins, and that results in a huge delay and some frustration. It was possible to pay with a chip card, but there wasn’t a chip loader anywhere. At the stations in the Stedendriehoek there have to be several payment possibilities: Chip and cash money. Besides chiploaders. At Brussels there was no conductor to check the tickets, this way going by train without a ticket is fairly easy. When people know this, a big part of them doesn’t buy a ticket anymore. That is not good for business. Stedendriehoek learns from all this, that at every train conductors will be arranged to control the tickets so that nobody can take advantage. For older and handicapped people the stations have to be high-grade of access per elevator or escalator so that they don’t need to use the stairs. This was missing at the most Underground stations in Brussels. We found also positive aspects. Every 8 minutes came the next train, so the frequency from the number of the trains was quite well. The compartments were full of passengers as well, so the frequency was not too high. The connection with other trains was rather well. At the stations we did not see a mass of people that had to wait a long time for their connection. These aspects are positive, for in Stedendriehoek one has to care for a continuing stream of passengers as well.
5.2 Veendam At Veendam one is engaged with a similar project as here in Stedendriehoek. The province Groningen and transporter Arriva agreed to a proposal about reactivation of the old railway Veendam - Zuidbroek. In the summertime the steam trains of ‘Stichting Stadskanaal Rail’ (STAR) rides this railroad. From summer 2010 passengers are welcome aboard of the train at this section. Passengers are able to travel twice an hour from Veendam to the city of Groningen. Earlier in time there was a change in Zuidbroek, but that is no longer necessary. At the section Zuidbroek - Groningen the trains rides every 15 minutes because the train from Nieuweschans to Groningen rides at this part too. Arriva placed an order from 4 new Spurt-trains for the section Veendam - Zuidbroek. This situation is corresponding a lot with that from Stedendriehoek. The existing railway Apeldoorn - Dieren is only to be used by the steam train that hardly rides. By use Veendam as a reference, you can see that it’s possible to reactive an old railway, so that it can put into use for light rail.
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6. Advisory This chapter contains our idea of light rail in the Stedendriehoek. It is a logical extension of the previous chapters. All issues mentioned in this report will be discussed here and the effect will be explained to.
6.1 Main advice. The advice is to create a light rail connection between Apeldoorn and Dieren. The Stedendriehoek is in need of more
opportunities to travel. This is important because the liveability in the area will worsen if there aren’t any other possibilities than travelling by car. Travellers need fast and good quality transportation when they are using the public transport. With the lightrail the Stedendriehoek can make that wish come true. The choice of the city Apeldoorn was made very fast because of the developments around this city. The main targets where the accessibility of the city centre because of the jammed roads A1, A50 and N386 but also the new regional business park Apeldoorn South. Because of the lack of a direct connection to Arnhem by train and the jammed roads in that direction the choice of a track between Apeldoorn and Dieren was logical. The track goes from Apeldoorn Central to the P+R location near the new regional business park. From there it stops on a new station Beekbergen/Oosterhuizen and Eerbeek which doesn’t have a station at this moment. Eerbeek will be the last stop before reaching the station of Dieren where a connecting train towards Arnhem is waiting. This lightrail connection is meant for commuters and students but also for recreational activities. The future light rail track between Apeldoorn and Dieren can be seen on the following map.
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6.2 Justification of the main advice. 6.2.1 The track. The track is between the two larger cities of Apeldoorn and Dieren in between the cities are a few smaller villages. The track is in the ownership of the Veluwsche Stoomtrein Maatschappij. This means that the track isn’t part of the NS main railroad structure. Nevertheless a direct connection between Apeldoorn and Dieren (Arnhem) is wanted by the inhabitants of the region. The track needs to be revised because the maximum speed is now only 40KM/H. This needs to be upgraded towards about 80 – 100KM/H in order to be able to create a fast connection. The track has to be upgraded for security standards to because those aren’t there yet. 6.2.2 New stations along the line. In order to make more people travel by train to work, school and other activities it’s important to create 3 new stations. They will all be discussed below. Station P+R Apeldoorn South. This station is next to a planned P+R. The Park and Ride location will attract people who normally go to Arnhem and the city centre of Apeldoorn. Now they won’t have to be in a traffic jam on either the A1 or the A50 but they can stall their cars in the garage and travel further by light rail. The other way around, the P+R station will also serve people from the ‘inside’ of the region such as Eerbeek. They can go to work at for instance the new regional business park and therefore travel by lightrail. Station Beekbergen/Oosterhuizen. This station is further down the line towards Dieren. Beekbergen and Oosterhuizen are villages which aren’t properly connected to the public transport network next to a bus. People who live outside of the villages can go by bike towards this station and travel to their location. This could mean a student that has this way an opportunity to go study in Arnhem. This will also make commuters near these villages to travel by lightrail and not by car. Station Eerbeek. Eerbeek is a fairly big village with over 10.000 inhabitants. His village doesn’t have a connection by train other than the monumental steam train which, of course, isn’t meant for students or commuters. If Eerbeek is connected to the lightrail track the economical opportunities for this village will become greater due to better accessibility and reach ability. The liveability will also rise because the inhabitants have more opportunities in perhaps Arnhem to develop themselves.
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6.2.3 Light rail. The Stedendriehoek needs more possibilities to travel in but also beyond the region. Movements of people have to be chsnged from car to train. The lightrail is a small train and lighter than regular trains of the NS. Lightrail can drive on the same rail as the regular trains do. Another aspect of the lightrail is the frequency of the train, lightrail drives more times in one hour than an regular train. This alone is not very special but the lightrail can move much faster than regular train. It reaches it top speed very fast and is able to hit the brakes very late. That means that people can use a faster connection, more times an hour. When Stedendriehoek wants to make improvements with accessibility the lightrail can be very useful. But not only is the accessibility important, the economy in the Stedendriehoek can grow in the future. Because of the easy and fast opportunities to travel, more employees can choose to travel by train to their work- or schoollocation. So the barrier to work and study in the Stedendriehoek or to go from the Stedendriehoek to the surrounding area, get’s smaller. 6.2.4 Spatial measures and effects. The track which is going to be used for lightrail is already there. This means that this will not have to be new tracks. The landscape will not be harmed because of the connection. It will change a bit due to safety measure. Crossing barriers need to be placed on every road that crosses the track. Also signs will have to be placed. These are all minor differences in the landscape. 6.2.5 Environmental measures and effects. The environmental quality of the area is not to be harmed. Lightrail won’t because it runs on electricity and the sound levels are much lower than a conventional stopping train. The carbon dioxide that a lightrail train produces is 2 times lower than the production of carbon dioxide of 1 car. Therefore of more people travel by lightrail and don’t take their cars the production of co2 will be less and the liveability in the area around the main highways and regional roads will improve. 6.2.6 Role of the stakeholders. Initiator The initiative in this project comes from the organisation Stedendriehoek. The cities Apeldoorn, Zutphen and Deventer are members of this organisation. The lightrail comes also in the area of the Stedendriehoek. That means that the most of the costs will be paid by the Stedendriehoek. They will take the lead and pulls the project. It is their own project so when the lightrail has to be a success, they have to make sure everything cooperates well. Stakeholders To realise this project it is very important to cooperate well with the stakeholders. In this project there are eleven different stakeholders and all of them they have their own interests. The following stakeholder are involved with the project: Stedendriehoek, inhabitants Stedendriehoek, NS, Prorail, Syntus, users public transport, environmental parties, economical parties, Province Gelderland, Overijssel and European Law, The Ministry of transport, public works and water management, The ministry of housing, spatial planning and the environment, Veluwse Stoomtrein Maatschappij. All these stakeholder has to work together to realise the lightrail in the Stedendriehoek.
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Users The most important users of the lightrail in the future are employees, tourists, students and shoppers. Because of the big frequency of the light rail this train is a very good travel method. When the train drives every 10 minutes passengers doesn’t have to wait very long. That means that the choice to travel by train can be made easier. The lightrail can be a serious competitor for the car. 6.2.7 Financial feasibility. When a project is developed it is necessary to have insight in the financial feasibility. There has to be said in advance that the costs and revenues we displayed in the chapter are not complete because it is more like a guideline. Another thing that has to be said is that public transport is never profitable. The costs are higher than the revenues. Therefore there are some guidelines that can be used to determine the degree of cost cover. This is for lightrail about 65-70%. Unfortunately the degree of cost cover for this project is only 61%, without subsidies. It is possible to lobby for subsidies by the province of Gelderland and of course the region Stedendriehoek itself. If the subsidy is high enough it is possible to lift the degree of cost cover to about 65%. 6.2.8 Action schedule. If the region Stedendriehoek approves of this advice and decides to take action it is important to immediately involve the stakeholders mentioned in 6.2.6. This way all stakeholders are involved and it is most likely to develop the project without much delay from procedures of objection and appeal. Also procedures for financial subsidies have to be discussed and finished before the beginning of the project. When all stakeholders have come to an agreement the first stage of building can begin. It is of course possible to run into unforeseen problems but with good cooperation of the needed stakeholders it will be possible to finish the project within 5-6 years. This is estimated because the track has to be updated but not renewed. It is also very important to let the inhabitants of the Stedendriehoek, and especially around the track, know what is happening and that they can use a lightrail line in the future which will take them multiple times an hour, fast toward either Apeldoorn of Dieren (Arnhem).
6.3 Risks of the main advice. The project is not totally risk free. Therefore the biggest risks are explained here. The connection in Dieren fails. It’s important that the connection to a train towards Arnhem is perfect and fast. Not enough people use the light rail, so it will be financially unattractive because of high costs and little revenues. There is a possibility that the environment is hurt more then expected. Maybe 2 trains an hour is not enough, this way the track has to be doubled and the carriages will be longer. This is maybe impossible due to environmental and spatial measures.
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6.4 Alternatives There is always a possibility that the project won’t be feasible after all. Therefore it’s important too take a look at different alternative solutions to reinforce the public transport network in the Stedendriehoek. The Stedendriehoek is an important and central link in the infrastructural network of the Netherlands. If the advised route isn’t possible, the Stedendriehoek still needs an improvement of the quality of mobility, which result in a more attractive public transport network. The maintenance and quality of the track can be improved. Another alternative is the realization of an extra track from Apeldoorn to Zutphen, in order to have the ability for higher frequencies of trains on the route. The maintenance of the trains should be carefully to get comfortable and high quality transport. Better and cleaner trains make it more attractive to travel by train, then old and dirty trains. The stations should also be high quality and clean. These are the entrances of the public transport and should look inviting. Beneath a travel junction are stations a place to meet and stay for a while. People shouldn’t have the intention to leave as soon as they can because of the dark and dirty station. Shops with services and supplies make stations inviting and waiting time seem to be short. Another alternative for investments in public transport is the realization of the ‘Emperbocht’. This is the plan for a track through Empe which makes the connection from Apeldoorn to Arnhem possible without traveling through Zutphen. The time profit of this alternative track from Apeldoorn to Arnhem would be about 15 minutes. The suggested route in the advice would result in the same time profit. The pressure on the traffic network also decreases as a result.
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7. List of sources Includes only sources mentioned in the advisory report, which is based on the pre-made inventory and associated sources. Internet: http://www.apeldoorn.nl/smartsite.dws?id=69133 http://www.apeldoorn.nl/smartsite.dws?ch=TER&id=105462 http://www.vvdarnhem.nl http://www.destentor.nl/regio/apeldoorn/2803759/Kans-op-lightrail-naar-Dieren.ece http://www.gelderland.nl/smartsite.shtml?id=10368&menu=1037 NS, 2008 Beter Bereikbaar Stedendriehoek, 2006 Netwerkanalyse Stedendriehoek, 2006 2.%20MER%20Rotterdam%20Centraal%20Hoofdrapport%20Definitief.pdf
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