Priority decision
High-Frequency Rail Transport Programme
Priority decision
High-Frequency Rail Transport Programme
Additional rail
capacity
There will be 6 intercity trains and 6 Sprinters (all-station
regional trains) every hour on the busiest rail routes in the
country and there will be additional rail capacity for freight
transport. This is the crux of the decision made by the Dutch
Government on 4 June 2010 regarding the development of the
High-Frequency Rail Transport Programme (abbreviated to PHS
in Dutch). This decision is based on the proposal by the
Minister for Transport, Public Works and Water Management,
Camiel Eurlings. As a result, rail travel will become more
attractive to both passengers and freight forwarders. The
decision represents a choice for sustainable mobility.
2 | Ministry of Transport, Public Works and Water Management
Priority decision - PHS | 3
Alkmaar
Timetable-free travel in 2020
Almere
Passenger travel
Schiphol
This Cabinet decision has green-lit ambitions for timetablefree travel1 on the busiest route sections in the Netherlands. In
concrete terms, this means that:
–On the Schiphol – Utrecht – Arnhem – Nijmegen route there
will be 6 intercity trains an hour, 4 of which will continue on
to Nijmegen. The ICE (international train) will also use this
route, travelling from Amsterdam via Utrecht and Arnhem
and on to Germany. On the section between Arnhem and
Nijmegen, there will, in addition to the 4 intercity trains
from Utrecht, be room for 2 intercity trains from Zwolle to
Roosendaal as well as 4 Sprinters. There will be 6 Sprinters an
hour between Breukelen and Driebergen/Zeist train station.
–On the Alkmaar – Amsterdam – Utrecht – Den Bosch
– Eindhoven route there will be 6 intercity trains an hour.
There will be 6 Sprinters an hour between Uitgeest and
Amsterdam (the ‘Zaanlijn’) and between Geldermalsen and
Utrecht.
–There will be 8 intercity trains an hour between The Hague
and Rotterdam, including the HSA shuttle to Brussels (HSA is
the high speed alliance between Dutch national railway
company NS and airline KLM). Of the 8 trains, 4 trains will
come from Leiden and 4 from The Hague. In the next phase
of the PHS a decision will be made as to how the 4 intercity
trains from The Hague Central Station will continue after
Rotterdam. On the so-called ‘Brabantroute’ line between
4 | Ministry of Transport, Public Works and Water Management
Lelystad
Amsterdam
The Hague
Utrecht
Arnhem
Rotterdam
Nijmegen
Den Bosch
Eindhoven
Timetable-free travel in 2020
Schiphol - Lelystad (OV SAAL)
Schiphol - Nijmegen
The Hague - Eindhoven
Alkmaar - Eindhoven
Main rail network
Betuweroute line
Breda and Eindhoven, there will be an additional third and
fourth intercity train. There will be 6 Sprinters an hour
between The Hague and Dordrecht.
–For the Schiphol – Lelystad line (OV SAAL), see page 8.
See next page for an overview of passenger train frequency.
Because of the intended high frequency of train services in 2020, timetables will no
longer be needed.
1
Priority decision - PHS | 5
Passenger train frequency
Indication of the number of trains per hour per direction on
the busiest lines in the Netherlands in 2020 on weekdays
between approx. 6.30 a.m. and 8.00 p.m.
1 Uitgeest Amsterdam
2 Breukelen Utrecht*
3 Utrecht Gelderm.
4 Gelderm. Den Bosch
2010 timetable
4 intercity
trains
4 Sprinters
8 intercity
trains
4 Sprinters
4 intercity
trains
4 Sprinters
4 intercity
trains
2 Sprinters
2020 priority
decision
6 intercity
trains
6 Sprinters
12 intercity
trains
6 Sprinters
6 intercity
trains
6 Sprinters
6 intercity
trains
2 Sprinters
5 Boxtel Eindhoven
6 Utrecht Maarn*
7 Elst Arnhem
8 L eiden The Hague
2010 timetable
6 intercity
trains
4 Sprinters
4 intercity
trains
4 Sprinters
4 intercity
trains
4 Sprinters
8 intercity
trains
4 Sprinters
2020 priority
decision
10 intercity
trains
4 Sprinters
6 intercity
trains
6 Sprinters
6 intercity
trains
4 Sprinters
10 intercity
trains
6 Sprinters
9 The Hague
10 B
reda Tilburg
HS Rotterdam**
*
**
Alkmaar
Uitgeest
1
Amsterdam
Schiphol
Breukelen
8 Leiden
9
2
Utrecht
Maarn
Zutphen
6
The Hague
Driebergen
7 intercity
trains
4 Sprinters
4 intercity
trains
2 Sprinters
2020 priority
decision
8 intercity
trains
6 Sprinters
6 intercity
trains
4 Sprinters
not incl. 1 ICE (high-speed train) Amsterdam – Germany
incl. 1 HSA (high-speed train) The Hague – Brussels
6 | Ministry of Transport, Public Works and Water Management
Ede
Arnhem
3
7
Rotterdam
Geldermalsen
Dordrecht
4
Breda
10
Tilburg
Den Bosch
Boxtel
5
2010 timetable
Zwolle
Lelystad
Eindhoven
Elst
Nijmegen
OV SAAL
The OV SAAL project is a government initiative to improve
public transport between Schiphol, Amsterdam, Almere and
Lelystad. It has its own research and decision-making project,
for which €1.4 billion has been earmarked. A set of measures
for this line that will make high-frequency passenger trains
possible in the medium term (by 2020) within the established
budget, quality and capacity frameworks is not yet available.
The short-term measures required for the Flevolijn (the line
from Weesp to Lelystad Centrum) in Almere will be established
quickly. For the medium term, the Cabinet will have an
alternative solution drawn up, which should ensure timetablefree travel on this line as of 2020.
8 | Ministry of Transport, Public Works and Water Management
9 | Ministerie van Verkeer en Waterstaat
Priority decision - PHS | 9
Noord
Optimal use of the Betuweroute line
Uitgeest
Freight transport
The priority decision also provides for sound, safe and interlinked routing of freight trains. Optimal use will be made of the
Betuweroute line, a double-track freight railway from Rotterdam
to Germany. This means that freight trains between Rotterdam
and Oldenzaal – Bentheim will no longer travel via Amsterdam,
but via the Betuweroute line and the IJssellijn (the line between
Zwolle and Arnhem) instead. Freight trains between Rotterdam
and Venlo will no longer use the Brabantroute line, but will go
via the Betuweroute line and Den Bosch. In the future, freight
trains travelling from north to south will operate according to
the so-called 2/2/2 model: 2 trains an hour in each direction via
Gouda, Utrecht and Arnhem, respectively.
1 Uitgeest Amsterdam
2 L eiden The Hague
3 The Hague Rotterdam
4U
trecht Gelderm.
2010 timetable
1 freight
1 freight
1 freight
3 freight
2020 priority decision
0 freight
0 freight
0 freight
2 freight
5 Breda Tilburg
6B
reukelen Utrecht
7U
trecht Maarn
8A
rnhem Zutphen
2010 timetable
5 freight
2 freight
2 freight
0 freight
2020 priority decision
2 freight
2 freight
0 freight
2 freight
9 Elst Arnhem
10 G
elderm. Den Bosch
11 B
oxtel Eindhoven
2010 timetable
0 freight
2 freight
5 freight
2020 priority decision
2 freight
4 freight
5 freight
10 | Ministry of Transport, Public Works and Water Management
Zwolle
Lelystad
Almere
Amsterdam 1
Schiphol
Leiden
The Hague
3
Bentheim
Breukelen
2
Zutphen
6
Utrecht
Gouda
7
Maarn
8
Arnhem
4
9
Geldermalsen
Rotterdam
Emmerich
Elst
Nijmegen
10
Den Bosch
Breda
5
Roosendaal
Boxtel
Tilburg
11
Eindhoven
Eindhoven e.v.
Traffic via Kijfhoek – Betuweroute line – Emmerich
Traffic via Amsterdam – Emmerich/Eindhoven and onwards
Traffic in the direction of and through the south of the Netherlands
Traffic in the direction of and through the north and east of the Netherlands
Freight routes
Every line represents a freight route. A freight route is a route allocated along a
patterned grid for 1 freight train per hour per direction. 0 freight routes does not
mean that there is no freight traffic but that freight traffic is infrequent and not
timetabled.
Priority decision - PHS | 11
Basic principles
Four general key points have been drafted with regard to quality
of passenger travel and freight transport that are also relevant
to the PHS:
1High-frequency rail travel on the busiest Randstad lines;
2Freight train routing that will remain usable in the future;
3Cohesive regional public transport systems, of which rail
travel – and Sprinters in particular – is the backbone, making
sound use of the connections between buses, trams and the
metro;
4Journey times between different parts of the country that are
as short and as reliable as possible.
Why the PHS?
Without the PHS, freight transport will continue to be
concentrated on the Netherlands’ busiest routes. By 2020, there
will also be insufficient train capacity for passengers travelling
at peak times. Without the PHS, we expect an increase in
passenger travel of 27% compared with figures from 2008. The
quality improvements included in this PHS will make travelling
by train more attractive and the growth in passenger figures
could increase by more than 40% compared with 2008. Freight
transport can also continue to increase thanks to the PHS with
growth expectations of between 66 million and 102 million
tonnes a year in 2020. The social cost-benefit analysis from the
PHS’s priority decision scored positively.
12 | Ministry of Transport, Public Works and Water Management
Priority decision - PHS | 13
Within budget
Implementing the measures on the three given corridors and
those required for the additional freight transport capacity
requires a total of €3 billion. An amount of €4.6 billion has
been set aside for the total PHS budget, which also includes the
OV SAAL route and modifications to the North Netherlands
railway triangle.
Support
The priority decision boasts the support not only of the rail
sector, but also of the provinces and urban regions involved.
Community groups represented in OVW (a consultative body
for transport and water management) and Locov (a national
consultative body for consumer interests in public transport)
have also shown their support for this decision. They all played
an important role during the research stage and the decisionmaking process.
14 | Ministry
Ministerie
ofvan
Transport,
VerkeerPublic
en Waterstaat
Works and Water Management
Priority decision - PHS | 15
Follow-up process
The priority decision, which has been brought before the
Lower House, consists of a set of general infrastructure and
supplementary measures. During the phase preceding this PHS
priority decision, the infrastructure designs were explored and
realistic costs were estimated. The effects on stations, bicycle
storage facilities, the environment and rail yards, for example,
were also assessed.
Discussions in the Lower House will be followed by the next
phase in which measures are detailed in final drafts. If
required, a study of alternatives will be carried out beforehand,
in which alternative designs are considered and compared. The
local effects of the measures will be highlighted in the
elaboration phase. The final design is subject to the current
procedures for spatial planning and transport infrastructure.
Public consultation on the final design is also possible.
During the PHS elaboration phase, too, there will not only be
regular consultation with sector parties and local and regional
authorities, but also with community groups and other
stakeholders, ensuring that use is made of local expertise.
Depending on the outcome of the legal procedures, the
eventual layout of the rail infrastructure will be determined on
the basis of a project decision. This forms the legal basis for the
national government to adopt measures, which can then be
16 | Ministry of Transport, Public Works and Water Management
Priority decision - PHS | 17
implemented from 2012-2013 onwards. The frequency of
passenger trains will increase in stages, depending on
passenger volumes, the infrastructure completion time and
other measures. The Ministry of Transport, Public Works and
Water Management will have final responsibility for the PHS,
while other parties from the train sector will bear responsibility
for carrying out the work.
18 | Ministry
Ministerie
ofvan
Transport,
VerkeerPublic
en Waterstaat
Works and Water Management
Priority decision - PHS | 19
Consideration for the environment
The Cabinet’s priority decision also pays attention to quality-oflife measures. More passenger trains and freight trains can also
have disadvantages. From the very start, problems with level
crossings, noise, vibrations and external safety have been
included in all analyses.
Level crossings
There are standards regarding safety on and around level
crossings that have been taken into consideration in the PHS
plans and budgets. Although there are no standards for access
to or near level crossings, the PHS will provide for it in the
elaboration phase; a €100 million budget has been set aside for
it.
Vibrations
There are no statutory standards regarding nuisance caused by
vibrations. The Building Research Foundation (Stichting
Bouwresearch), has developed target values relating to
nuisance and damage to buildings caused by vibrations. These
target values will be taken into account in the development of
new infrastructure according to the Transport Infrastructure
(Planning Procedures) Act. The PHS has earmarked €50 million
to address any likely nuisance from vibrations.
20 | Ministry of Transport, Public Works and Water Management
Priority decision - PHS | 21
Basisnet
Concrete measures
The Basic rail network (Basisnet Spoor) lays down regulations
relating to the transport of hazardous goods, both for carriers
of hazardous materials and for councils that have plans for new
construction around rail tracks. It seeks to ensure that risks will
not reach unacceptable levels. These limits are a basic principle
and a precondition for the PHS. Freight routing should stay
within these limits. The main features of the Basisnet Spoor
draft were presented in the summer of 2010. Any measures that
may be required to stay within the limits will be taken, for
which the PHS has set aside €20 million. This will be investigated further during the PHS elaboration phase.
The expected infrastructure measures required to facilitate an
increased number of intercity trains, Sprinters and freight
trains are indicated on the maps on the following pages.
Moreover, there are other anticipated measures concerning
level crossings (safety and accessibility), noise, external safety,
vibrations, maintenance, rail energy supply, operation and
adjustment, positioning and shunting capacity of passenger
and freight trains, transfer options and bicycle storage
facilities.
Noise
Noise production standards are determined by the so-called
noise production ceilings that will be laid out in new legislation, for which the bill is being considered in the Lower House.
The PHS adheres to the noise production ceilings from this bill.
There may be more trains in future if they remain under these
noise levels, i.e. if they become quieter or other noise
reduction measures are taken. The PHS is already taking into
consideration that rolling stock will become quieter in the
period up to 2020. In addition to that, the PHS provides
particularly for rail dampers and exterior insulation.
22 | Ministry of Transport, Public Works and Water Management
Priority decision - PHS | 23
Alkmaar
Alkmaar
High-Frequency Rail Transport
measures as part of the Cabinet’s 4 June 2010 Priority Decision
Extending
platform
andand
Extending
platform
Uitgeest
Uitgeest
railrail
yard
capacity
in in
yard
capacity
Uitgeest
Uitgeest
Lelystad
Lelystad
Extending
platform
andand
Extending
platform
railrail
yard
capacity
at at
yard
capacity
Amsterdam
Central
Station
Amsterdam
Central
Station
Aziëhaven
connection
Aziëhaven
connection
from
Haarlem
direction
from
Haarlem
direction
Signal
optimisation
on on
Amsterdam
Signal
optimisation
Amsterdam
Central
Station
– Amstel
– Bijlmer
lineline
Central
Station
– Amstel
– Bijlmer
Almere
Almere
Amsterdam
Amsterdam
Bijlmer
Bijlmer
Signal
optimisation
Signal
optimisation
in Breukelen
in Breukelen
Breukelen
Breukelen
Reconfiguration
Utrecht
Reconfiguration
Utrecht
Central
Station
Central
Station
TheThe
Hague
Hague
Utrecht
Utrecht
Houten
Houten
Signal
optimisation
Signal
optimisation
in Houten
in Houten
Arnhem
Arnhem
Signal
optimisation
Signal
optimisation
in Geldermalsen
in Geldermalsen
Rotterdam
Rotterdam
Overtaking
track
Overtaking
track
in Geldermalsen
in Geldermalsen
Geldermalsen
Geldermalsen
Double-track
at southwest
Double-track
at southwest
bend
in Meteren
bend
in Meteren
Nijmegen
Nijmegen
Den
Bosch
Den
Bosch
Breda
Breda
Vught
Vught
Tilburg
Tilburg
Liempde
Liempde
4 tracks
between
DenDen
Bosch
– Vught
4 tracks
between
Bosch
– Vught
andand
freefree
intersection
at Vught
intersection
at Vught
Signal
optimisation
in Liempde
Signal
optimisation
in Liempde
Free
intersection/flyover
in Liempde
Free
intersection/flyover
in Liempde
Eindhoven
Eindhoven
RailRail
yard
in Eindhoven
yard
in Eindhoven
Alkmaar
Alkmaar
High-Frequency Rail Transport
measures as part of the Cabinet’s 4 June 2010 Priority Decision
Lelystad
Lelystad
Amsterdam
Amsterdam
Almere
Almere
Schiphol
Schiphol
Double
track
Double
track
bend
in inDeventer
bend
Deventer
Breukelen
Breukelen
Zutphen
Zutphen
Signal
optimisation
Signal
optimisation Utrecht
Utrecht
in Breukelen
in Breukelen
Driebergen
Driebergen
The
Hague
The
Hague
Reconfiguration
Utrecht
Reconfiguration
Utrecht
Central
Station
Central
Station
Gouda
Gouda
Signal
optimalisation
Signal
optimalisation
Gouda-Woerden
Gouda-Woerden
Additional
side
platform
Additional
side
platform
Ede/Wageningen
in in
Ede/Wageningen
Ede
Ede
Reverse
track
Reverse
track
in in
Driebergen/Zeist
Driebergen/Zeist
Rotterdam
Rotterdam
Den
Bosch
Den
Bosch
Breda
Breda
Flyover
Flyover
Arnhem
Velperbroek
Arnhem
Velperbroek
Signal
optimisation
Signal
optimisation
Arnhem
– Nijmegen
Arnhem
– Nijmegen
Free
intersection
Elst
Free
intersection
in in
Elst
Rail
yard
Nijmegen
Rail
yard
in in
Nijmegen
yard
in Roosendaal
RailRail
yard
in Roosendaal
Arnhem
Arnhem
Extra
platform
Zutphen,
Extra
platform
Zutphen,
yard
and
bridge
railrail
yard
and
bridge
opening
regime
opening
regime
Tilburg
Tilburg
Eindhoven
Eindhoven
Nijmegen
Nijmegen
Amsterdam
Amsterdam
Almere
Almere
Schiphol
Schiphol
High-Frequency Rail Transport
measures as part of the Cabinet’s 4 June 2010 Priority Decision
Rijswijk
Rijswijk
DelftZuid
Zuid
Delft
FurnishDelft
Delfttunnel
tunnelwith
with
tracks
Furnish
44
tracks
Utrecht
and4 4tracks
tracksbetween
betweenRijswijk
Rijswijk Utrecht
and
andDelft
DelftZuid
Zuid
and
Signaloptimisation
optimisation
Signal
DelftZuid
Zuid
ininDelft
Arnhem
Arnhem
Rotterdam
Rotterdam
Nijmegen
Nijmegen
Dordrecht
Dordrecht
Signal
Signaloptimisation
optimisation
Dordrecht-Lage
Dordrecht-LageZwaluwe
Zwaluwe
Den
Bosch
Den
Bosch
Lage
LageZwaluwe
Zwaluwe
Breda
Breda
Signal
optimisation
Signal
optimisation
Breda
– Tilburg
Breda
– Tilburg
Tilburg
Tilburg
Signal
optimisation
in in
Liempde
Signal
optimisation
Liempde
Free
intersection/flyover
Liempde
Free
intersection/flyover
Liempde
Liempde
Liempde
4th
platform
track
4th
platform
track
inin
Tilburg
Tilburg
Rail
yard
in in
Eindhoven
Rail
yard
Eindhoven
Eindhoven
Eindhoven
In conclusion
Based on extensive reconsiderations, resolutions taken by the
new Cabinet could influence the policy as expressed in the
letter to the Lower House about the Cabinet’s priority decision
for the PHS. Should a situation arise in which excess costs or
possible cutbacks are being considered in relation to elaboration of the PHS plan studies, the PHS can also be developed
with fewer ambitions and investments.
30 | Ministry of Transport, Public Works and Water Management
Priority decision - PHS | 31
Publication details
Published by
Ministry of Transport, Public Works and Water Management
Directorate-General for Mobility
Rail Transport Department
Layout
Studio Guido van der Velden B.V., Rijswijk
Date
September 2010
This is a publication of
Ministry of Transport,
Public Works and
Water Management
www.rijksoverheid.nl/phs