Development of public rail transportation

in The Hague and Haaglanden Region

(part of Metropolitan Region Rotterdam The Hague)

Ir. Leo Haring

HLR Consultancy

Bandar Lampung, August 28, 2015

Contents
Introduction
Rail transport in Haaglanden Region 1945 - 2006
Interfaces with Rotterdam Region
Metropolitan Region Rotterdam The Hague (MRDH)
Relationship with the central government
Influence on local and regional rail networks
(RandstadRail, expansion of Rotterdam metro)
Lessons learned and recommendations
The Hague and Rotterdam regions
Haaglanden 405 km, 1,0 mil inhabitants

Stadsregio Rotterdam 808 km, 1,2 mil inhabitants

The Hague and its districts

City center
Center area In the late 1940s - 1970s
New housing, offices and cultural facilities in city center
and station area since 1960s:
1. Retrofit of Spuikwartier (part of The Hague Center district)
New city hall
New music centre
Pedestrian area
Concentration of ministries in the area
New apartment buildings

2. Retrofit of Bezuidenhout
Offices
Royal music conservatory
New residential areas
Ministries
Shopping center
Developments public transport facilities in the city center
and station area since 1960s:
Conversion of old Staatsspoor Station to Central Station (CS)
public transport hub for train, tram and bus (1971-1976)

Rerouting of tram lines in the station area and construction

of tram viaduct over CS (1971-1976)

Upgrading of the tramway system of The Hague with new

alignments for tram lines and tram tunnel in city centre (1995-2006)

Renovation of CS including modified tram viaduct (2011-2012)

Introduction of RandstadRail light rail system (2006)

New terminus for RandstadRail metro from Rotterdam at CS (2013-2015)

Fluwelen Burgwal Kalvermarkt in 1973
Same location in 2015
From above

x
Introduction
After WW II the tram system was deteriorated but the city retained
and improved the system, closed under-used lines and built line
extensions to new residential and business districts in The Hague
and suburbs.

After a period of decline in the 1960s the tram became more

important in order to cope with the developments in The Hague and
growing urbanization in the region.
For the connection with new satellite city of Zoetermeer a heavy
railway line was built in the 1970s.
The Hague region is strongly connected with the Rotterdam region
and it became necessary to integrate the public transport in these
regions .
Population in The Hague
The population was growing but there was no space for enough for
.
expansion. In 1962 the government decided to convert the village of
Zoetermeer to a satellite city (currently 125,000 inhabitants).
In the mid-1960s the government moved governmental services from
The Hague to regions in the country with economic problems.
In 1960 - 1980 the population reduced from 600,000 to 440,000 people
moved to the suburbs due to reduced investments in housing and
deterioration of the inner city.
After 1980 the population was growing again to more than 500.000
due to urban renewal and new residential areas.
The city center became more popular (leisure, shops) and developed
into an important office district including ministries.
Urbanization in Haaglanden Region

Built-up area 1950 Built-up area 2010

Mobility
Large traffic problems were caused due to increasing number of
.
commuters, private car use and reduced use of public transport.
In 1969 The Hague announced a package of (phased) measures for
rationalization and reorganization of the tram:
Under-used tram lines should be closed;
Lines with high patronage should be bundled;
Tram operated on segregated tracks (incl. tunnels and viaducts)
should be the main carrier to serve new residential districts;
Expansion of the tram with a light rail connection to Zoetermeer.
Instead of light rail a heavy railway line to Zoetermeer was built,
start construction in 1972 and opening in 1977, operated by NS.
The construction of important tram extensions to new residential
districts was conducted in the 1970s and 1980s.
HTM Tram and Light Rail Network (2015)
Tram 97 km
RandstadRail 32 km
140 double articulated city trams
72 Regional RandstadRail trams

Tram 97 km
RandstadRail 45 km
500 stops
Light Rail

Definition by UITP )

Light Rail (Stadtbahn, Metro Leger) is a rail-borne

form of transport which can be developped in stages
from a modern tramway to a form of transport
operating underground or on viaducts.
Each stage of the development can be the final
stage, but should permit further development to a
next higher stage.

) International Association of Public Transport

Light Rail worldwide

According to the UITP:

Today, there are about 400 light rail systems in
operation worldwide;

60 light rail networks are under construction and

another 200 are planned.
City tram: street operation in city center
Segregated (lawn-) track in outskirts
City tram in tunnel in city center
Light Rail at transport hub The Hague Central
Light Rail on viaduct in office district
Light Rail and bus sharing bus-tram lane
Urbanization in the regons 4

The strongly growing urbanization between The Hague, Rotterdam

and Zoetermeer required an appropriate regional rail system.

Two railway lines between the cities were converted to a light rail
system serving the city of The Hague and the surrounding region
and strongly connected with the Rotterdam Region.

Due to the flexibility of tram and light rail the Hague tram system
formed the basis of this new RandstadRail system , integrated with
the tram network in The Hague and the metro in Rotterdam.
The Hague tram system is not a separate system anymore.
Its future is determined by the authority Metropolitan Region
Rotterdam The Hague recently established for further
improvement of collaboration between the two regions.
Metropolitan Region Rotterdam The Hague
Metropolitan Region Rotterdam The Hague

Metropolitan Region Rotterdam The Hague

Surface 1213 km
Municipalities 24
Inhabitants 2.200.000
Residences 1.000.000
Employment 1.000.000
% of Dutch GNP 26

Netherlands
Surface 41.000 km
Inhabitants 16.800.000
Provinces 12
City Regions 72
Municipalities 400
Main cities and rail networks in MRDH
The Hague
Seat of the Dutch government
Capital city of the province of South Holland
Third-largest city after Amsterdam and Rotterdam
Population of 515,880
Integrated tram/light rail network (HTM) 128 km

Rotterdam
20km south of The Hague
Europe's largest port and 10th largest in the world.
Population of 624,799.
Tram network (RET) 75 km
Metro network (RET) 78 km
Cooperation in MRDH
Five policy areas
Spatial planning / urban and rural development
Housing
Economic Affairs / acquisition
Environment
Mobility and transportation

MRDH is responsible for mobility in general (all traffic and transit

modes) in the south western part of the province of South-Holland.
Mobility is financially supported by the central government.
MRDH is responsible for how the budgets will be used.
Financing by central Government

Ministry

Mun. Mun. Mun. Mun.

Before 2000
Budgets for infrastructure and public transport operations
from Ministry of Transport to municipalities
Ministry decides on size of subsidies
Each municipality competes with its neighbours
Financing by central Government

Ministry

Region

Mun. Mun. Mun. Mun

Since 2000
Budgets for infrastructure and public transport operations
decentralised to regions
Exception: large projects financed directly by minister
Municipalities decide together on spending
Budget The Hague Region in 2012: 360 million
Broad goal-oriented grant (BDU)
An annual broad goal-oriented grant is provided to provincies and regional
authorities for implementation of the integral traffic and transport policy in
accordance with the law BDU Verkeer en Vervoer (2004).
By combination of funds for specific objectives (e.g. roads, bridges, public
transport) the financial reponsibility for established transport and traffic
policy are transfered to the level of local governments and authorities.
Considerations for the transport and traffic policy are made at the level
where problems occur.
Objectives:
More effective spending of financial means
Better acceptance of policy
Appreciation of performance of public transport systems
To prevent bureaucracy

Large projects are financed by the central government.

Infrastructure developments in MRDH
(large projects financed by the central government)

Betuwelijn for freight transport

Expansion of Rotterdam metro system by conversion of

the commuter railway to Hoek of Holland

Highway projects (e.g. A4, Botlek area)

Renovated railway station Rotterdam

High speed railway line Amsterdam-Paris

Railway in tunnel in Delft

RandstadRail initiatives
From a traditional tram system to an integrated light rail
system in the Metropolitan region Rotterdam The Hague.
Initiative of public transport companies
NS heavy rail operator
HTM local PT operator in The Hague region
RET local PT operator in Rotterdam region
WestNederland regional bus operator

Why light rail?

Most proper rail system to provide public transport with many
direct connections between origins and final destinations in cities
and surrounding regions.
Objectives
Better services in the region of The Hague and Rotterdam
- more through connections into cities
- excellent accessibility
Integration of existing rail infrastructure of:
- Railway between The Hague, Zoetermeer and Rotterdam
- Metro in Rotterdam
- Tram in The Hague
System should fit within urban environment
- low platforms The Hague
- high platforms in Rotterdam metro system

Increase of patronage by 70% between 2005 and 2010

From 22 mio passengers to 37 mio passengers per year
History
1988 Start of studies by 4 operators
1995 Proposal of operators accepted by 4 governments:
Ministry of Transport, Province of Zuid Holland
Municipalities of The Hague and Rotterdam
1995 Elaboration of RandstadRail by the 4 governments.
The 4 operators were not allowed to participate because of
the future open market and tendering conditions
1995 Consortium of 4 operators start independent elaboration of
the RandstadRail project
1999 Governments decide to appoint combination of operators of
The Hague (HTM) and Rotterdam (RET) preferred operator
for the first concession period (2006 - 2017)
2006 Start of operation
Sprinter operation before start of RandstadRail
Conversion of heavy rail to RandstadRail
Integration of three different systems

Operator/network NS RET HTM

Track gauge (mm) 1435 1435 1435
Track layout wide intermediate narrow
Track segregation auton. auton. mixed
Voltage (Vdc) 1500 750 600
Signalling & ATP yes yes no
Platform height (mm) 800 1000 300
Vehicles/trains
- Length (m) 50-150 60-120 30
- Width (m) 2.90 2.65 2.35
Hybrid System
Branches Hofpleinlijn Zoetermeerlijn
Track layout intermediate narrow
Track segregation auton. mixed
Total line length (km) 23 30
Voltage (Vdc) 750 600/750 *)
Signalling & ATP yes yes/no **)
Platform height (mm) 1,000 300
Vehicle width 2,70 2,65
Vehicle-Train Length (m) 45-90 37-75

*) in/outside city; **) auton. infrastructure or tram sections

Track sharing between LvNOI and Leidschenveen:

- Dual-height platforms with two heights: 300 and 1,000 mm
- Common signalling and ATP
RandstadRail Network

The Hague Zoetermeer

low floor LRV

The Hague Rotterdam

high floor metro
RandstadRail Vehicles
HTM low floor RR-vehicles
type Alstom Regio Citadis
for operation on tram
infrastructure in The Hague

RET high floor RR-vehicles

type Bombardier Flexity Swift
for operation on metro
infrastructure in Rotterdam
RandstadRail Infrastructure Projects
Conversion and extension of Infrastructure
Renovation and conversion of existing tramlines
New connection in The Hague (Apeldoornselaan)
Construction of depot and new workshop
Construction of tunnel in Hague inner city
Construction of 700m long viaduct section Beatrixlaan
Swap of heavy and RandstadRail tracks at LvNOI
New stations/stops
Tunnel between Rotterdam CS and Kleiweg
Complete replacement of track and signalling
Conversion voltage on heavy rail sections from 1500 to 750 Vdc

Total costs:1,200 Mil. Euro

financed by central government by 80%
financed by local governments by 20%
City tram and regional tram share tracks
RandstadRail in Haaglanden
RandstadRail to Rotterdam
HTM regional tram and RET metro share tracks
Lessons learned and Recommendations
No single mode of passenger transport can satisfy the divers needs
of a metropolitan area;

Public transport should be based on a door to door approach with

integrated multi-modal networks with few transfers.

Tram or light rail systems are complex compositions of vehicles,

infrastructure and operational organizations with many interfaces
due to integration with urban environment, roads and buildings;

Integration in existing complex environments is very well possible

with tram and light rail, better than any other mode of railtransport;

Collaboration between municipalities involved is a must;

Lessons learned and Recommendations
Establish requirements based on the conditions including clear
laws, regulations and standards;

Dont invent the wheel again but dont copy other systems either;
Success in one city is not a guarantee for success in another city.

Look around in the world, use other operators experience acquired

over many years, knowing the interfaces between components of the
light rail systems (e.g. vehicles and tracks);

Establish cooperation with other operators for example by UITP

membership of; (e.g. usergroups) and involve own industry;

To be successful: take enough time for development of the light rail

system including operational and maintenance organizations;
Thank you for your attention