Advisory Report “Light rail” Groep 7 Serena van Amersfoort Christiaan Brouwer Pieter Elsinga Lobke Jansen Robbert Vossers
Mar 25, 2016
Advisory Report
“Light rail”
Groep 7
Serena van Amersfoort
Christiaan Brouwer
Pieter Elsinga
Lobke Jansen
Robbert Vossers
Advisory report: Lightrail 2
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
Advisory report: Lightrail 3
Table of contents
Summary (Dutch) Page 4
Foreword Page 5
Introduction Page 6
1. Inventory of parties Page 11
a. Stakeholders
b. Field of Force Analysis
2. Plans & Policies Page 15
a. Regional business area Apeldoorn south
b. Public transport in the Stedendriehoek
c. Policies
3. Environmental Page 17
a. Sound
b. Air pollution
4. Financial feasibility Page 18
a. Track
b. General costs and revenues numbers
c. The degree of cost cover
5. References Page 22
a. Brussels
b. Veendam
6. Advisory Page 23
List of sources Page 28
Advisory report: Lightrail 4
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.
Advisory report: Lightrail 5
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
Advisory report: Lightrail 6
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 7
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.
Advisory report: Lightrail 8
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)
Advisory report: Lightrail 9
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.
Advisory report: Lightrail 10
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.
Advisory report: Lightrail 11
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.
Advisory report: Lightrail 12
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.
Advisory report: Lightrail 13
1.2 Field of Force Analysis
Stakeholder/type Scale Roles Responsibility Stages
Stedendriehoek
Politics
Regional
Coordination between
the three cities
Apeldoorn, Deventer,
Zutphen.
Stedendriehoek has the
leading role in this
project.
Initiator and controller
of the project.
Entire project
Inhabitants
Stedendriehoek
Inhabitants
Regional Inhabitants have to
travel with the light rail
and feel the
consequences in the
liveability.
Cooperation and
ideas.
Entire project and after
its finished
NS
Public
Transport
Regional/national NS has a big role. Light
rail is probably using
the rail of NS. NS has
to negotiate with
Stedendriehoek and
other transport parties
Cooperation with other
public transport parties
Entire project
Prorail
Public transport
Regional/national 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.
Enough travelers are
useful to consider the
project
When the light rail is
realized
Economical companies
Companies
Regional/national
Economical companies
maybe want to
investigate in the
region with light rail.
Companies has to
investigate in the
region
After the project
Environmental parties
Companies/Politics
Regional
The environment is
important for the
development of the
light rail
To protect
environmental issues
Entire project
Advisory report: Lightrail 14
Province Gelderland,
Overijssel and European
Law
Politics
Regional/national The provinces Gelderland
and Overijssel have to
cooperate and negotiate
with other partners.
Has together with
Stedendriehoek and
national politic the task
for coordination and
money
Entire project
The Ministry of
transport, public works
and water management
(VenW)
Politics
National
Is a national stakeholder
in this project. Has
interests on national level
Has together with
Stedendriehoek and
national politic the task
for coordination and
money
Entire project
The ministry of housing,
spatial planning and the
environment (VROM)
Politics
National
Is a national stakeholder
in this project. Has
interests on national level
Has together with
Stedendriehoek and
national politic the task
for coordination and
money
Entire project
Veluwse stoomtrein
maatschappij
Regional This organization is the
owner of the existing rail
that we want to use for
the light rail.
Responsible for the rail
Apeldoorn-Dieren
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.
Advisory report: Lightrail 15
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 )
Advisory report: Lightrail 16
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)
Advisory report: Lightrail 17
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.
(Source: http://persbericht.nl/inp/2006/11/1104U196.htm)
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)
Modality Space
(m2/100.000KM)
Carbon dioxide
(grams/ travellers KM)
Car 167 150
Bus 3.5 80
Tram/Metro/Lightrail 3 - 5.5 80
Stopping train 10.7 60
High Speed Train/ Intercity 9.9 40
Advisory report: Lightrail 18
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.
Advisory report: Lightrail 19
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.
Advisory report: Lightrail 20
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.
Advisory report: Lightrail 21
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.
Advisory report: Lightrail 22
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 in-
depth 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.
Advisory report: Lightrail 23
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.
Advisory report: Lightrail 24
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.
Advisory report: Lightrail 25
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.
Advisory report: Lightrail 26
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.
Advisory report: Lightrail 27
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.
Advisory report: Lightrail 28
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
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