HSL Zuid
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The HSL Zuid or in long form Hogesnelheidslijn Zuid is the Dutch part of the high-speed railway line Schiphol - Antwerp , which connects Amsterdam ( Netherlands ) and Antwerp ( Belgium ). The Belgian part is called HSL 4 . The 100-kilometer, double-track line is designed exclusively for passenger traffic.
The line was officially opened on September 6, 2009, and passenger train services between Amsterdam and Rotterdam began on September 7, 2009. International traffic from Amsterdam via Rotterdam to Antwerp and on to Brussels and Paris started in December 2009.
course
Belgian border - Rotterdam
The Belgian section of the Antwerp route is connected to the HSL-Zuid near the town of Meer . From there it continues along Autobahn 16 past Breda , where there is a junction into the city in both directions. North of Breda, the high-speed line runs parallel to Autobahn 16 and the old railway line and crosses Hollands Diep near Moerdijk over a new bridge. While the motorway and the old route branch off to Dordrecht , the high-speed route passes under the Dordtse Kil in a tunnel directly behind the bridge and bypasses Dordrecht in the west via the Hoeksche Waard . Another tunnel is then used to cross under the Oude Maas before the high-speed line joins the existing railway line and Betuweroute at Barendrecht . In Rotterdam , the Willemsspoortunnel crosses under the Nieuwe Maas , then trains reach Rotterdam Central Station .
Rotterdam - Amsterdam
A new line begins again behind Rotterdam Central Station; The northern outskirts are crossed with a tunnel, then you pass Bergschenhoek , Bleiswijk and Zoetermeer . Between Hazerswoude and Hoogmade , through the Groene Hart (“green heart”), the route runs in a seven-kilometer tunnel to protect the landscape. Another route variant was also discussed here, along the A4 and A13 motorways . Behind the Groene Harttunnel the high-speed line meets the A4 and follows it to Roelofarendsveen . Then she changes to Nieuw Vennep , where she meets the Schiphollijn (railway line Amsterdam - Leiden ); the new line ends here. Trains continue to Amsterdam Centraal via Amsterdam Airport .
The HSL Zuid is linked to the rest of the network at five points.
history
In 1986, at a ministerial conference, a core resolution was passed on a high-speed line. The project was presented to the Dutch parliament in 1991 and initially rejected by the Ministry of Transport. It was not until 1996 that the HSL-Zuid was approved as a major project by Parliament and an agreement was reached with Belgium on the extension.
In the spring of 1999, the Dutch government approved the high-speed line as part of a Public Private Partnership (PPP). While the government wanted to finance the construction of the line in full (eight billion guilders), private partners should pay for the line equipment and maintenance. Start-up financing of around 1.5 billion guilders was expected from the winner of the tender for the operating license.
Construction work began in March 2000.
At the end of 2000, the four applicants for the operating license were named:
- Arriva Nederland and Deutsche Bahn
- Connexxion , CGEA- Connex and SJ International
- NS Reizigers , NV Koninklijke Luchvaartmaatschappij (KLM) and
Both the SNCF and the SNCB had previously withdrawn their own applications at short notice. After the prequalification, the detailed offers were submitted by the end of March 2011. On May 11, 2001, a letter of intent was signed in The Hague between the Dutch Ministry of Transport and Infrastructure and the Infraspeed consortium. For the provision of the infrastructure over a period of 30 years (five years of construction and 25 years of maintenance), performance-based payments of more than 2.5 billion euros were planned. It was the largest PPP contract ever awarded by the Dutch government. The opening of the Rotterdam - Antwerp section was planned for mid-2005, the Amsterdam / Schiphol - Rotterdam section for the end of 2005. At the beginning of July 2001, the Dutch Transport Minister Tineke Netelenbos and representatives of the project company (from NS, KLM, National Express Group) signed one Declaration of intent for operational management at HSL Zuid. The last still competing consortium of CGEA-Connex, Connexion and SJ had previously been eliminated. The signing of a management agreement for the period between 2006 and 2020 was expected on October 12, 2001. The line should go into operation in autumn 2006; Initially, 32 trains were to run daily between Amsterdam and Breda or Rotterdam. An hourly train pair should be extended to Brussels, half of these trains to Paris. Additional express connections should be set up between The Hague and Brussels and between Breda and Brussels.
During the construction of the Hollands-Diep Bridge, a worker was killed on April 25, 2003 when part of a supporting structure fell into the depths.
As a result of massive cost overruns at HSL Zuid and Betuweroute, the Dutch parliament launched an investigation at the end of 2003. At that time, a cost overrun of around 1.5 billion euros was expected. Numerous difficulties, especially with the ETCS - train control , led to multiple delays.
In November 2005 the Dutch Minister of Transport decided to equip the line exclusively with ETCS and to forego additional alternative train protection systems.
On December 21, 2005, a section of the HSL Zuid was driven under contact wire for the first time. The ES 64 U2-042 locomotive drove back and forth several times on the 45 km long section between Rotterdam and the Belgian border at up to 80 km / h.
In January 2006, a new speed record was set in Dutch rail traffic as part of a test drive in the Rotterdam - Breda section of 257 km / h. The traffic on the HSL Zuid should start in the southern section (between Rotterdam and the Belgian border) on April 1, 2006, in the northern section (Rotterdam – Hoofddorp) on April 1, 2007. On April 1, 2007, the 15-year concession come into force on the operation of the route.
During test drives, the Thalys PBKA unit 4305 set a new speed record for rail vehicles in the Netherlands at 331 km / h on February 26, 2006. The test drives with the Thalys began on February 14th.
In mid-2006 it became foreseeable that the commissioning dates could not be kept. The causes were delays in construction on the kilometer under the Green Heart as well as problems with signaling and train protection. With a four-month delay, the Infraspeed consortium handed over the section between the Belgian border and Rotterdam to the network operator ProRail at the end of July 2006 . At the end of 2007, the Dutch Transport Minister Camiel Eurlings announced that the route could not be opened in December 2007 as planned. Among other things, the still outstanding ETCS train control system, the lack of approval of the Traxx locomotives and the necessary cleaning of the Groene-Hart tunnel are opposed to approval. On December 22nd, 2006, the customer signed the acceptance report and the finished route was formally handed over to the Dutch Ministry of Transport. On April 1, 2008, the Ministry of Transport declared the route ready for operation so that test operations could begin.
The project costs (as of February 2009) were 7.2 billion euros, of which 194 million euros came from European Union funds . The line was built in a public-private partnership by Infraspeed , a holding company owned by five companies: Fluor Infrastructure (project management), Siemens Nederland (energy supply, ETCS, GSM-R), BAM PPP Investments Nederland (tracks, noise barriers), Innisfree PFI Continuation Fnud and HSBC Infrastructure . The Dutch government is funding the construction, operation and maintenance of the line for 25 years. The route is operated by the High-Speed Alliance (HSA), a joint venture between the Dutch State Railways (NS) and the airline KLM. The HSA is to pay a concession fee of 163 million euros for the operation of the line to the Dutch state over 15 years.
In 2004, a consultancy brought in had warned that passenger forecasts were too high by around 25 percent and the associated losses.
In 2015, the project costs were estimated at 11 billion euros. An investigation report submitted by the Dutch Parliament on October 28, 2015 came to the conclusion that when the decision to build HSL Zuid was taken in 1996, there was no strategy for its operation and that there were no proper contracts with Belgium. In the further course of the project there was a lack of cooperation between the various ministries, NS and SNCB. Everyone involved pursued their own interests and did not have the overall system in mind. An involved ministry had insufficiently and sometimes incorrectly informed parliament. The second chamber of the Dutch parliament, which is actually responsible for overseeing the project, warned but did not take any action. As a result of the report, Infrastructure Minister Wilma Mansveld resigned.
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Since the AnsaldoBreda V250 trains ordered in 2004 were not available in time for the opening of HSL Zuid, HSA began using conventional trains on the route. For this purpose twelve Bombardier TRAXX multi-system locomotives (class 186) were rented from Angel Trains International ; their maximum speed is 160 km / h. NS passenger coaches of the class ICRm were converted as wagons . These compositions have been running every hour between Amsterdam and Rotterdam since September 2009 and then every half hour, and Breda has also been served every half hour since April 2011 . Operations began under the brand name Fyra , and the trains have been running as "Intercity Direct" since December 2013.
The Thalys high-speed train , which connects Amsterdam with Brussels and Paris, has been running the full length of the route since December 2009. The maximum speed of 300 km / h was initially only reached south of Rotterdam, the northern section followed in June 2010. The travel time between Amsterdam and Antwerp was reduced to 1:14 hours, between Amsterdam and Brussels to 1:52 hours, about 1 Hour faster than the old route.
With the timetable change on December 9, 2012, the Fyra connection from Amsterdam to Brussels was started with the V250 high-speed train with 10 (instead of 16 planned) return journeys. Due to technical problems with the vehicles, operations were stopped again on January 18, 2013.
Since the Belgian and Dutch railways no longer wanted to operate the AnsaldoBreda trains , locomotive-hauled trains were used again for domestic traffic.
Domestic traffic on the high-speed route from Amsterdam via Rotterdam to Breda has been operated as "Intercity Direct" with locomotive-hauled trains since the end of 2013, and the connection to Belgium as "Intercity Brussel". In addition, Thalys uses the route in international traffic.
To cover the need for locomotive-hauled trains, NS ordered 19 of its own Traxx locomotives (F160MS) in December 2013, which had been delivered by February 2015. Since another order for 26 Traxx was delivered in 2016, trains have been hauled with one locomotive on each side. In cross-border traffic, trains can be seen that have a Traxx locomotive from the NS on one side and a Traxx from the Belgian SNCB on the other end.
New multiple units, known as the Intercity Nieuwe Generatie (ICNG), with a top speed of 200 km / h, are scheduled to run on the route from 2021. A version that is also equipped for the Belgian power grid was ordered in 2017 for test purposes in two copies. Another 18 multiple units of this type will be delivered by 2025.
The commissioning of the route freed up capacities in the western part of the existing Dutch network that are used for regional traffic.
technology
The line was equipped with ETCS Level 2 (first SRS 2.2.2 , then SRS 2.3.0 ) from Siemens and Alcatel SEL . For the first time in Europe, a change between two national ETCS Level 2 systems at 300 km / h was planned between HSL 4 and HSL Zuid, which led to difficulties when changing between the ETCS line control centers at the border crossing. The SAHARA protocol is used for communication between the interlockings and the ETCS centers . In the planning phase of HSL Zuid, 17 different variants of train control systems were considered. ETCS Level 1 is used as the fallback level .
The electrification of the line was supported by the SNCF as part of a temporary technology transfer .
See also
Web links
- HSL Zuid. In: Structurae
- Photos from the test phase and commissioning of the high-speed line. Peter Honig's private website
- Information about the route, on the Prorail.nl website ( memento of July 8, 2013 in the Internet Archive ) (Dutch)
- Andreas Gebbink: The HSL-Zuid high-speed line. In: NetherlandsNet - information portal about the Netherlands. University of Münster , December 2009, accessed on August 29, 2013 (detailed description of the route, construction, financing, travel time, tariffs).
Individual evidence
- ↑ a b What happens next with traffic via HSL Zuid? . In: Eisenbahn-Revue International , Issue 5, 2010, ISSN 1421-2811 , p. 226 f.
- ↑ Traffic started on HSL Zuid . In: Eisenbahntechnische Rundschau , Issue 10, 2009, p. 538.
- ↑ a b NS Hispeed launches HSL-Zuid services. Railway Gazette International , September 7, 2009, accessed February 11, 2011 .
- ↑ a b Report incident during the construction of the HSL-Zuid . In: Eisenbahn-Revue International , issue 7/2003, ISSN 1421-2811 , p. 314.
- ↑ a b c d e Peter Badcock: Dutch wait for HSL South to bloom . In: International Railway Journal, Volume 49, Issue 2, February 2009, pp. 16-19.
- ^ Announcement PPP model for Dutch high-speed rail . In: Eisenbahn-Revue International , issue 5, year 1999, ISSN 1421-2811 , p. 211
- ↑ Andreas Gebbink: The high-speed line HSL-Zuid. In: NetherlandsNet - information portal about the Netherlands. University of Münster , December 2009, accessed on November 20, 2019 .
- ↑ Notification of prequalification for the Dutch HGV . In: Eisenbahn-Revue International , issue 12/2000, ISSN 1421-2811 , p. 548.
- ^ Announcement Siemens involved in HSL Zuid . In: Eisenbahn-Revue International , Issue 8–9 / 2001, ISSN 1421-2811 , p. 369.
- ↑ Announcement preliminary decision for HSL-Zuid . In: Eisenbahn-Revue International , issue 11/2001, ISSN 1421-2811 , p. 486.
- ↑ Notification of expensive new lines . In: Eisenbahn-Revue International , issue 1/2004, ISSN 1421-2811 , p. 26.
- ↑ a b c d HSL Zuid: high-speed line with slow traffic . In: Eisenbahn-Revue International . Issue 3/2006, ISSN 1421-2811 , pp. 128-130.
- ↑ Message HSL Zuid drive on electrically . In: Eisenbahn-Revue International . Issue 2/2006, ISSN 1421-2811 , p. 82 f.
- ↑ a b Report HSL-Zuid: Delays again . In: Eisenbahn-Revue International . Issue 7/2006, ISSN 1421-2811 , p. 356.
- ↑ Report 331 km / h on the HSL-Zuid . In: Eisenbahn-Revue International . Issue 4/2006, ISSN 1421-2811 , p. 193.
- ↑ Reports International . In: Eisenbahn-Revue International . No. 10 , 2006, ISSN 1421-2811 , pp. 516 .
- ↑ HSL-Zuid: No opening in December . In: signal + wire . tape 99 , no. 12 , 2007, ISSN 0037-4997 , p. 41-42 .
- ^ A fiasco all round . In: Railway Gazette International . tape 171 , no. 12 , 2015, ISSN 0373-5346 , p. 23 .
- ↑ Eerste officiële Fyra uit Breda vertrokken : Treinreiziger.nl of April 4, 2011, accessed on January 20, 2013.
- ↑ Netherlands: Fyra becomes “Intercity Direct” eurailpress.de, November 15, 2013
- ↑ Faster to Belgium in the ICE . In: Eisenbahn-Revue International , 2009, Issue 8–9, p. 412
- ↑ Thalys: "Slight decline in sales in the first half of the year" (PDF; 169 kB). Press release from July 16, 2009
- ↑ Eurailpress editorial staff: Netherlands: NS orders 18 more ICNG-B as Fyra replacements. In: eurailpress.de. August 6, 2019, accessed November 20, 2019 .
- ↑ a b Chris Jackson: ERTMS moves on: 'there is no way back' . In: Railway Gazette International . tape 163 , no. 10 , 2007, ISSN 0373-5346 , p. 608 f .
- ^ A b Roger Hall: ETCS vehicle equipment in the Netherlands . In: signal + wire . tape 98 , no. 9 , 2006, ISSN 0037-4997 , p. 6-10 .
- ^ Jean-Jacques Gehrenbeck: Cross-border operation at 300 km / h . In: signal + wire . tape 99 , no. 3 , 2007, ISSN 0037-4997 , p. 32-35 .
- ↑ Hans-Werner Renz, Marcus Mutz: Coupling signal box / train protection with a new high-availability interface . In: signal + wire . tape 97 , no. 12 , 2005, ISSN 0037-4997 , p. 35-39 .
- ↑ News update shortly . In: Eisenbahn-Revue International , issue 10/1998, ISSN 1421-2811 , p. 436.