The Hague – Rotterdam rail will have a frequency of one train at each 10 minutes with the beginning of the new timetable, starting December.
This increased frequency is due to the completion of the 5 km track expansion between Rijswijk and Delft Campus, from two tracks to four tracks, which will soon secure the green light for additional Sprinter train services.
The extra trains will not be able to stop at all stations between Rotterdam and The Hague Central with two of the six sprinters per hour will have to skip Schiedam Centrum station. The other Sprinter trains will continue to run according to the current timetable and will stop at every intermediate station.
The Dutch rail infrastructure manager, ProRail, will fully complete the works along the Hague – Rotterdam rail at the beginning of the next year, due to a shortage of staff the contractor is facing. The initial deadline to complete the civil works was set for the end of 2024.
The renewal of the track between Rotterdam and Delft Campus has not yet been completed and ProRail is working hard to limit the extra period of work at the beginning of 2025.
Running more trains has an impact on the railway embankment and it was expected that measures would be needed between Delft Campus and Schiedam to improve the railway embankment. Research shows that the impact of the frequency increase on this route is less than previously expected. Research developed by ProRail has now shown that the frequency increase on this route has less impact on the so-called track stability than was previously expected. According to ProRail, it is also possible and safe to no longer implement the planned temporary speed limit of 120 km/h, intended to ensure track stability between Delft Campus and Schiedam Centrum, in the upcoming timetable. ProRail is now conducting further research into the nature and scope of an alternative package of measures.
In 2018, it was announced that the Dutch Government invests EUR 300 million to increase service frequency and capacity on The Hague – Rotterdam rail connection. In November 2019, the upgrade and expansion project started with the quadrupling the section between Rijswijk, south of The Hague, and Delft South.
The quadrupling of Rijswijk – Rotterdam rail line is part of the High-Frequency Rail Transport Programme (PHS – Programma Hoogfrequent Spoorvervoer), ProRail is adapting the track in such a way that 8 intercity trains and six sprinters per hour can run on this route in each direction. This means that the waiting time at the stations for the next train will be significantly reduced and freight traffic will also benefit from increased capacity.
PHS aims to achieve high-frequency rail transport for passengers and additional space for freight transport on seven corridors. The additional capacity has already been partly realised and will gradually become available in the coming years. This is of great importance in order to be able to accommodate passengers and freight transport in the future. PHS is also laying the foundation for the development of the 17 residential areas and is making further development towards the Future Vision for Public Transport possible. The planned frequency increases are also part of the Main Line Network (HRN) concession from January 1 2025, to December 24 2033 with NS.
High-Frequency Rail Transport Programme is in full swing and since the 2018 timetable the-minute trains have been gradually introduced on routes including Amsterdam – Utrecht – Eindhoven and Arnhem – Utrecht – Schiphol – Leiden – The Hague – Rotterdam. These trains were temporarily scaled down during the pandemic and are now being reintroduced step by step, the Ministry of Infrastructure and Water Management says in the PHS report published on October 1, 2024.
Under the PHS programme, ProRail has started the construction work on the Meterenboog and Den Bosch-Vught, including the work on the temporary track in Vught to be able to build a section there. Activities for the Rijswijk – Rotterdam and Amsterdam Central projects, with associated outages and adjustments to the timetable are also implemented and work for the expansion and partial renovation of Nijmegen station started.
The PHS programme has a potential deficit. This is the financial deficit if all cost increases and risks identified within the programme occur. The potential deficit has increased slightly from EUR 375 million to EUR 380 million. The choices in the 2025 budget have not yet been considered and in order to arrive at an appropriate potential deficit in this phase of PHS, measures have been taken, as part of the 2025 budget preparation, to bring the available programme budget into line with the budget requirement. Due to the various financial measures in the draft budget for 2025, the potential PHS deficit now amounts to EUR 117 million.
This level is appropriate for the financial size of PHS, the advanced phase of the programme and the issuing of the decision for the measures on the Alkmaar – Amsterdam corridor which, under the programme, will also enter works. In addition to this potential shortfall, there are also exogenous risks in view. If they all materialise, the consequences are estimated at approximately EUR 245 million. This potential setback is partly covered by the risk reserve of EUR 133 million.
The implementation of PHS programme continues, being clearly visible in Amsterdam, Vught, Nijmegen and between Rijswijk, Delft and Rotterdam. PHS will result in more trains and therefore more seats for passengers along these busy rail routes. Together with sector parties such as ProRail, NS, freight operators and involved authorities, the Ministry of Infrastructure continues to work to further prepare the railway for the future demand.
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