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Issue 1 2012 / 6 February 2012 /
Since 2006, infra-manager ProRail has been keeping the Dutch rail free from Head Checks by grinding the rails in an Anti Head Check profile. Head Checks (HC) are rail defects that are created by wheel-rail contact. These can be serious safety threats. I obtained my doctorate in 2010 with the dissertation titled ‘Design of an Anti Head Check profile based on stress relief 1,2. I designed a rail profile that saves ProRail €50 million of maintenance costs for the rails per year. This rail profile made the volume of HC decrease by over 70% since late-2008. Head Checks are becoming extinct in the Netherlands.
In the Netherlands, approximately 70% of the total annual maintenance budget is spent on rails, including foundation, sleepers, ballast, constructions and switches3. Rails may seem to be simple elements, but they deserve ample attention. The wheel-rail contact is the force that brings the degeneration of both separate systems together. All failing mechanisms can eventually be brought down to this dynamic contact system. This also played a role in the serious and fatal UK rail accident in 2000 at Hatfield, where rails affected by HC broke down.
Shocked by this, infra-manager ProRail took a look at the situation in the Netherlands. Inspections proved that here HC was a serious problem as well: 10% of the curves (rails) appeared to have been affected. The safety, reliability and availability of the rails was in danger. The problem increased and expo – nentially grew each year. In the peak year 2004, ProRail spent €50 million on fighting HC. (more…)
Issue 1 2011 / 15 February 2011 /
Imagine: six intercity trains, six regional trains and two freight trains per hour in the morning and evening peak hours. In September 2010, the Dutch rail industry carried out a unique test named ‘Each ten minutes a train (ETMET)’ on a mainly two-track route. In a special interview for European Railway Review, Erik Sigger (NS) and Peter van Waveren (ProRail), Project Management of ETMET, explain that although this is the dream of every train passenger, is it really possible?
The answer seems to be yes, provisionally, because with a structural introduction of this metro-like system, there are a lot more factors than just arranging extra trains and staff, as was discovered by Dutch Railways (NS), infrastructure manager ProRail and the united freight railway undertakings Royal Dutch Transport Federation (KNV). (more…)
Issue 1 2010, Past issues / 28 January 2010 /
In Issue 1 2009 of European Railway Review, an article was published about how ProRail expects to realise a growth of 50% by applying a new approach. This approach is known as the Triple A. In this article, I will discuss the progress since January 2009, but I will first give a brief outline of the scope of Triple A. (more…)
Issue 1 2009, Past issues / 23 January 2009 /
As Arriva Nederland moves into its 11th year, the business reflects on a decade of expansion and delivery for its customers. When Arriva entered the Dutch transport market in January 1998 with the acquisition of two bus companies – Vancom Nederland and Veonn & Hanze – it was relatively unknown in the country.
Now it is one of the country’s top three private bus operators and the Netherlands’ largest private rail operator.
This change, from being a newcomer in the liberalising European transport market to a key player both in terms of breadth of operations and transport policy opinion, has been achieved through a comprehensive business strategy and a dedicated team of employees.
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Issue 1 2009, Past issues / 23 January 2009 /
Not only does Europe have shared cultural roots but it should also cooperate at political and economic levels. This ‘European idea’ was a driving force behind the establishment of the European Union. I am particularly pro-European – no doubt this has something to do with my place of birth, Limburg, which lies between Germany and Belgium. My love for Europe was further stimulated during my time as a Member of the European Parliament. So, it is not strange that the key principle of the European idea – cooperation – constitutes the core of my vision of freight transport by rail.
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Industry Focus 2008, Past issues / 28 December 2008 /
One of the most important developments in the last decade was the large scale application of slab track. This is in particular the case for high-speed tracks. In countries like The Netherlands, with very soft soil conditions, classical high-speed tracks could only be realised without massive soil improvements via grouting and deep mixing.
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Issue 4 2008, Past issues / 1 August 2008 /
Passenger traffic in the Netherlands has grown by approximately 3% over recent years and it is expected to continue increasing in the foreseeable future. There are many stations in the Netherlands, a large proportion of which were built after the Second World War and they lack the capacity to cope with the expected growth. Old tunnels and walkways are too narrow, platforms are too short and station halls are too small. The modern-day traveler expects a high level of convenience, comfort and visual appearance.
ProRail, the Dutch railway manager and builder, is currently working in close cooperation with several parties to ensure the modernisation and development of eight major stations and their immediate surroundings.
The need to develop stations has been accelerated by the construction of the HSL-Zuid, the Dutch section of the European network of high-speed lines. This route runs from Amsterdam via Schiphol and Rotterdam to the Belgian border and has connections to The Hague and Breda. With this new line, trains will reach top speeds of up to 300km/h and the Dutch government hopes many economic opportunities will arise. The surrounding areas of the HSL-Zuid route are already top locations for the establishment of international companies. (more…)
Issue 2 2008, Past issues / 8 April 2008 /
European cities are linked by an increasing amount of high-speed transport routes that satisfy growing demand for mobility. Ecological and economical/political aspects are also of immense importance to the expansion of the European high-speed transport network.
The Netherlands’ connection to the high-speed network takes Europe another step closer to a form of safe, reliable and border-free mobility, satisfying very stringent ecological and economic requirements.
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Issue 1 2008, Past issues / 29 January 2008 /
In 1990, a goods train travelled along the single track, cross-border line connecting the Dutch city of Maastricht and the Belgian town of Lanaken. At that time, it was known to be the last goods train to ever travel on the track. However, this 6km long goods line is now being reactivated with support from the European Union. Following an administrative decision-making process that took several years, and extensive debate concerning usefulness and necessity, finance and conservation, the planning decision was finally taken in 2007 to reopen the line. The rail link, which is to provide access to a new business park near Lanaken, is due for completion in 2010.
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Issue 1 2008, Past issues / 29 January 2008 /
For NS (Netherlands Railways), sustainability is becoming more and more important in the way the railway company does business. Recently, Mr. Aad Veenman, CEO of NS, stated new and ambitious goals in this field for 2020. Emissions of CO2 will be reduced by 20%, independent from business growth. The energy saving per seat-kilometre will also be reduced by 20%. From January 2008, the share of sustainable energy has been increased from 5 to 10%.
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Issue 5 2007, Past issues / 26 September 2007 /
Achieving high levels of rail system reliability in all the phases of the life cycle at an optimal cost requires sound information, robust risk based analysis, proper implementation of asset management activities and on-going critical review.
Major rail organisations are actively interested in moving towards an ‘intelligent railway’ – monitored more effectively, at increased frequency and with the resulting information providing key input to the improved management of the railway assets. Monitoring can lead to large cost savings and increased operational reliability of both trains and track. Monitoring for maintenance purposes has been standard practice in aviation since the 1970s, but is still less common in many parts of Europe’s rail network. While some systems have had remote monitoring to some degree (e.g. telecommunications systems), other railway assets have been less well served.
In the drive for the intelligent railway, the Gotcha system is making a major contribution. (more…)
Issue 4 2007, Past issues / 30 July 2007 /
ProRail manages an installed base which has an estimated replacement value of more than €30 billion. Tracks and turnouts are a significant part of the pie, amounting to more than €8 billion. Moreover, they consume more than 50% of total maintenance costs and 75% of renewal costs due to their usage-based, relatively rapid deterioration pattern and high cost of installation. Last but not least, track and turnouts, and especially high-speed turnouts are important because they are sources of failure and traffic disruption. This is why ProRail develops policy plans for track product and maintenance management.
This article briefly drafts ProRail’s product management and maintenance policy, which aims to deliver optimum performance levels of tracks and turnouts. The policy is a formal working document within ProRail, which sets out which track products, standards and maintenance strategies deliver best value for money1. (more…)
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