Annual Report. Rijkswaterstaat

Transcription

1 Annual Report Rijkswaterstaat 2013

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3 Annual Report Rijkswaterstaat 2013

4 Cover: Gabions on the A2 motorway noise barrier at De Meern.

5 Contents Foreword at a glance 6 2. Smooth and safe transport by road 10 Second Coen Tunnel and Westrandweg Smooth and safe transport by water 18 Zuid-Willemsvaart Protection against flooding 24 Strengthening the Hondsbossche and Pettemer sea dike Sufficient clean water 32 Markermeer-IJmeer Reliable and useful information 38 The Amsterdam Practical Trial Changes in the organisation 44 Haak om Leeuwarden Summary annual accounts

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7 Working together on innovative, sustainable solutions In this annual report we look back on In that year, we worked to maintain quality of life in the Netherlands and protect the country against flooding. We also ensured there was sufficient clean water, and that people could travel safely and smoothly from A to B. For Rijkswaterstaat, 2013 was a busy, dynamic year in which we focused on cooperation, innovation and knowledge development. At the same time, the economic downturn presented us with the challenge of carrying out our tasks on a smaller budget. To meet it, Rijkswaterstaat joined forces with market parties, knowledge institutions and other partners. This led to innovative solutions, enabling us to work more efficiently and sustainably, with the needs of our customers in mind. For example, we investigated ways of improving use of road capacity. Around Amsterdam, we carried out a large-scale practical experiment integrating communications, navigation and traffic management technologies. Of course, flood prevention has priority in our vulnerable country. We are therefore strengthening the last weak link on our west coast. Together with Hollands Noorderkwartier water authority we are working on the coast of North Holland to ensure it meets the delta safety level for the next fifty years. And we are using sand as our main building material. Working with less money to ensure greater quality for the users of public space, and society in general. That is the challenge we face. This annual report gives an impression of how Rijkswaterstaat met this challenge in By working with others on innovative, sustainable solutions to ensure greater safety, easier access and better quality of life in the Netherlands. mr. ing. Jan Hendrik Dronkers director-general, Rijkswaterstaat In North Brabant, we worked on the Zuid-Willemsvaart, a busy inland waterway. The canal is being widened, deepened and diverted in some parts. This will boost access by water, relieve congestion on the main road network and improve quality of life in s-hertogenbosch. The developments around the Markermeer-IJmeer show how we are investing in a sustainable living environment. We are investigating how to make the area ecologically healthy effectively, feasibly and affordably. At the same time, the Rhine and Maas river basins are undergoing a metamorphosis. Our Room for the River projects went full steam ahead in With these projects, creating more room for water goes hand in hand with the development of new nature and recreation areas. Annual Report

8 New wave-proof stone cladding on the Eastern Scheldt dike at a glance We all want to live and work in safety behind our dikes and dunes. We want to reach our destinations quickly and safely. We also want sufficient, clean water and to live in a country where use of space is planned properly. Rijkswaterstaat works hard to achieve these aims in its role as the executive arm of the Ministry of Infrastructure and the Environment. The effects of the economic crisis were increasingly felt in the Netherlands in Rijkswaterstaat was faced with the need to make severe cuts to the costs of managing and maintaining the national infrastructure. The second Rutte government also had to make some difficult choices, so that a number of Rijkswaterstaat s future road construction projects were postponed. At the same time, the government believes that safety and accessibility are crucial to the future of the Netherlands. The economic crisis has therefore had little visible effect on the scale of Rijkswaterstaat s output. Its turnover amounted to 4.8 billion euros in Rijkswaterstaat

9 Accessibility Mobility is expected to increase even more, not only in the short term, but certainly in the medium (2028) and long term (2040). To cater for growth, Rijkswaterstaat is working on a robust, cohesive transport system with sufficient capacity. It has given high priority to relieving congestion, especially around the mainports, brainports and greenports and on the main routes to our neighbouring countries. In 2013 too, Rijkswaterstaat invested substantially in accessibility by road. An additional 180 kilometres of road lanes came into use in 2013, again leading to fewer traffic jams on the main highway network. But there has been no further fall in congestion since October This means that, for the time being, maximum possible benefit has been gained from the extra lanes. Better use For further improvements to accessibility by road, Rijks waterstaat mainly focused on better use of existing capacity. Rush-hour lanes, for example, were kept open for longer and traffic flows spread more efficiently across the road network. We also worked with regional authorities, partners and private parties to produce customised regional accessibility packages for the busiest areas. By focusing on closer cooperation between road authorities and linking communications and traffic management technologies, traffic management was given the boost it needed to make better use of existing capacity. Inland shipping Logistics and transport are the backbone of the Dutch economy. Promoting inland shipping is therefore one of the second Rutte government s priorities. The second Maasvlakte was taken into use in More large container ships will now be able to put into Rotterdam. Larger and larger inland water vessels will be used to transport containers further into Europe. Main waterway network In 2013 Rijkswaterstaat worked hard to equip the main waterway network for larger inland waterway vessels. We will be spending the next few years widening, deepening and modernising the waterways at various locations. In 2013, Rijkswaterstaat also invested in vessel services traffic management, communications and logistics, in particular. For example, we started work on an integrated system to enable smooth, safe transit of goods between transport modalities. This will benefit not only our transport-oriented economy, but also spatial quality in the Netherlands. Infrastructure will be put to optimum use, while impact on the environment and the landscape will be kept to a minimum. Flood protection Rijkswaterstaat also worked hard in 2013 to protect the Netherlands from flooding. Work on the Room for the River and River Maas programmes continued at full steam. The two programmes will greatly improve flood protection in the Rhine and Maas river basins. With the second High Water Protection Programme, Rijkswaterstaat is working with water authorities to improve the primary flood defences the dikes, dams, dunes and storm-surge barriers that protect the country from inundation from the sea and the major rivers. Climate change not only calls for strategies to deal with surplus water, but also affects our water management policies in other ways. The summer of 2013 was dry. Rijks waterstaat responded by distributing the available water among all users. Dealing with periods of drought is a new challenge for the Netherlands. Cutbacks The infrastructure that Rijkswaterstaat manages was in order in However, the economic crisis forced us to make savings on management and maintenance costs. We now contract maintenance work on a larger scale and less expensively to private parties, and work more efficiently. A number of other cost-saving measures were also taken in For example, the lighting was turned off at night on certain road sections where it was safe to do so. Changes in the organisation Between now and 2015, Rijkswaterstaat wants to become a smaller, more effective and more flexible executive organisation, working for the entire Ministry of Infrastructure and the Environment. We want to serve our users better and work more efficiently with our partners. Concrete steps were taken in The organisational structure is now tailored to the organisation s primary processes. Rijkswaterstaat mission was also adapted and expanded in One of our new core tasks is to work on a sustainable living environment, and we have opted for a comprehensive approach. Work on infrastructure, spatial planning and the environment is increasingly planned and implemented in coordination. Annual Report

10 Main waterway network Main highway network 3,431 kilometres of canals and rivers 3,523 kilometres of waterways in open water 92 locks 316 bridges 3,058 kilometres of motorway 1,527 kilometres of access and exit roads and connecting roads 2,803 viaducts, 31 ecoducts 24 tunnels 754 bridges Main waterway network Main waterway network International Rijkswaterstaat s work is internationalising. In 2013, it featured in 115 EU dossiers. In the same year, Rijkswaterstaat opened an office in Brussels. The Brussels office is constantly up to speed on EU issues, enabling a rapid response. This creates opportunities to connect with all kinds of EU programmes such as those providing grants for research and innovation. Strategic road management Rijkswaterstaat works closely together with its international partners. In 2013, we chaired the Conference of European Directors of Roads (CEDR). Thanks to substantial investments in strengthening the CEDR, the European Commission is now more aware of the need for adequate road maintenance. By developing and sharing knowledge with its European partners, Rijkswaterstaat can learn a lot and make considerable savings. 8 Rijkswaterstaat Main highway network Hoofdwegen Britain s Highways Agency, for example, has taught us that much maintenance work can be contracted out to the private sector, without losing our grip on costs and quality. The ties with our fellow infrastructure authorities in Flanders and North Rhine Westphalia have been strengthened, to enable us to improve management of cross-border traffic flows. Rijkswaterstaat also exchanges knowledge and experience with the United States, China and Japan, in particular on transport and water management.

11 Rijkswaterstaat s mission Main water system 90,206 km2 of surface water 35 kilometres of dunes 214 kilometres of dikes and dams 10 major dams 4 storm-surge barriers Afsluitdijk and Houtribdijk Rijkswaterstaat is the executive organisation that develops and manages the national infrastructure networks on behalf of the Minister and State Secretary for Infrastructure and the Environment. Rijkswaterstaat works on: Saba Sint Eustatius Saba Sint Eustatius Bonaire protection against flooding sufficient clean water smooth and safe transport by road and water reliable and useful information a sustainable living environment Social roles Rijkswaterstaat manages and develops three main infrastructure networks in the Netherlands: the main highway network the main waterway network the main water system Bonaire Hoofdwatersystemen Nederland Legenda Main water system Source: NIS hoofdwatersystemen Rijkswaterstaat performs its day-to-day management tasks by fulfilling three social roles: Rijkswaterstaat is a public-oriented network manager Rijkswaterstaat is a leading project manager Rijkswaterstaat is an effective crisis manager Rijkswaterstaat organisation chart Rijkswaterstaat Exexcutive Board / Central Advisory Unit Rijkswaterstaat Northern Netherlands Rijkswaterstaat Water, Transport and Enviroment Rijkswaterstaat Eastern Netherlands Rijkswaterstaat Programmes, Projects and Maintenance Rijkswaterstaat Major Projects and Maintenance Rijkswaterstaat Western Netherlands North Rijkswaterstaat Transport and Water Management Rijkswaterstaat Central Netherlands Rijkswaterstaat Central Information Services Rijkswaterstaat Western Netherlands South Rijkswaterstaat Centre for Corporate Services Rijkswaterstaat Sea and Delta Rijkswaterstaat Southern Netherlands Annual Report

12 Widening the A6 motorway and construction of the second Hollandse Bridge near Almere. 2. Smooth and safe transport by road The Netherlands is a major transport and distribution hub. Road transport is the lifeblood of the Dutch economy. Optimal access to the economic centres is therefore vital. Private motorists too must be able to reach their destinations safely and quickly. As the road authority and developer of the main road network, Rijkswaterstaat is committed to achieving these aims. Every day, around three million motorists take to the roads. In 2013, they travelled a total of 65 billion kilometres on the Dutch main road network. However, not all the roads are able to cope with the volume of traffic. In 2013, each person living in the Netherlands spent an average of 52 hours in traffic jams. Traffic jams are not only a source of aggravation for the road user. Our transport-oriented economy also suffers if vehicles are delayed. Traffic jams cost the Dutch transport sector around 800 million euros a year. Dutch mobility policy has two goals: reliable journey times and better accessibility. By 2020, motorists travelling in the rush hour must be able to arrive punctually 95 per cent of the time, despite heavier traffic and unexpected congestion. Rijkswaterstaat is committed to ensuring that traffic circulates smoothly and safely on the main road network. To prevent bottlenecks, we are constructing new sections of road and adding additional lanes to existing roads. Together with 10 Rijkswaterstaat

13 companies, local authorities and road authorities in the region, Rijkswaterstaat also wants to improve use of the existing road network. Traffic management is a useful instrument. Good motorway maintenance is essential, too. Motorways need to be reliable, accessible and safe. Rijkswaterstaat works every day to achieve these aims. Construction Journey times on the main highway network became more reliable in This was largely due to the additional lanes that came into service. In 2013, Rijkswaterstaat constructed a total of 180 kilometres of additional lanes and rush-hour lanes. In 2013, motorists spent less time in traffic jams than in On some roads, circulation in the rush hour was at its smoothest since In 2010, Rijkswaterstaat started constructing additional road lanes. Since then, there has been less congestion. However, there has been no further drop since October Accessibility on the main highway network The number of kilometres travelled on the main highway network grew from 64.7 billion in 2012 to 65 billion in 2013, a rise of around 0.5 per cent. More kilometres were covered in the rush hour in particular. Yet congestion (length and duration of traffic jams) dropped from 8.8 million to 8.1 million kilometre minutes, around 8 per cent less than in The proportion of traffic jams caused by road works dropped from 5.5 per cent in 2012 to 4.4 per cent in However, the proportion caused by accidents rose from 13.8 per cent in 2012 to 16 per cent in Reliability of rush-hour journey times rose nationwide to 94 per cent in This is a rise of one per cent since 2012, and the highest level since Source: National Road Network public report 2013 The maximum possible benefit has now been gained from the additional lanes. A map showing the road widening projects carried out in 2013 can be found on page 13. New rush-hour and filter lanes on the A28 In 2012, traffic jams on the A28 motorway cost the goods haulage sector more than 14 million euros a year. The construction of new rush-hour and filter lanes has eliminated the bottleneck between Utrecht and Amersfoort. Fewer motorists are using the secondary roads around Amersfoort as a short cut. Noise barriers have been put up at various locations along the road, and low-noise road surfacing has been used on most sections. By combining construction of the additional lanes with major maintenance work, inconvenience to motorists and the local residents was kept to a minimum. Better access Another notorious bottleneck was eliminated in In May, the second Coen Tunnel and the Westrandweg (A5) both came into operation. Thanks to the new road, traffic can now move smoothly into the Coen Tunnel. See page 15 for more information on this project. New bridge over the River Waal On Tuesday 21 May 2013, an essential new segment of the A50 motorway was opened: an additional bridge over the River Waal, built next to the existing bridge. Motorists now have additional lanes at their disposal, putting an end to the traffic jams that often used to form here. The two bridges form a landmark. Although one is steel and the other concrete, they form a single optical entity. A2 s-hertogenbosch Eindhoven The A2 motorway between s-hertogenbosch and Eindhoven is a major artery for national, international and regional transport. In 2013, the road was widened, and each carriageway now has three lanes. This has resulted in better circulation on both the A2 itself and the ring roads around s-hertogenbosch and Eindhoven. A4 Delft-Schiedam With the A4 Delft-Schiedam project, Rijkswaterstaat is working hard to improve access between Rotterdam and The Hague. The project entails construction of a 7 kilometre stretch of road in an area where a quarter of the Netherlands gross national product is earned. On 2 December 2013, the new tramway viaduct was opened. In late 2014, the shell of the half-sunk and sunk sections of the road will be in place. In constructing this new section of motorway between Delft and Schiedam, Rijkswaterstaat is paying close attention to environmental mitigation. Besides additional wildlife areas, we are creating numerous opportunities for recreational pursuits. The project will be completed in late Annual Report

14 Smarter use of existing road capacity Forecasts indicate that road traffic will again increase in the period up to Rijkswaterstaat is therefore widening the motorways with additional lanes. But we cannot keep pace with growth. More road is not the only solution to congestion. Smarter use can be made of the capacity of existing infrastructure. Better Use programme Within the Better Use programme, central government, regional authorities and private parties are working together to make smarter use of existing infrastructure. One of the programme s key goals is to reduce congestion in the busiest regions by 20 per cent by the end of This is a feasible target. Studies have shown that a 1 per cent drop in road traffic can reduce congestion by 10 per cent. For this to happen, volumes of traffic need to be spread more evenly throughout the day. Other major goals of the Better Use programme include growth in rail transport and more efficient use of the inland waterways. Around 250 projects have been launched in ten regions. The Better Use programme builds on the principle that everyone can help reduce congestion. Better Use is being implemented chiefly in the regions, where regional partners, private parties and Rijkswaterstaat work together to develop area-based packages. Measures range from technological solutions and dynamic traffic management to influencing motorists use of the infrastructure. Rijks waterstaat is working on fifty such measures. Ten were completed, came into service or went live in For the Better Use programme to be successful, the measures must all be in place on time. This requires a sure hand at the controls to ensure that partners forge ahead. Efficient use of the national main highway network Rijkswaterstaat creates the conditions to ensure that the main highway network is used as efficiently as possible. It manages traffic flows and road works on these roads from five regional traffic control centres and the national traffic control centre in Utrecht. Aids include cameras, ramp metering systems, variable speed limits and rush-hour lanes. Rijkswaterstaat wants to work with other road authorities and market parties on traffic management and travel information. We are currently working with the municipality of Amsterdam, the Amsterdam urban region and the province of North Holland to carry out a trial with dynamic traffic management. The aim is to improve circulation around the capital. Since the end of 2013, this project has become a testing ground for innovative traffic management. See page 41 for more information on this project. Management and maintenance We all want to arrive at our destinations quickly and safely by the route we have planned. This calls for reliable, well-maintained roads, and for reliable information on road maintenance work, with enough alternative routes. Management and maintenance: a continuous process To Rijkswaterstaat, management and maintenance are continuous processes that require planning and a preventive approach. Maintenance work is carried out before a road or other part of the infrastructure no longer meets the quality standards. So additional damage and the unexpected inconvenience of major road works can be prevented, while the life of the infrastructure can be extended and costs kept down. In 2013, Rijkswaterstaat carried out its maintenance work successfully. The roads could be used safely 98 per cent of the time, without road construction or maintenance work requiring lanes to be closed off or speed limits imposed. Cuts Rijkswaterstaat has had to cut the cost of managing and maintaining roads. Economies have mainly been sought in more strategic contracting of management and maintenance work to market parties. Austerity measures are also being taken. From 1 July 2013, Rijkswaterstaat has started switching off surplus digital information panels, traffic lights and cameras. This has cut the cost of maintaining and replacing them. Fewer panels, traffic lights and cameras over and next to the road lower energy consumption and relieve the burden on the environment. However, the digital panels needed to provide information on routes and journey times, for example, are still in operation. Lighting From June 2013, Rijkswaterstaat has started switching off the lights on some of the national roads on quieter roads between and 05.00, and on sections of a number of busier roads from to The lights stay on at busy times of the day, or in the interests of road safety at intersections, for example, or in tunnels and at sharp bends. Studies show that the number of incidents on the main road network has not increased since the lights were turned off at night. In 2013, the lights were turned off on some roads at However, at the end of December the Minister decided that all lights should stay on until This makes the measure more acceptable to road users. 12 Rijkswaterstaat

15 Widening motorways 2013 The new Westrandweg came into service in May It connects the A10 south of the Coen Tunnel with the A5/A9 intersection at Raasdorp. Thanks to the new road, traffic can now move smoothly into the second Coen Tunnel. A8 A10 Westrandweg Tweede Coentunnel Halfweg Amsterdam Raasdorp The notorious bottleneck in the A28 motorway has now been eliminated. A third lane has been opened on the stretch between Utrecht and Leusden, and new rush-hour and filter lanes have come into service between Leusden and Amersfoort. Hoevelaken Amersfoort Utrecht A28 Maarn Rijnsweerd A12 Valburg Arnhem Benelux Vaanplein A2 Ewijk s-hertogenbosch Vught A2 Ekkersweijer Eindhoven The new bridge over the River Waal was opened on 21 May There are now three lanes on either carriageway. So circulation has improved immensely. When four lanes become available at the end of 2014, congestion on the A50 will be cleared completely. The A2 motorway between s-hertogenbosch and Eindhoven has been widened so that there are now three lanes on each carriageway. This has led to better circulation on the A2 and on the s-hertogenbosch and Eindhoven ring roads. A2 Maastricht A76 A79 Heerlen Kunderberg

16 Higher maximum speed limit The maximum speed limit on the Dutch main highway network has been 130 kilometres per hour since September In 2013, the Minister of Infrastructure and the Environment increased the number of roads to which this speed limit applies. In the interests of road safety, some 2.5 kilometres of crash barrier have been installed to fence off road signs, stretches of water and viaduct support columns at ten locations along the A16 motorway between the Galder intersection and the Belgian border. In April 2013, Rijks waterstaat adapted the rotating panels adjacent to the rush-hour lanes. They now indicate the correct speed, whether the rush-hour lane is open or closed. For more information, see under Reliable and useful information, page 38. Rijkswaterstaat works hard to keep the roads safe. If the safety of road users is threatened, we introduce speed limits, carry out repair work, or redesign the road. From the end of 2013, further investigations will be carried out into every fatal accident. The aim is to prevent their recurrence by gaining a clearer understanding of the causes. Road safety Every road user expects the roads to be safe. Dutch motorways are among the safest in Europe. The number of deaths on the national road network had fallen for many years. But in 2012 there was a sudden rise. We do not know whether this trend continued into 2013, since new figures were not yet available when this report was published. They will be issued by the Minister of Infrastructure and the Environment in April Entrance to the new second Coen Tunnel, opened in Rijkswaterstaat

17 Second Coen Tunnel and Westrandweg Better access, with a focus on nature Completion of the second Coen Tunnel and the Westrandweg (A5) has made a considerable contribution to improving access to the northern Randstad conurbation. And it means that Amsterdam s port area is more easily accessible. The tunnel and road were officially opened on 16 May The first Coen Tunnel is now closed for renovation, but once the work is finished, a notorious bottleneck in the Amsterdam road network will be cleared. It is not only road users who benefit. With the construction of the Westrandweg, Amsterdam s Nieuw West city district now has areas of woodland and marshland. From the traffic management viewpoint, the second Coen Tunnel and the Westrandweg were inextricably linked, says Jan Rienstra, environment manager at Rijkswaterstaat. With the construction of the tunnel, southbound traffic heading for Amsterdam will be able to pass under the North Sea Canal much faster. But without the Westrandweg, motorists would soon get stuck on the A10. We would only have shifted the problem a few hundred metres. The Westrandweg connects with the A9, relieving congestion on the westbound A10. What s more, it has improved access to Amsterdam s western port area. Amsterdam s port area is more easily accessible 3 kilometres long, making it the longest viaduct in the Netherlands, at a height of almost 12 metres. Construction was not only innovative, but also public friendly. Motorists in this busy urban area experienced little inconvenience from the construction work, thanks to a building method never used before in the Netherlands. The builder worked with the Hercules caterpillar crane, so that each of the 44-metre-long road segments could be lifted onto the pillars from the segment behind it. There were no hold-ups for traffic on the secondary road network. Without the Hercules we would have had to close the Basisweg to traffic for long intervals. This is an important access road. It runs parallel to the viaduct and connects the A10 to Amsterdam s port area. It would have been disastrous if we had had to close this road. Fortunately, the builder came up with the perfect solution. Eye for the environment Incredible is the word Pieter Boekschooten, Amsterdam Nieuw West city district s landscape architect, uses to describe Rijkswaterstaat s eye for the environment in designing the new road. The Nieuw West city district was given a considerable say in the plans. Nonetheless, the initial shock was huge. The road cuts through several polders and De Kluut nature area. So we were not exactly thrilled at the prospect. And to make matters worse, the road was of no use to the district, because you can t access it from here. It was to be built for the benefit of Amsterdam as a whole, not for us. That is where the story started. But it had a very happy ending. And that was mainly due to how Rijkswaterstaat looked at the whole picture. Boosting port development The Westrandweg is indeed a fantastic new access road, says Wim Vlemmix, director of Amsterdam s Regional Port Development department. Once the existing Coen Tunnel is reopened, there will be far fewer traffic jams on the roads here. We have already seen a big improvement since the new road was opened better access on the main highway network and less congestion on the secondary roads. And in the port area itself, traffic circulates much more smoothly. Vlemmix is convinced that the new road will play an important role in attracting business. As early as 1985, Amsterdam Port Authority started lobbying for the construction of this road. It will boost development of the area, since we no longer depend on the Amsterdam ring road for access. For businesses, this presents opportunities. Some acted with forethought by locating here before the road was opened. Innovative, public-friendly construction The Westrandweg is an innovative showcase for the Dutch construction industry. Designing the road in the port area was a difficult assignment, says Rienstra. That is why the road here is built on pillars. This stretch is more than Motorists experienced little inconvenience from the construction work The road had to add value to the ecology of the area. Or at least it had to provide opportunities for the development of ecological areas, mainly a robust ecological corridor between Amstelland and Spaarnwoude. Wildlife crossings connect the various nature areas so that the road presents no obstacle to migrating animals. Woodland and marshland Some of De Kluut nature area had to be sacrificed to make way for the Westrandweg. To compensate, we constructed an area of marshland in the Osdorper Binnenpolder, says Rienstra. We dug out an area equivalent to several football fields to create a pool, with islands and marshland vege- Annual Report

18 tation, giving birds, grass snakes and other marshland species a new habitat. Spoonbills have since been spotted here. To start with, the city district had little say in the plans, says Boekschooten. But the original plans were not in keeping with its function as a drainage area. We were then given the opportunity to correct that, and help with the design. The Westrandweg is a fantastic new access road. Once the existing Coen Tunnel is reopened, there will be far fewer traffic jams. Wim Vlemmix, director of Amsterdam s Regional Port Development department No habitat fragmentation For the city district, construction of the Fluisterbos woodland area is a major achievement. The area compensates for the trees that had to be felled to make way for the new tunnel and road. It s great to see that this has not caused habitat fragmentation, as so often happens. Ultimately we will have a complete woodland area, covering 7 hectares along the Westrandweg, connected to other nature areas. I agree that the road itself is of little benefit to the quality of the living environment. But the way it has been constructed certainly is. That is quite an achievement, and I am highly satisfied. Watch the film about the project at 16 Rijkswaterstaat

19 The Nieuw West city district was given a considerable say in the plans. Construction of the Fluisterbos woodland area is a major achievement. Pieter Boekschooten, landscape architect Amsterdam Nieuw West city district With the construction of the second Coen Tunnel, traffic can pass under the North Sea Canal much faster. The Westrandweg has improved access to Amsterdam s western port area. Jan Rienstra, environment manager Rijkswaterstaat

20 Inland waterway vessel passing the village of Puttershoek on the River Maas. 3. Smooth and safe transport by water Transport by water is of essential economic importance. Inland shipping carries bulk goods, containers, cars and manufacturing products to destinations in the Netherlands and the European hinterland. The Dutch inland shipping fleet carries more than 40 per cent of all goods in the Netherlands. A large modern vessel can carry as much cargo as several hundred heavy goods vehicles. Inland shipping is an environmentally-friendly alternative to road and rail transport. And there is also plenty of scope for it to expand. The capacity of the inland waterway network is still far from fully used. The second Maasvlakte was taken into use at the end of Since then more and larger container ships have put into the Port of Rotterdam. The aim is to transport 45 per cent of the containers to and from the hinterland by ship.rijkswaterstaat is therefore investing heavily in the capacity of the main waterway network and its smooth and safe use. 18 Rijkswaterstaat

21 Construction Increased transport by water and the use of larger vessels require substantial investment in the capacity of the main waterway network. Rijkswaterstaat took effective action in spring The new lock will be wider and deeper than the current one. Larger vessels up to 110 metres long and 11 metres wide will then be able to pass each other more safely and easily. The lock will also guarantee better protection from flooding in the future. As part of the project, the bridge at Hasselterdijk (on the N331) will be replaced. Wilhelmina Canal in Tilburg: more capacity for inland shipping A more sustainable Brabant, better access by water and more economic opportunities for Tilburg. These are some of the benefits to be gained from deepening and widening the Wilhelmina Canal in Tilburg. The work began in the summer of The project, which also includes the construction of a larger lock, mooring places and a turning basin, will make the canal accessible to ships that are 85 metres long and nearly 10 metres wide. By widening and deepening the canal, more economic opportunities will be created for the area, and there will be fewer goods vehicles on the roads. Congestion and CO 2 emissions will thus be reduced. Sixteen companies in southeast Brabant, as well as the provincial and municipal authorities, are contributing to the overall cost of the 70 million euros project. They have also undertaken to carry nearly 600 truckloads of goods per day via the canals in Brabant instead of by road. In the interests of sustainability, the new lock in the Wilhelmina Canal will be fitted with an auger turbine. Uniquely, the auger will not only pump up water but also use the waterfall to generate energy for some 250 households. Diversion of the Zuid-Willemsvaart Rijkswaterstaat is also working elsewhere in Brabant to improve accessibility by water. Work on the diversion of the Zuid-Willemsvaart at s-hertogenbosch started in May 2013 and is due for completion at the end of The canal, which runs through the centre of the city, will be diverted around s-hertogenbosch. This will improve access by water and quality of life in the city. For more information on this project, see page 21. The project also includes construction of locks at Empel and Blericum and the bridges over the canal. The lock at Empel, with its unique steel gates, will protect against flooding from both the canal and the River Maas. On 20 August 2013, the first gate, weighing 90 tonnes and measuring 13 by 13 metres, was put in place using a huge crane. The second gate was transported and installed in October Renovation of the Zwartsluis lock To reduce delays and transhipment costs on the Meppelerdiep between Meppel and Ramspol, the Zwartsluis sluice lock is being converted into a tidal lock. Work started in Use We want to make more and better use of the capacity of the Dutch inland waterway network. Rijkswaterstaat is working with water authorities, shippers and carriers, ports and terminals to improve circulation on the Dutch waterways. New North Sea shipping routes With 260,000 shipping movements per year, the North Sea is one of the busiest seas in the world. It is certainly the most intensively used sea in Europe. On the night of Thursday 1 August 2013, the Dutch section of the North Sea acquired a brand new system of shipping routes. It took members of Rijkswaterstaat s staff two days to move every single buoy in the section to mark the new shipping routes. They worked from three specially equipped ships. The new routes will make shipping on the North Sea safer and more efficient. Some of the former shipping routes ran criss-cross through each other. In many places, there are now separate corridors for shipping, while 554 kilometres of surplus shipping routes have been removed. The new routes allow for other uses of the North Sea oil and gas extraction, for example, and the construction of wind farms. Ships can now keep an optimally safe distance from each other and from wind turbines and oil and gas platforms. Access to the ports of Rotterdam and Amsterdam is now much easier, too. Boosting waterway use Better use of the waterways could reduce congestion on the roads in the busiest parts of the Netherlands. Rijkswaterstaat wants to improve accessibility through better use of the waterways and investment in the position of inland shipping in the logistical transport chain. In 2013, the Dynamic Waterway Traffic Management (Incentives) Programme invested heavily in cooperation and information-sharing within the logistical chain. The result is greater efficiency. Increasingly, shippers are combining and pooling cargoes, so that fewer vessels are sailing half full, or setting out on their return journey with an empty hold. Terminal operators are increasingly taking account of each other s planning and capacity. Annual Report

22 Companies are also being encouraged to shift from road transport to transport by inland waterway. On 28 November 2013, around thirty companies located around the Twente Canal agreed to remove 350 heavy goods vehicles a day from the road from 2015, and to increase this number to around 900 a day from These measures led to a shift of around 67,000 truckloads from the road to the inland waterways in A shift of as many as 106,000 loads is expected in Reliability By exchanging both logistical and nautical information and by pooling cargoes, inland shipping is becoming more effective and reliable. If a vessel s average load grows by 10 per cent and its waiting times are cut by half, costs and rates will drop by as much as 20 per cent. At the request of the market, the Dynamic Waterway Traffic Management (Incentives) Programme will be prolonged by a year so that successes and new opportunities can be built on. Waterway traffic management Increased volume of traffic, coupled to bigger ships, is making it more important to oversee and manage all shipping on the Dutch waterways. Rijkswaterstaat is working to professionalise traffic management on the water. The ultimate aim is nation-wide corridor management: providing support, guidance and facilitation to enable a smooth, safe passage along the shipping corridors. Maasbracht traffic management centre After four years work, the new Maasbracht traffic management centre for the south of the Netherlands came into service in October Rijkswaterstaat built this centre to enable remote operation of locks and other objects. The bridges, locks and sluices on the River Maas and the Juliana Canal used to be operated individually by bridge and lock keepers. Now, all bridges, locks and sluices on the Maastricht-Belfeld route are operated from this new, hightech service station. The centre will ensure efficient service provision for both professional and recreational craft, as well as clear information and a smoother passage. A smart camera surveillance system guarantees safety, and manual operation is still possible in an emergency. Preparations for remote operation of bridges and locks are under way in other parts of Limburg and in Zeeland, too. Within a few years, maritime centres will be in place, making remote operation possible throughout the two provinces. Nautical management in the Port of Amsterdam In April 2013, the municipality of Amsterdam privatised its port authority. This enables the port to operate faster, more effectively and on a commercial basis and the port authority to develop so that it covers the entire North Sea Canal. Privatisation has consequences for traffic management and operation of the locks in IJmuiden. These are central government tasks. Twenty years ago, Rijkswaterstaat passed on the mandate for the day-to-day provision of these services to the port of Amsterdam. The mandate was not reversed in 2013, but adapted to the new situation. Commercial interests cannot be allowed to overshadow smooth, safe, environmentally-friendly management of shipping traffic. The Minister and the municipality of Amsterdam have signed a new agreement on cooperation, standard of services and harmonisation with Rijkswaterstaat as the party responsible for supervision. Management and maintenance Catching up on overdue maintenance on the waterways For smooth and safe use of the main waterway network, the waterways need to be reliable and well maintained. Rijkswaterstaat has released 900 million euros since 2008 to catch up on overdue maintenance between now and the end of Work including maintenance of dam walls and banks, dredging and the renovation of bridges, was in full swing in By the end of 2013, more than 50 per cent of the work had been carried out. Working more economically and efficiently Rijkswaterstaat is seeking to cut the cost of management and maintenance by working more efficiently. For example, it is contracting maintenance work to market parties on a larger scale, and thus at lower cost. But austerity is inevitable in the current situation. Where possible, less dredging work will be carried out and banks will be mown and cut back less often. As of 2013, shore facilities for shipping have been reduced to basics, and costs are more critically scrutinised when slipways, landing stages, walkways and other structures need to be replaced. Lock stewards Rijkswaterstaat again deployed stewards at several busy locks in the summer of In July and August, some 52 stewards were stationed at 11 locks to help recreational vessels pass smoothly and safely. Vessels entered and tied up in the locks faster, and made better use of the available space. With the aid of the stewards, hold-ups could be kept to a minimum. Their assistance was appreciated at the locks at Sambeek and Belfeld in particular, where Rijkswaterstaat was carrying out work on the basins as part of the River Maas project. Renovating steel bridges Many of the steel bridges managed by Rijkswaterstaat are due for renovation or renewal. These structures are used considerably more intensively and by vehicles carrying far heavier loads than was originally foreseen. Between now and 2018, all eight arched bridges over the Amsterdam-Rhine Canal will undergo major maintenance so 20 Rijkswaterstaat

23 Zuid-Willemsvaart Construction of Máxima Canal will boost the economy that they can be used for at least another 30 years. Clearances will be increased so that ships with higher container stacks can pass them. The renovation of the Schalkwijk Bridge over the Amsterdam-Rhine Canal was completed in in The Schellingwoud Bridge was also handed over in The bottom of the Amsterdam Bridge was renovated in 2013 and the cycle path replaced. Removing obstacles in shipping channels In 2013, Rijkswaterstaat removed several wrecks either wholly or partially from the seabed. The wrecks lay in busy shipping routes. With this operation, Rijkswaterstaat ensured better circulation of shipping traffic, better access to the Dutch sea ports, and greater safety in shipping lanes. Around 50 kilometres off the coast of IJmuiden, some 130 tonnes of material were salvaged from a wreck of unknown origin. The wreck had formed an obstacle to larger ships in the IJ channel. The wreck of the fishing vessel Jan Breydel was salvaged 70 kilometres off the coast of Walcheren. The vessel had sunk at a major junction between shipping routes, and formed a dangerous obstacle. Safety on the inland waterway network In the past few years, the number of accidents on the inland waterways has increased. A better national accident registration system shows that recreational craft are relatively more frequently involved in accidents than had previously been thought. In 2013, four serious accidents involving professional and recreational vessels claimed seven lives. However, this does not necessarily indicate a new trend. Between 2004 and 2012, the number of registered accidents involving professional and recreational vessels was fairly constant, leading, on average, to no more than a single fatality per year. Rijkswaterstaat is keeping close track of this development. In 2013, too, we worked hard to keep recreational and professional craft separate with information and enforcement and safer planning of the inland waterway network. For more information, see under Reliable and useful information, page 38. This year, work to upgrade the Zuid-Willemsvaart between Veghel and the River Maas near s-hertogenbosch will be completed. From 2015, the first inland waterway vessels including the largest models will be able to use the canal. The main goal of the upgrade is to boost Brabant s economy. And with the construction of the 8-kilometre-long Máxima Canal to the east of s-hertogenbosch, inland waterway vessels will no longer need to pass through the centre of the city. Rijkswaterstaat is widening the existing Zuid- Willems vaart between Den Dungen and Veghel, and raising the height of the bridges to accommodate larger ships. The municipal authorities of s-hertogenbosch have seized the opportunity presented by the project to create a large-scale ecological corridor. Economy, ecology and quality of life go hand in hand. Many companies in the region use the Zuid-Willemsvaart for goods transport. Once the canal has been widened and deepened, it will also accommodate larger ships carrying stacks of up to three containers. Ships of this size can take the loads that would otherwise be carried by around a hundred heavy goods vehicles, relieving congestion on the roads and reducing CO 2 emissions. Transport will be cleaner and more cost-efficient Michel van Dijk is Business Manager at Inland Terminal Veghel and a member of the regional board of Koninklijke Schuttevaer, the organisation that represents the interests of professional shippers. We are very pleased that the canal is being upgraded. It is an important leap forwards, and Brabant s economy will benefit, he says. Many companies want to take the step towards more transport by water. But it has to be reliable and cost-efficient. The upgrade will make an important contribution to that. Up to now, only small vessels could use the canal. Once it has been widened and deepened, companies will be able to deploy a much greater range of vessels. This will make it easier to match cargoes to size and type of vessel. So shippers will be able to operate much more cost-efficiently. It will be easier to get companies to use the inland waterways, since transport will be more competitive, more financially interesting, more reliable and cleaner. Wide range of construction work Marc Lentjes, Rijkswaterstaat s project manager outlines the scope of the project. It has been divided into four subprojects, with a wide range of construction work. First we had to build the new canal between the River Maas and Annual Report

24 Den Dungen, he says. It will have eight bridges to connect s-hertogenbosch and Rosmalen. Then we are building two lock flights, and a number of inverted siphons beneath the canal to allow water courses to cross it. With the second sub-project, we are deepening and widening the existing canal between Den Dungen and Veghel. And we are raising the height of three of the bridges. Work to raise the bridge in the A50 motorway by more than a metre is a sub-project in itself. Finally a separate sub-project deals with the rail crossing. An interesting detail here is that ProRail is carrying out the work for Rijkswaterstaat. Apart from a railway bridge, they have also constructed a bridge for road traffic and adapted the infrastructure. Better for s-hertogenbosch city centre The main aim of the project is to boost Brabant s economy. But the city centre of s-hertogenbosch will also benefit from the new Máxima Canal, says alderman Geert Snijders. Quality of life will improve, he points out. The municipality is very pleased that professional craft will no longer pass through the centre of the city. It s a real inconvenience to motorists that the bridges have to be opened so often. And without these ships, the environment will benefit. Less inconvenience in the centre of s-hertogenbosch There was once talk of upgrading the canal in the city. It was the subject of a long and fierce debate, with the municipal executive firmly against, says Snijders. It would have meant widening the canal and raising the height of the bridges in our historic centre an impossible task. The municipal authorities are very happy with the diversion of the Zuid-Willemsvaart, and the route chosen. Positive reactions For the municipal authorities, it was essential that the new canal would fit into the existing urban environment. At the design stage, one of the questions was where the bridges would be located, and how they would connect with the existing road network, says Snijders. We discussed the matter intensively with Rijkswaterstaat for several years. And we managed to reach solutions, for example to the problem of a bridge that would come very close to a number of buildings. In close consultation, we decided to divert traffic behind them. And the reactions from local residents in s-hertogenbosch and Empel are nearly all positive. Their only concern is the fact that the cycle bridges are very steep. A level crossing for cyclists is planned at one of the new locks. I hope that will be a good alternative. Ecological corridor The new canal presents a huge challenge to the municipal authorities to construct a canal park to improve natural habitats and the ecology to the east of the city. The canal park will improve natural habitats and the ecology We had already reached agreement with central government on construction of an ecological corridor, including a new water course the Rosmalense Aa, says Snijders. However, in the original plans, the corridor was very small. Construction of the new canal has enabled us to upscale them again in close consultation with Rijkswaterstaat and the provincial authorities. We are now constructing a single ecological corridor from the River Maas through the canal park to the valley of the River Aa near Heeswijk Dinther. Recreation area The new canal park is being constructed at the same time as the new canal. As of 2015, the Máxima Canal must be open to shipping, and the Rosmalense Aa completed, says Lentjes. Like other locations, the advantage here is that work can be combined. This makes harmonisation easier, and you prevent builders getting in each other s way, even though there are two contracts and two builders involved. The park will compensate in part for natural habitats sacrificed to make way for the Zuid-Willemsvaart project, says Snijders. The park has a major ecological function for fish migration via the new Rosmalense Aa, for instance. But it is also a beautiful scenic area, a recreation area for everyone to use. The diversion of the Zuid- Willemsvaart Canal will not only boost the economy in Brabant, but will also improve quality of life in the area. Watch the film about the project at 22 Rijkswaterstaat