EasyWay. Additional Lanes Programme 10 Projects in The Netherlands. Evaluation Expert Group (EW EEG) Document EEG/11/7.

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1 EasyWay Evaluation Expert Group (EW EEG) Document EEG/11/7 Additional Lanes Programme 10 Projects in The Netherlands Final Version Issue: 1 st edition Version: 1.0 Date: December 20 th, 2011 Issued by: Rijkswaterstaat (NL) Authors: Feiko van der Veen, DHV Henk Taale, Rijkswaterstaat

2 PREFACE Rijkswaterstaat (RWS) manages The Netherlands main highway network and main waterway network. RWS is responsible not only for the technical condition of the infrastructure but also for its user-friendliness. There are a lot of roadways in The Netherlands with congestion. Rijkswaterstaat launched the Additional Lanes Programme in 2008 in order to tackle thirty persistent bottlenecks on the main highway network. In short, the programme was called in Dutch Spoedaanpak, literally Speeding Up Approach, because the programme was mend to speed up the works on the extra lanes. For the programme it was agreed that 10 projects would be completed by May 2011 and the rest of the projects should have been started. Preliminary work on the Additional Lanes Programme in 2009 paid off the following year in the form of 6 completed projects, 16 start-ups, and 30 successful tendering procedures. The Additional Lanes Programme is characterized by widening roads and by using existing road capacity more efficiently. This is done by adding new lanes and by using tje hard shoulders as extra lanes during peak hours. The objectives were to improve traffic throughput and to make travel time more reliable. To accomplish these goals earlier, it was decided to speed up the (initial) design and construction period. With adjustments of processes (like more steps running in parallel) it became possible to realise projects earlier. March 2011 the first 10 road sections with additional lanes were completed. These 10 projects in the Additional Lanes Programme were evaluated in the spring of In May 2011 another 6 projects were completed and the results of these projects will be reported separately. This evaluation report presents the effects of the first 10 projects in terms of: acceleration of the construction time; established reduction of congestion; calculated economic savings. The document gives a description of set-up and objectives of each of the first 10 projects, and discusses the effects found. Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

3 TABLE OF CONTENTS REPORT TEMPLATE Key Evaluation Results Impact on Traffic Flow Impact on Safety Impact on Environment Other Key Results Description of the Problem Sites Issues Addressed Description of the ITS Project Service Area Key Words Objectives Systems and Technologies Applied Costs Status of the Project Evaluation Planned Timing and Type of Evaluation Objectives for the Evaluation Research Questions Study Area for the Evaluation... 12

4 4.5. Expected Impacts Used Methods The Impact of the Project - Results Technical Performance Results Project 1: A2 Leenderheide Valkenswaard Project 2: A9 Holendrecht - Diemen Project 3: A58 Batadorp - Oirschot Project 4: A12 Woerden - Gouda Project 5: A12 Woerden - Oudenrijn Project 6: A27 Everdingen - Lunetten Project 7: A2 Holendrecht - Maarssen Project 8: A9 Velsen - Raasdorp Project 9: A9 Badhoevedorp - Raasdorp Project 10: A28 Zwolle - Meppel Reliability of Results Research Questions Answered Overall Assessment Safety and Environment Efficiency European Dimension: Transferability of the Results Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

5 REPORT TEMPLATE Project Name: Additional Lanes Programme 10 Projects in The Netherlands Project Code: CEN16/CEN33 Area Code: CS214 EasyWay Region: CENTRICO Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

6 1. Key Evaluation Results This section presents a brief summary of the key results related to the EasyWay objectives and any other key results. The detailed results can be found in the next chapters. The effects of the Additional Lanes Programme (in Dutch Spoedaanpak ) were evaluated through 10 projects in different parts of The Netherlands. In these projects three different types of lanes were created in order to improve traffic flow: Permanent extra lanes: permanent available for motorized traffic; Hard shoulder running lanes: extra lanes on roadways, using the shoulder lanes, that are temporary available for motorized traffic; Dynamic left lanes: extra left lanes on the roadway created by narrowing the existing lanes. The Additional Lanes Programme was launched to accelerate the decision-making processes in order to be able to build new lanes earlier. In this way, vehicle hours lost due to congestion could be cut down and economic savings achieved Impact on Traffic Flow The impact of the first ten projects evaluated is impressive: The total acceleration time counted up to 2,220 work days. Without the Additional Lanes Programme, congestion would still exist at the majority of these ten bottlenecks. Thanks to the extra lanes, an average reduction of vehicle hours lost could be achieved of 65% on these stretches of roadway. The direct total reduction of vehicle hours was almost 3.5 million, thanks to the acceleration. The reduction in the coming years is calculated to be 4 million hours annually. Direct economic savings were M 51.1, the annual savings expected to be M The total capital investments will be recovered in four to five years time. The reduction of congestion on these stretches of roadway is larger than the EasyWay objective, which is 25% by Impact on Safety Not evaluated Impact on Environment Not evaluated Other Key Results Not evaluated. Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

7 2. Description of the Problem 2.1. Sites The locations of the first ten evaluated projects of the Additional Lanes Programme are visualized in figure 2.1. The characteristics of these ten locations are found in table 2.1 Figure 2.1: Locations of the evaluated projects Road section Type of lane # Lanes Opening date 1 A2 Leenderheide-Valkenswaard Permanent 1 24 October A9 Holendrecht-Diemen Hard shoulder running 2 15 November A58 Batadorp-Oirschot Permanent 1 23 November A12 Woerden-Gouda Dynamic left lane 1 9 December A12 Woerden-Oudenrijn Permanent 1 1 November A27 Everdingen-Lunetten Hard shoulder running 1 9 February A2 Holendrecht-Maarssen Permanent 2 21 July / 6 September A9 Velsen-Raasdorp Hard shoulder running 2 1 March A9 Badhoevedorp-Raasdorp Hard shoulder running 1 1 March A28 Zwolle-Meppel Permanent 1 12 December 2010 Table 2.1: Characteristics of the evaluated projects Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

8 The difference between the types of lane is as follows: A permanent lane is an extra lane on a roadway that is permanent available for motorized traffic; A hard shoulder running lane is an extra lane on a roadway that is temporary available for motorized traffic. The shoulder lane is used to create this type of lane. In The Netherlands the hard shoulder running lane is open only during the peak hours when the amount of traffic exceeds 3,000 vehicles per hour (on a two lane roadway), usually between 6.00 and and between and Note: this threshold is going to be limited to 2,700 vehicles per hour. A dynamic left lane is a special kind of rush-hour lane, e.g. an extra left lane on the roadway created by narrowing the existing lanes. The shoulder lane is still available at a highway with dynamic left lane Issues Addressed There are a lot of roadways in The Netherlands with congestion. Since January 1 st, 2009 the Act Acceleration Decision-making Road Projects is active (in Dutch: Wet Versnelling Besluitvorming Wegprojecten ), also known as Spoedaanpak, literally Speeding up Approach. Thanks to this Act, the decision-making process regarding adjustment and widening of roads can be accelerated. Under commission of the Minister of Infrastructure and Environment, Rijkswaterstaat urges the tackling of 30 persisting bottlenecks in the highway road network in order to improve traffic flow and make travel time more reliable. The first ten projects of this Additional Lanes Programme were completed and evaluated by May The issues addressed were: acceleration of decision-making processes for the construction of extra lanes (by more process steps running in parallel); reduction of congestion at bottlenecks; economic savings as a result of improved traffic flows in an earlier stage than originally planned. In the next chapter, the policy objectives and used systems and technologies are described. Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

9 3. Description of the ITS Project 3.1. Service Area The EasyWay Service areas are: Traveller Information Services, Traffic Management Services, Freight and Logistics Services, ICT Infrastructure. In the Additional Lanes Programme, the main focus was on the use of the hard shoulder as extra lane. This is considered as an example of traffic management services. In order to evaluate the effects of these services, traffic monitoring was used to collect traffic data Key Words The following key words (highlighted) describe the nature of the Additional Lanes Programme and the applications used. The focus is on use of extra lanes and in some of the projects the use of the hard shoulder. Traveller Information Services Pre-trip Traveller Information On-trip Traveller Information Variable Message Signs Highway Advisory Radio Traffic Management Services Freight and Logistics Services ICT Infrastructure Variable Speed Limits Freight Management Data Management and Exchange Speed Control using ANPR Use of Hard Shoulder Automatic Incident Detection Vehicle Safety Systems Parking Areas Hazardous Goods Monitoring and Tracking Traffic Management Plans DATEX II Traffic Monitoring Driver Behaviour Use of CCTV Transport Security Control Centres Comprehension and Compliance Ramp Metering Traffic Management using Rerouting Enforcement Table 3.1: Services involved in the Additional Lanes Programme (marked in yellow and bold) Except at the permanent extra lanes, the hard shoulder lane and the dynamic left lane are opened for motorized vehicles when extra capacity is needed to keep the traffic flowing. Traffic is monitored using the Motorway Traffic Management system. Operators at the control centres open and close the extra lanes after observing CCTV camera images. After opening of an extra lane, speed limits usually are changed (reduced) Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

10 by use of matrix signs above each lane and additional rotational signs at the side of the roadway. Nowadays, the closure of the extra lanes on the hard shoulder normally takes place (almost) automatically Objectives The overall objectives of the Additional Lanes Programme are: to improve traffic throughput at traffic bottlenecks; and to make travel time more reliable, both by speeding up the (initial) design and construction period. The objectives of the ten separate projects depended on the position of the stretch in the road network. In most cases however, the objective was to create more capacity in order to avoid congestion on the specific roadway stretch and avoid blocking back to interchanges upstream as a consequence. The objectives per project were: Project Type of lane Objective 1 A2 Leenderheide-Valkenswaard Permanent Buffer to avoid blocking back on A67 2 A9 Holendrecht-Diemen (2 lanes) Hard shoulder running 3 A58 Batadorp-Oirschot Permanent 4 A12 Woerden-Gouda Dynamic left lane Improve throughput between Holendrecht and Diemen Buffer to avoid blocking back on Ring Road Eindhoven Improve throughput A12 5 A12 Woerden-Oudenrijn Permanent Improve traffic throughput and traffic safety 6 A27 Everdingen-Lunetten Hard shoulder running Buffer to avoid blocking back on the A2 from the A27 (morning peak) 7 A2 Holendrecht-Maarssen (2 lanes) Permanent Improve traffic throughput 8 A9 Velsen-Raasdorp (2 lanes) 9 A9 Badhoevedorp-Raasdorp Hard shoulder running Hard shoulder running Resolve A9 bottlenecks Velsen (morning) and Rottepolderplein (evening peak) Resolve bottleneck A9 (northbound) 10 A28 Zwolle-Meppel Permanent Improve traffic throughput 3.4. Systems and Technologies Applied The following systems and technologies were applied in the first ten projects: The Dutch Motorway Traffic Management system to monitor traffic and to impose measurements; CCTV to observe traffic; Variable message signs to impose reduces speed limits; Rotational signs to inform road users of changes in road surface lay-out. Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

11 3.5. Costs The project costs in rough figures below have been given by the project organisation. These costs are the capital investment costs including installation works. Project Type of lane Total length Capital [km] investment costs 1 A2 Leenderheide-Valkenswaard Permanent ,500,000 2 A9 Holendrecht-Diemen (2 lanes) Hard shoulder running ,300,000 3 A58 Batadorp-Oirschot Permanent ,100,000 4 A12 Woerden-Gouda Dynamic left lane ,000,000 5 A12 Woerden-Oudenrijn Permanent ,300,000 6 A27 Everdingen-Lunetten Hard shoulder running ,200,000 7 A2 Holendrecht-Maarssen (2 lanes) Permanent ,100,000 8 A9 Velsen-Raasdorp (2 lanes) Hard shoulder running ,400,000 9 A9 Badhoevedorp-Raasdorp Hard shoulder running A28 Zwolle-Meppel Permanent ,000,000 Table 3.2: Costs overview in (euros) for the first ten projects total 303,900, Status of the Project In May 2011, all ten projects were completed and evaluated. At the time of writing (December 2011), the installed systems and measures are still operational and work properly. Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

12 4. Evaluation Planned 4.1. Timing and Type of Evaluation The evaluation of the ten projects was carried out ex-post in April and May 2011, after completion of the projects (implementation of extra lanes and configuration of the control measures). The evaluation included traffic related effects, based on traffic data, using a before and after survey. No simulation was applied Objectives for the Evaluation The objective of the evaluation was to determine the effects of the 10 projects in terms of: travel times / traffic flow, change in vehicle hours lost and economic savings due to an acceleration of the construction process Research Questions The main question of the evaluation was: "What are the traffic effects of the extra lanes in the road network?" More in detail, the research questions posed were as follows: 1. Are the project realised earlier than planned? 2. How much earlier were the projects completed? 3. Do the adjustments, with one or more extra lanes and the necessary control systems, work well? 4. What are the benefits of the adjustments? The research questions derived from this last question were as follows: a. What are, per road stretch, the gains in travel time, from the moment that the extra capacity has been realised? b. What are, also per road stretch, the socio-economic benefits, based on the reduction in vehicle hours lost on the concerned road stretches (monitoring sections), over the period that the projects are realised earlier? c. What are the changes in traffic distance (vehicle kilometres driven)? 4.4. Study Area for the Evaluation The study areas for the evaluation are shown on the map of The Netherlands in figure 2.1 and more detailed in chapter 5 per project Expected Impacts No specific expected impacts were formulated beforehand. Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

13 4.6. Used Methods In order to investigate what the benefits were by accelerating the construction of the extra lanes, the following steps were carried out in the analysis phase of the evaluation: Collection of basic traffic data; First analysis; Putting the first analysis to the test against the used methodology and interpretation; Carrying out remaining analysis; Report, improvements and revision. First for each extra lane a stretch was defined where the initial congestion was present. Sometimes an extra lane improves the throughput on an alternative route (see figure 5.2 for an example). This alternative stretch was defined as well. The next step was to collect traffic data of the period before and after the opening of the lane(s). In order to carry out a reliable and comparable calculation regarding the reduction in congestion and the resulting economic savings, the unrepresentative days with identified special events that gave strong peaks or pits in congestion (like accidents, bad weather conditions and road works on one hand and holidays on the other hand) were filtered out. Vehicle hours lost were calculated for the remaining days. In the analysis, distinction was made between the extended morning peak ( ), the extended evening peak ( ) and the rest of the day. Travel time profits were converted per stretch into monetary values using value of time calculations. Passenger and freight traffic were calculated separately. The economic savings were calculated by multiplying the savings in vehicle hours lost with values of time. Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

14 5. The Impact of the Project - Results 5.1. Technical Performance No remarks Results Below, the results of the evaluation are described per project of the Additional Lanes Programme. First the situation is described and shown. Then basic data of the project are given and the results of the analysis on the indicators traffic distance (vehicle kilometres driven), traffic delay (vehicle hours delay) and travel time (in minutes) PROJECT 1: A2 LEENDERHEIDE VALKENSWAARD Situation The A67/A2 is an important international corridor towards Belgium (north-south) and Germany (westeast), and thus for the accessibility and economic development of the city of Eindhoven. Since the opening of the Eindhoven Ring Road, the traffic flow south of the Leenderheide interchange was problematic with blocking back on the A67 as a consequence. Rijkswaterstaat imcreased the road capacity on the A2 and the throughput on the A67 by building a new lane between interchange Leenderheide and exit Valkenswaard. Figure 5.1: A2 Leenderheide Valkenswaard (new lane in blue, monitoring section in red) Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

15 Basic data Table 5.1 shows the characteristics of the extra lane build on the A2. Details of project 1: A2 Leenderheide - Valkenswaard Type of lane Length Reference speed Permanent (from 1x2 to 1x3 lanes) 5.8 km 120 km/h Actual opening date 24 October 2010 Initial opening date 31 March 2012 Table 5.1: Characteristics of the project A2 Leenderheide Valkenswaard Analysis Data collection was based on a before survey in June-July 2010 and September-October 2010 and an after survey in November 2010 until March Table 5.2 shows the results of the indicator calculations. The extended morning peak is from 6.00 till 10.00, the extended evening peak from till hrs. Period Before After Difference Travel time (min) Travel Travel AM peak % -24.0% -0.2 PM peak % -33.8% -1.1 Other % -51.0% -0.2 Total % -36.9% -0,5 Table 5.2: Results analysis for the project A2 Leenderheide Valkenswaard Economic savings Through the Additional Lanes Programme, this extra lane was opened 330 work days in advance. The economic savings, based on the reduction of vehicle hours lost and this number of work days were calculated to be M 1.20 (in total 61,200 hours). Table 5.3 shows the savings per period of the day. Economic savings (in ) Morning peak 14,852 Evening peak 864,723 Rest of the day 320,008 Total 1,199,583 Table 5.3: Economic savings project A2 Leenderheide Valkenswaard Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

16 PROJECT 2: A9 HOLENDRECHT - DIEMEN Situation At the A9 south of Amsterdam, an extra lane was built in both directions. These lanes improve the accessibility of the business locations along the A9 and of the Amsterdam region. This stretch with two extra lanes has an alternative route. That is why traffic this alternative route was taken in account as well in the evaluation. Figure 5.2: Map of project 2: A9 Holendrecht- Diemen (new lanes in blue, monitoring sections in red, alternative routes in green) Basic data Table 5.4 shows the characteristics of the extra lane(s) involved. Details of project project 2: A9 Holendrecht-Diemen Type of lane(s) Length Reference speed Hard shoulder running (from 2x2 to 2x3 lanes) 2.8 km (northern lane), 3,25 (southern lane) 100 km/h Actual opening date 15 November 2010 Initial opening date 31 December 2010 Table 5.4: Characteristics of the project A9 Holendrecht-Diemen Analysis Data collection was based on a before survey in December 2009 until June 2010 and September-October 2010 and an after survey in December 2010 until March Table 5.5 and 5.6 show the results of the indicator calculations for the lanes in each direction. The extended morning peak is from 6.00 till hrs, the extended evening peak from till hrs. Period Before After Difference Travel time (min) Travel Travel AM peak % -1.4% 0.0 PM peak % -40.9% -6.2 Other % -49.0% -0.2 Total % -40.4% -2.9 Table 5.5: Results analysis for the project A9 Holendrecht-Diemen (southern lane) Note: the vehicle hours lost figures are including the alternative route Amstel-Diemen! Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

17 Period Before After Difference Travel time (min) Travel Travel AM peak % 7.1% +0.2 PM peak % -47.2% -1.3 Other % -31.3% 0.0 Total % -26.0% -0.2 Table 5.6: Results analysis for the project A9 Diemen-Holendrecht (northern lane) Note: the vehicle hours lost figures are including the alternative route Diemen-Amstel! Economic savings Through the Additional Lanes Programme, these extra lanes were opened only 30 work days in advance. However, the economic savings, based on the reduction of vehicle hours lost and the number of saved work days were M 0.82 (in total 53,500 hours) for the southern lane (Holendrecht-Diemen) and M 0.25 (in total 16,000 hours) for the northern lane (Diemen-Holendrecht). Table 5.7 shows the savings per period of the day for both lanes. Economic savings (in ) Southern lane Economic savings (in ) Northern lane Morning peak 1,070 Morning peak - 22,839 Evening peak 688,463 Evening peak 215,877 Rest of the day 130,720 Rest of the day 54,956 Total 820,253 Total 247,994 Table 5.7: Economic savings project A9 Holendrecht-Diemen (including the alternative routes!) PROJECT 3: A58 BATADORP - OIRSCHOT Situation At the A58 near Eindhoven, an extra (third) lane is built between interchange Batadorp and exit Oirschot. This lane was necessary to avoid blocking back of traffic on the A2 in northern direction, and thus to improve the accessibility of the business locations of the Eindhoven region. Figure 5.3: Map of project 3: A58 Batadorp-Oirschot (new lane in blue, monitoring section in red, alternative route in green) Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

18 Basic data Table 5.8 shows the characteristics of the extra lane(s) involved. Details of project project 3: A58 Batadorp-Oirschot Type of lane(s) Length Reference speed Permanent: (from 1x2 to 1x3 lanes) 6.0 km 120 km/h Actual opening date 23 November 2010 Initial opening date 31 March 2012 Table 5.8: Characteristics of the project A58 Batadorp-Oirschot Analysis Data collection was based on a before survey in June-July 2010 and September-November 2010 and an after survey in December 2010 until March Table 5.9 shows the results of the indicator calculations. The extended morning peak is from 6.00 till hrs., the extended evening peak from till hrs. Period Before After Difference Travel time (min) Travel Travel AM peak % -9.7% -0.4 PM peak % -14.9% -0.4 Other % -72.% -0.3 Total ,5-1.0% -21.2% -0.3 Table 5.9: Results analysis for the project A58 Batadorp-Oirschot Note: the vehicle hours lost figures are including the alternative route Eindhoven-Noord - Batadorp Economic savings Through the Additional Lanes Programme, this additional lane was opened 309 work days earlier. The economic savings, based on the reduction of vehicle hours lost and the number of saved work days were M 0.96 (in total 53,200 hours). Table 5.10 shows the savings per period of the day. Economic savings (in ) Morning peak 67,704 Evening peak 490,183 Rest of the day 402,993 total 960,880 Table 5.10: Economic savings project A58 Batadorp-Oirschot (including alternative route) Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

19 PROJECT 4: A12 WOERDEN - GOUDA Situation Traffic on the A12 between Utrecht and Gouda was congested on a regular basis due to insufficient capacity. People living in the neighbourhood suffered from rat running, resulting in air and noise pollution. Figure 5.4: Map of project 4: A12 Woerden-Gouda (new lane in blue, monitoring section in red) Rijkswaterstaat is busy with a complete make over of the A12 in the coming years, from The Hague till the German border. Within the Additional Lanes Programme, 8 projects are going to be completed along the A12. In this project an additional dynamic left lane was built between Woerden and Gouda which links up with the existing dynamic left lane from Gouda to The Hague. Basic data Table 5.11 shows the characteristics of this dynamic left lane. Details of project 4: A12 Woerden-Gouda Type of lane Length Reference speed Dynamic left lane: (from 1x3 to 1x4 lanes) 17.0 km Actual opening date 9 December km/h when extra lane is open (default 120 km/h) Initial opening date 31 March 2012 Table 5.11: Characteristics of the project A12 Woerden-Gouda Analysis Data collection was based on a before survey in January-June 2010 and September-November 2010 and an after survey in January until March Table 5.12 shows the results of the indicator calculations. The extended morning peak is from 6.00 till 10.00, the extended evening peak from till Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

20 Period Before After Difference Travel time (min) Travel Travel AM peak % -91.4% -3.8 PM peak % -86.3% Other % -84.0% -0.6 Total ,2% -86.9% -4.1 Table 5.12: Results analysis for the project A12 Woerden-Gouda Economic savings Through the Additional Lanes Programme, this extra lane was opened 297 work days earlier. The economic savings, based on the reduction of vehicle hours lost and this number of work days were calculated as M (in total 1,263,700 hours). Table 5.13 shows the savings per period of the day. Economic savings (in ) Morning peak 3,546,859 Evening peak 16,261,223 Rest of the day 1,725,521 Total 21,533,603 Table 5.13: Economic savings project A12 Woerden-Gouda PROJECT 5: A12 WOERDEN - OUDENRIJN Situation This stretch of roadway was widened from three to four lanes to improve traffic throughput and traffic safety (the latter was not evaluated). The lane was created using existing asphalt. Figure 5.5: Map of project 5: A12 Woerden-Oudenrijn (new lane in blue, monitoring section in red) Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

21 Basic data Table 5.14 shows the characteristics of the extra lane involved. Details of project 5: A12 Woerden-Oudenrijn Type of lane Length Reference speed Permanent (from 1x3 to 1x4 lanes) 10.0 km Actual opening date 1 November km/h (at the end transition to 100 km/h) Initial opening date 30 June 2011 Table 5.14: Characteristics of the project A12 Woerden-Oudenrijn Analysis Data collection was based on a before survey in January-June 2010 and September-October 2010 and an after survey in November 2010 until March Table 5.15 shows the results of the indicator calculations. The extended morning peak is from 6.00 till 10.00, the extended evening peak from till Before After Difference Period Travel time Travel Travel (min) AM peak % PM peak % Other % Total % Table 5.15: Results analysis for the project A12 Woerden-Oudenrijn Economic savings Through the Additional Lanes Programme, this extra lane was opened 164 work days in advance. The economic savings, based on the reduction of vehicle hours lost and this number of work days were calculated as almost M 3.59 (in total 213,600 hours). Table 5.16 shows the savings per period of the day. Economic savings (in ) Morning peak 1,949,428 Evening peak 1,180,500 Rest of the day 457,874 total 3,587,801 Table 5.16: Economic savings project A12 Woerden-Oudenrijn Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

22 PROJECT 6: A27 EVERDINGEN - LUNETTEN Situation The Utrecht region is the traffic centre of The Netherlands. The A27 between the interchanges Everdingen and Lunetten and the A2 between interchanges Oudenrijn and Everdingen connect the south with the centre region and with the north of The Netherlands. Congestion on this triangle have consequences for traffic in all directions. The A27 is widened to avoid blocking back on the A2. Figure 5.6: Map of project 6: A27 Everdingen- Lunetten (new lane in blue, monitoring section in red) Basic data Table 5.17 shows the characteristics of the extra lane involved. Details of project 6: A27 Everdingen-Lunetten Type of lane Length Hard shoulder running (from 1x2 to 1x3 lanes) 10.0 km Reference speed 100 km/h Actual opening date 9 February 2011 Initial opening date 31 March 2012 Table 5.17: Characteristics of the project A12 Woerden-Oudenrijn Analysis Data collection was based on a before survey in February-December 2010 and January 2011 and an after survey in February-March Table 5.18 shows the results of the indicator calculations. The extended morning peak is from 6.00 till 10.00, the extended evening peak from till Period Before After Difference Travel time (min) Travel Travel AM peak % -66.0% PM peak % -27.9% -1.6 Other % -80.1% -0.6 Total % -60.3% -4.1 Table 5.18: Results analysis for the project A12 Woerden-Oudenrijn Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

23 Economic savings Through the Additional Lanes Programme, this extra lane was opened 258 work days earlier. The economic savings, based on the reduction of vehicle hours lost and this number of work days were calculated as M 8.96 (in total 458,400 hours). Table 5.19 shows the savings per period of the day. Economic savings (in ) Morning peak 6,467,028 Evening peak 825,971 Rest of the day 1,662,770 total 8,955,770 Table 5.19: Economic savings project A12 Woerden-Oudenrijn PROJECT 7: A2 HOLENDRECHT - MAARSSEN Situation In the mid-90 s, it was decided to widen the A2 between Amsterdam and Utrecht to 2x4 lanes. However, traffic volumes grew faster than expected. In 2006 it was decided to widen even more to 2x5 lanes in both directions. Figure 5.7: Map of project 7: A2 Holendrecht- Maarssen (new lanes in blue, monitoring sections in red) Basic data Table 5.20 shows the characteristics of the extra lane(s) involved. Details of project project 7: A2 Holendrecht-Maarssen Type of lane(s) Permanent (from 2x3 to 2x5 lanes instead of 2x4) Length Reference speed Actual opening date 16.0 km (in both directions) 120 km/h 6 September 2010 (Western lane) 21 July 2010 (Eastern lane) Initial opening date 31 December 2010 Table 5.20: Characteristics of the project A2 Holendrecht-Maarssen Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

24 Analysis Data collection was based on a before survey in September 2009 until February 2010 and an after survey in September 2010 until February Table 5.21 and 5.22 show the results of the indicator calculations for the lanes in each direction. The extended morning peak is from 6.00 till hrs, the extended evening peak from till hrs. Period Before After Difference Travel time (min) Travel Travel AM peak % -46.6% -4.6 PM peak % -6.9% -1.4 Other % -73.1% -1.1 Total % -32.3% -1.8 Table 5.21: Results analysis for the project A2 Holendrecht-Maarssen (western lane) Period Before After Difference Travel time (min) Travel Travel AM peak % -98.9% PM peak % -93.4% -1.6 Other % -98.3% -1.0 Total % -98.5% -4.2 Table 5.22: Results analysis for the project A2 Maarssen-Holendrecht (eastern lane) Economic savings Through the Additional Lanes Programme, these extra lanes were opened 80 work days and more (eastern lane) in advance. The economic savings, based on the reduction of vehicle hours lost and the number of saved work days were M 1.69 (in total 103,100 hours) for the western lane (Holendrecht-Maarssen) and M 3.63 (in total 219,600 hours) for the eastern lane (Maarssen-Holendrecht). Table 5.23 shows the savings per period of the day for both lanes. Economic savings (in ) Western lane Economic savings (in ) Eastern lane Morning peak 923,096 Morning peak 3,003,784 Evening peak 167,012 Evening peak 252,900 Rest of the day 599,887 Rest of the day 378,200 Total 1,689,995 total 3,634,883 Table 5.23: Economic savings project A2 Holendrecht-Maarssen Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

25 PROJECT 8: A9 VELSEN - RAASDORP Situation Direct reason to construct these 2 hard shoulder running lanes was the daily congestion on the A9 in this region around Haarlem, Amsterdam and Schiphol Airport. Through these extra lanes, the traffic problems at the interchanges Velsen (morning peak) and Rottepolderplein (evening peak) should be resolved. Figure 5.8 Map of project 8: A9 Velsen- Raasdorp (new lanes in blue, monitoring sections in red) Basic data Table 5.24 shows the characteristics of the extra lane(s) involved. Details of project project 8: A9 Velsen-Raasdorp Type of lane(s) Length Reference speed Actual opening date 1 March 2011 Hard shoulder running (from 2x2 to 2x3 lanes) 8.1 km (in both directions) 120 km/h in quiet periods, 100 km/h during rush hours Initial opening date 31 December 2011 Table 5.24: Characteristics of the project A9 Velsen-Raasdorp Analysis Data collection was based on a before survey in January-June 2010 and an after survey from March 2011 till mid April Table 5.25 and 5.26 show the results of the indicator calculations for the lanes in each direction. The morning peak is from 6.00 till hrs, the evening peak from till hrs. Period Before After Difference Travel time (min) Travel Travel AM peak % -19.6% -7.1 PM peak % -23.2% -0.1 Other % -32.2% -0.1 Total % -20.5% -1.6 Table 5.25: Results analysis for the project project A9 Velsen-Raasdorp (western lane) Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

26 Period Before After Difference Travel time (min) Travel Travel AM peak % -29.0% -0.2 PM peak % -96.3% Other % -56.6% -0.3 Total % -91.9% -2.8 Table 5.26: Results analysis for the project project A9 Raasdorp-Velsen (eastern lane) Economic savings Through the Additional Lanes Programme, these extra lanes were opened 179 work days earlier. The economic savings, based on the reduction of vehicle hours lost and the number of saved work days were more than M 1.52 (in total 95,300 hours) for the western lane (Velsen-Raasdorp) and more than M 4.65 (in total 293,900 hours) for the eastern lane (Raasdorp-Velsen). Table 5.27 shows the savings per period of the day for both lanes. Economic savings (in ) Western lane Economic savings (in ) Eastern lane Morning peak 1,355,537 Morning peak 30,786 Evening peak 13,214 Evening peak 4, Rest of the day 155,136 Rest of the day 219,498 total 1,523,887 Total 4,652,104 Table 5.27: Economic savings project project A9 Velsen-Raasdorp PROJECT 9: A9 BADHOEVEDORP - RAASDORP Situation In combination with the extra lanes of project 8 (Velsen-Raasdorp), this hard shoulder running lane was intended to resolve the daily congestion on this vital part of the A9. Figure 5.9: Map of project 9: A9 Badhoevedorp-Raasdorp (new lane in blue, monitoring section in red) Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

27 Basic data Table 5.28 shows the characteristics of the extra lane involved. Details of project 9: A9 Badhoevedorp-Raasdorp Type of lane Length Reference speed Actual opening date 1 March 2011 Hard shoulder running (from 1x2 to 1x3 lanes) 3.0 km 100 km/h (80 km/h during rush-hours) Initial opening date 31 December 2011 Table 5.28: Characteristics of the project A9 Badhoevedorp-Raasdorp Analysis Data collection was based on a before survey in January-June 2010 and an after survey in March till mid April Table 5.29 shows the results of the indicator calculations. The extended morning peak is from 6.00 till hrs, the extended evening peak from till hrs. Period Before After Difference Travel time (min) Travel Travel AM peak % -29.0% -0.2 PM peak % -96.3% Other % -56.6% -0.3 Total % -91.9% -2.8 Table 5.29: Results analysis for the project A9 Badhoevedorp-Raasdorp Note: the figures in the table above are identical to the analysed data in table 5.26 as the motoring sections of these projects are the same. For the calculations of the economic savings, the total effect was distributed over the section Badhoevedorp-Raasdorp (this project 9) and the next section Raasdorp-Velsen (project 8) in the proportion of 1/3 (one-third) to project 9 and 2/3 (two-third) to project 8. Economic savings Through the Additional Lanes Programme, this extra lane was opened 179 work days earlier. The economic savings, based on the reduction of vehicle hours lost and this number of work days were calculated as M 2.33 (in total 147,000 hours). Table 5.30 shows the savings per period of the day. Economic savings (in ) Morning peak 15,393 Evening peak 2,200,910 Rest of the day 109,749 Total 2,326,052 Table 5.30: Economic savings project A9 Badhoevedorp-Raasdorp Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

28 PROJECT 10: A28 ZWOLLE - MEPPEL Situation The A28 is the most important highway for the north of The Netherlands. Because of the regular congestion between interchanges Hattemerbroek and Lankhorst, Rijkswaterstaat widened this part of the A28 in both directions. The evaluation took place for the permanent extra lane at the eastern side. : Figure 5.10: Map of project 10: A28 Zwolle-Meppel (new lane in blue, monitoring section in red) Basic data Table 5.31 shows the characteristics of the extra lane involved. Details of project 10: A28 Zwolle-Meppel Type of lane Length Reference speed Permanent (from 1x2 to 1x3 lanes) 15.4 km 120 km/h Actual opening date 12 December 2010 Initial opening date 30 September 2012 Table 5.31: Characteristics of the project A28 Zwolle-Meppel Analysis Data collection was based on a before survey in January-April 2010 and September 2010 and an after survey in January until March Table 5.32 shows the results of the indicator calculations. The extended morning peak is from 6.00 till hrs, the extended evening peak from till hrs. Period Before After Difference Travel time (min) Travel Travel AM peak % -5.4% -1.0 PM peak % -84.2% -4.9 Other % -64.3% -0.7 Total % -72.9% -2.1 Table 5.32: Results analysis for the project A28 Zwolle-Meppel Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

29 Economic savings Through the Additional Lanes Programme, this extra lane was opened 390 work days in advance. The economic savings, based on the reduction of vehicle hours lost and this number of work days were calculated as M 8.71 (in total 479,700 hours). Table 5.33 shows the savings per period of the day. Economic savings (in ) Morning peak 65,785 Evening peak 7,407,349 Rest of the day 1,234,745 Total 8,707,879 Table 5.33: Economic savings project A28 Zwolle-Meppel 5.3. Reliability of Results See section Research Questions Answered See section Overall Assessment A comprehensive programme of projects with extra lanes was carried out in The Netherlands. Below the main finding of the evaluation are summarised in terms of contribution to the European objectives SAFETY AND ENVIRONMENT Not evaluated EFFICIENCY ALL LANES In table 5.34 the overall results of the evaluation are summarised. Acceleration time [# work days] Average reduction of vehicle hours lost Total reduction of vehicle hours lost [hours] Economic savings [ ] A2: Leenderheide-Valkenswaard % 61,200 1,200,000 A9: Holendrecht-Diemen % 53, A9: Diemen-Holendrecht % 16, ,000 A58 Batadorp-Oirschot % 53, ,000 A12 Woerden-Gouda % 1,263,700 21,530,000 A12 Woerden-Oudenrijn % 213,600 3,590,000 A27 Everdingen-Lunetten % 458,400 8,960,000 A2: Holendrecht-Maarssen % 103,100 1,690,000 A2: Maarssen-Holendrecht % 219,600 3,630,000 A9: Velsen-Raasdorp % 95,300 1,520,000 Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

30 Acceleration time [# work days] Average reduction of vehicle hours lost Total reduction of vehicle hours lost [hours] Economic savings [ ] A9: Raasdorp-Velsen % 293,900 4,650,000 A9: Badhoevedorp-Raasdorp % 147,000 2,330,000 A28 Zwolle-Meppel % 479,900 8,710,000 Total 65 % 3,459,000 59,800,000 Table 5.34: Overall results for all ten projects For the ten projects the capital investment costs were M (see chapter 3.5) The direct economic savings were M 59.8, due to the acceleration of the building process through these ten projects of the Additional Lanes Programme. Not considered in the evaluation was the annual reduction of vehicle hours lost due to the extra lanes. Based on the figures in table and the assumption of 220 work days per year, the annual savings could be calculated as follows: Total annual reduction of vehicle hours lost: 3,997,000 hours Total annual economic savings: 67,364,000 Based on these annual economic savings and investment costs of M 303.9, the conclusion is that the return on investment period is 4.5 years. The reduction of congestion on these 10 stretches of roadway is more than the Easyway objective, which is 25% by EFFICIENCY HARD-SHOULDER RUNNING In table 5.35 the overall result for using the hard-shoulder as extra lane is given. As can be seen from the table the use of the hard-shoulder is very efficient. The performance is on average 1.7% higher and the delay is decreased with 58%. Before After Difference Before After Difference A9 Holendrecht-Diemen ,3% ,4% A9 Diemen-Holendrech ,5% ,0% A12 Woerden-Gouda ,2% ,9% A27 Everdingen-Lunetten ,5% ,3% A9 Velsen-Raasdorp ,6% ,5% A9 Raasdorp-Velsen ,6% ,2% A9 Badhoevedorp-Raasdorp ,6% ,2% Total ,7% ,0% Table 5.35: Overall results for the projects with hard-shoulder running Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011

31 6. European Dimension: Transferability of the Results The following conclusions can be made regarding the applicability of the results of the Additional Lanes Programme to other similar implementations in The Netherlands and other countries: Acceleration of building extra lanes pays off. Several additional lanes are in the pipeline or are already opened in The Netherlands by the time of writing this report (December 2011).: Although the characteristics of roadways in other European countries differ from those used in The Netherlands, acceleration of the building processes will always be beneficial: congestion is reduced at traffic bottlenecks in an earlier stage and the road users will be more satisfied, because of durable (positive) effects. Additional Lanes Programme 10 projects in The Netherlands December 20 th, 2011