View source for Betuweroute

{{Short description|Dutch railway line}}
{{Update|date=April 2022}}
{{Infobox rail line
| name                            = Betuweroute
| image                           = Niederlande und Betuwe 4.svg
| caption                         = Route (red) of the Betuweroute
| image_width                     = 260px
| type                            = [[Rail freight transport|Freight railway]]
| locale                          = [[South Holland]] and [[Gelderland]],<br />{{flag|Netherlands}}
| owner                           = [[ProRail]]
| open                            = 16 June 2007
| gauge                           = {{track gauge|sgmet|allk=on}}
| electrification                 = [[25 kV AC|{{nowrap|25 kV 50 Hz}}]]<br>
Kijfhoek yard: 1.5kV DC
| speed                           = {{convert|120|km/h|mph|abbr=on}}
| signalling                      = [[European Train Control System|ETCS Level 2]]<br>
Kijfhoek yard: [[European Train Control System|ETCS Level 1]] and [[Automatische treinbeïnvloeding|ATB-EG]]
| linelength_km                   = 159
| map                             = {{Betuweroute diagram|inline=1}}
| map_state                       = collapsed
}}

The '''Betuweroute''' is a [[double track]] [[Freight rail transport|freight railway]] between [[Rotterdam]] and [[Germany]]. {{Lang|nl|Betuweroute}} is the official name, after the [[Betuwe]] area through which the route passes.  The line is popularly called '''Betuwelijn''', after an older local rail line in the same region. The line extends into Germany as the [[Oberhausen–Arnhem railway]], and it is part of Project {{Abbr|No.|Number}} 5 of the [[Trans-European Transport Network]] (TEN-T).<ref>{{cite web|url=http://ec.europa.eu/ten/transport/maps/doc/axes/pp05.pdf |title=Betuweroute and the TEN network |date= |accessdate=2011-11-13}}</ref>

==History==
[[File:Spoorlijn Kijfhoek - Zevenaar.png|thumb|left|Map of the Betuweroute]]
In 1985 the Van Bonde Commission began to investigate the future of west–east transport. The main advocate of the proposed line was the then minister [[Neelie Kroes]], later Commissioner in the European Union until 2014. In 1992 the German and Dutch governments signed the Treaty of Warnemünde, which addressed enhancing rail traffic and focused on the tracks from [[Amsterdam]] and [[Rotterdam]] to [[Duisburg]]. The original plan was for three branch rail lines towards Germany.  The northern branch via [[Oldenzaal]] was abandoned in 1999 and the southern branch via [[Venlo]] was abandoned in 2004.  Also in 2004, the courts{{which|date=November 2021}} forbade the construction of a large [[logistics]] centre near the village of [[Valburg]].

[[Image:Meteren Betuweroute02 2004-09-14.jpg|thumb|upright|260px|Construction of the Betuweroute in [[Meteren]] in 2004]]
[[Image:Railion 189 075 - Trein Betuweroute.jpg|thumb|260px|A [[EuroSprinter|Railion class 189]] hauled train using the Betuweroute near [[Deil]]]]
In 1988 the Dutch state-owned passenger railway company [[Nederlandse Spoorwegen|NS]] began work on the line. Delayed by two years, the railway was finished mid-2007.  The final cost was 4.7 billion [[euro]]s, more than twice the original budget of 2.3 billion euros, and more than quadruple the initial estimate from 1990 of 1.1 billion euros.

The large and rising costs, and criticism about government funding, promoted the government to seek private financing for the line, without success. On 16 June 2007, Queen [[Beatrix of the Netherlands]] presided over the opening ceremony for the {{convert|160|km|mi|sp=us}} line that connects Rotterdam to the German border.<ref>{{cite web|url=http://www.dutchnews.nl/news/archives/2007/06/first_freight_train_uses_betuw.php |title=First freight train on the Betuweroute |publisher=Dutchnews.nl |date=2007-06-18 |accessdate=2011-11-13}}</ref>  Despite the [[Trans-European Transport Networks|TEN-T]] and bilateral agreements, Germany did not expect to complete reconstruction of their lines that connect with Betuweroute before 2015.<ref>{{cite web|url=http://www.dutchnews.nl/news/archives/2007/09/germany_ignores_betuwelijn_rai.php |title=Germany ignores Betuwelijn |publisher=Dutchnews.nl |date=2007-09-05 |accessdate=2011-11-13}}</ref>

== Route ==
The route is a direct line from the [[Maasvlakte]] to [[Zevenaar]], connecting the [[Port of Rotterdam]] to Germany.

Compared with the previous rail route between [[Barendrecht]] and [[Elst, Overbetuwe|Elst]] the main deviations are:
* Line now north of [[Zwijndrecht, Netherlands|Zwijndrecht]] and [[Papendrecht]]
* Line now north of [[Gorinchem]] and south of [[Leerdam]]
* Line now north of [[Tiel]]
* From the south side of Elst the line runs straight to [[Zevenaar]]

== Infrastructure ==
[[Image:Betuweroute.jpg|thumb|A tunnel for the Betuweroute near highway [[A15 motorway (Netherlands)|A15]]]]
[[File:Betuweroute bij Tiel.jpg|thumb|A bridge near [[Tiel]]]]
[[File:Niederlande und Betuwe 5.svg|thumb|Trajectory of the Betuweroute]]

The most striking infrastructure that was built or reconstructed as part of the Betuweroute includes:
* [[Container terminal]]s in Rotterdam, Rail Service Centre [[Maasvlakte]], Rail Service Centre [[Waalhaven]], and Maasvlakte 2.<ref>{{cite web |title=Expansion of Rail Infrastructure and Transfer Capacity |url=http://www.rotterdamportinfo.com/editorial/Rail-Shuttle/Expansion-of-Rail-Infrastructure-and-Transfer-Capacity.cfm |url-status=dead |archiveurl=https://web.archive.org/web/20110715204225/http://www.rotterdamportinfo.com/editorial/Rail-Shuttle/Expansion-of-Rail-Infrastructure-and-Transfer-Capacity.cfm |archivedate=2011-07-15 |accessdate=2010-10-31}}</ref>
* The {{convert|3|km|mi|sp=us}} long [[Botlek]]spoortunnel under Rotterdam harbour replaces the antiquated Botlek bridge.  The bridge remains in service as backup and for regional traffic. Space around the tunnel was so constrained that after completing the first tube, the [[tunnel boring machine]] had to be dismantled inside the tube. The parts were then returned to the starting point and reassembled to bore the second tube.
* The [[Kijfhoek (classification yard)|classification yard Kijfhoek]] between [[Barendrecht]] and [[Zwijndrecht, Netherlands|Zwijndrecht]] was reconstructed.<ref>{{cite web |author=Website Rail cargo information |title=Document showing layout Kijfhoek |url=http://www.railcargo.nl/documenten/kijfhoek%20definitief.pdf |accessdate=2009-06-05 |language=Dutch}}{{dead link|date=July 2017|bot=InternetArchiveBot|fix-attempted=yes}}</ref>
* [[Barendrecht railway station]] has 9 tracks in a {{convert|1.5|km|mi|sp=us}} long structure.  Much of the structure is covered with a layer of earth, to reduce noise.  On top is a new city park. At the station itself, 4 of the tracks and their platforms have a glass roof. Nearby tracks cross on two levels.
* Tunnel were built under [[Pannerden|Pannerdensch Kanaal]] near [[Angeren]]. Instead of the projected bridge, a {{convert|2.7|km|mi|sp=us}} tunnel was bored, to protect the landscape and environment. The tunnel entrances were designed to blend in with the landscape. The tunnel itself has large lockable doors at each end, to prevent a flood on one side of the canal inundating the region on the opposite bank. Because two endangered animal species were found in the vicinity of the tunnel, a new habitat was laid out for the [[Great crested newt]] and the [[Natterjack Toad]], as this video shows.<ref>{{cite web |date= |title=Short video about new habitat for the Great crested newt, Dutch spoken |url=http://www.betuweroute.nl/files/milieu.wmv |accessdate=2011-11-13 |publisher=Betuweroute.nl}}</ref>

== Specifications and features ==
* The route is electrified at [[25 kV AC]] and signaled using the [[European Rail Traffic Management System|ERTMS2]] standard and [[Track circuit|AF Track Circuits]]. Electrification meets new European standards, but Dutch locomotives could not use the line's power because they run on a different voltage. The German extension of the route does not comply with the new ERTMS2 standards, and also uses another voltage, thus limiting usability of the track.  Custom-made locomotives were needed.  The first new-spec locomotive was delivered to [[Railion]] in December 2007.
* Tunnels, viaducts and other parts of the railway are engineered to be 4.0 m wide and 6.15 m high in order to allow [[double stacked container trains]] under overhead wires,<ref>{{Cite web|url=https://www.railway-technology.com/projects/betuweroute/|title = Betuweroute Double-Track Freight Line - Railway Technology}}</ref> although no such trains will be in use on this route for years to come. The overhead wires were installed at standard height, to accommodate locomotives with standard [[Pantograph (transport)|pantographs]]. This and viaducts on the connecting lines prevent use of double-stacked containers.{{Citation needed|date=June 2012}}  In the future, the overhead electrification wires could be raised to allow for double stacking without much effort or cost.{{citation needed|date=November 2021}}
* For the section from [[Rotterdam]] to the large [[Kijfhoek (classification yard)|Kijfhoek classification yard]], existing track was reconstructed.  New construction occurred from Kijfhoek to [[Zevenaar]] near the German border, which is most of the remaining three quarters of the line.
* The total length of noise insulation panels on both sides of the track is {{convert|160|km|mi|sp=us}}, the same as the route length.
* Roll bars along the track keep derailed cars from toppling.
* 5 tunnels and several roofed sections add up to a length of {{convert|20|km|mi|sp=us}}.
* There are 190 passages to allow wildlife to cross.
* There are no level crossings, but instead 130 bridges and viaducts.<ref>[http://www.pieternieuwland.nl/Menu_Items/Vakken/Aardrijkskunde/betuwelijn/ Features of Betuweroute] {{webarchive |url=https://web.archive.org/web/20071215015454/http://www.pieternieuwland.nl/Menu_Items/Vakken/Aardrijkskunde/betuwelijn/ |date=December 15, 2007 }} [[Dutch language|Dutch]]</ref>
* Once the German line signaling and other infrastructure are updated, the Betuweroute's capacity will be 10 trains per hour in each direction.

== Use ==
When the line opened, project managers hoped within five years to reach a daily average of 150 freight trains.<ref>{{cite web |title=FAQ Keyrail |url=http://www.keyrail.nl/veel-gestelde-vragen#vraag1 |url-status=dead |archive-url=https://web.archive.org/web/20090412031756/http://www.keyrail.nl/veel-gestelde-vragen#vraag1 |archive-date=2009-04-12 |accessdate=2011-11-13 |publisher=Keyrail.nl}}</ref>  In the first six months of operation, the unfinished German connection and problems with safety equipment caused traffic to be light.<ref>{{cite web |date=2007-08-01 |title=Marginal use of Betuweroute |url=http://www.dutchnews.nl/news/archives/2007/08/betuwe_railway_line_still_not_1.php |accessdate=2011-11-13 |publisher=Dutchnews.nl}}</ref>  Usage increased steeply over the years 2008–2011. By mid-2011, 78% of all freight trains between Rotterdam and the German border took the Betuweroute.  The other freight trains travelled via either [[Venlo]] or the border at [[Bad Bentheim]], or used the conventional railway through Arnhem to [[Emmerich am Rhein]]<ref>[http://www.keyrail.com/viewer/file.aspx?fileinfoID=892 Halfjaarbericht Keyrail], August 2011.</ref>  Beginning in 2009, the heaviest trains in Germany and the Netherlands, 6,000 tonne trains, transported iron ore between the port of Rotterdam and [[Dillinger Hütte|Dillingen]] in Germany using the Betuweroute.  As of 2019, the Betuweroute carried 4.2 billion [[ton-kilometer]]s of cargo and 2.3 million [[train kilometer]]s.<ref>[https://www.prorail.nl/siteassets/homepage/over-ons/documenten/pr_jaarrapport-ontwikkeling-spoorgoederenverkeer-in-nederland-2019_def.pdf Ontwikkeling spoorgoederenverkeer in Nederland 2019 vergeleken met 2018] prorail.nl</ref>

Unlike other Dutch rail network tariffs, the tariff charged to train operators to use the Betuwe rail line is not calculated by train weight but by the distance the train travels. Between 2008 and 2011 the tariff has increased progressively from €1.41 per train kilometer to €2.33 per train kilometer.<ref name="schweiz-revue-2007-08-382">''Betuweroute: Start mit Schwierigkeiten''. In: ''Schweizer Eisenbahn-Revue''. Nr. 8/9, 2007, {{ISSN|1022-7113}}, S.&nbsp;382.</ref>{{Bar graph
| title       = Quarterly number of trains over the Betuweroute.
| bar_width   = 30 <!-- must be an unformatted number -->
| width_units = em <!-- uses 'em' units by default -->
| data_max    = 6500
| label_type  = Q
| data_type   = No. of trains
| label1      = 2008-I
| data1       = 1000
| label2      = 2008-II
| data2       = 1200
| label3      = 2008-III
| data3       = 1250
| label4      = 2008-IV
| data4       = 1900
| label5      = 2009-I
| data5       = 2350
| label6      = 2009-II
| data6       = 2200
| label7      = 2009-III
| data7       = 2300
| label8      = 2009-IV
| data8       = 3000
| label9      = 2010-I
| data9       = 3900
| label10     = 2010-II
| data10      = 4300
| label11     = 2010-III
| data11      = 4400
| label12     = 2010-IV
| data12      = 5000
| label13     = 2011-I
| data13      = 5850
| label14     = 2011-II
| data14      = 6300
}}<ref>[http://www.keyrail.com/viewer/file.aspx?FileInfoID=690 Halfjaarbericht Keyrail], August 2010, [http://www.keyrail.com/viewer/file.aspx?FileInfoID=849 Jaardienstverdeling Keyrail], May 2011.</ref>

== Controversy ==
Many Dutch people, experts and politicians such as members of parliament opposed construction of the Betuweroute. The Dutch [[Ministry of Transport, Public Works and Water Management (Netherlands)|Ministry of Transport, Public Works and Water Management]] received 14,000 complaints against the northern branch alone, which was cancelled in 1999. ''GroenFront!''<ref>{{cite web |date= |title=Vrienden van GroenFront! &#124; EarthFirst! Netherlands Support Group |url=http://www.groenfront.nl/ |accessdate=2011-11-13 |publisher=Groenfront.nl |archive-date=2004-08-31 |archive-url=https://web.archive.org/web/20040831073117/http://www.groenfront.nl/ |url-status=dead }}</ref> (Green Front), one among dozens of activist groups, was responsible for 35 confrontations in 1999–2001.<ref>[https://ssl.direkte-aktie.net/cms/groenfront.php?itemid=668 35 actions by Groen Front against the Betuweroute, 1999-2001] {{webarchive|url=https://web.archive.org/web/20070629001126/https://ssl.direkte-aktie.net/cms/groenfront.php?itemid=668|date=2007-06-29}} [[Dutch language|Dutch]]</ref>  University professors and official institutions heavily criticised the role of the government and ministers in relation to Betuweroute.

The main concerns about the Betuweroute were:
* '''Cost''' - Even at the original budget of 2.3 billion euros, there was much discussion about economic viability. Initial hopes of attracting private investors turned out to be totally unfounded. In 2000 the [[Netherlands Court of Audit|Court of Audit]] convicted the government of having issued unrealistic forecasts about cost, environmental effects and usage of the Betuweroute, as well as insufficient cost control. They stated that promoting river transport should have been considered as a realistic alternative. In 2004 the [[Centraal Planbureau]] (Bureau for Economic Policy Analysis), concluded that construction of the line would never pay for itself.{{citation needed|date=November 2021}}
* '''Landscape''' - The line passes through the [[Groene Hart]] (Green Heart) of the [[Randstad]] and the [[Betuwe]].  There were concerns the rail line would damage both regions.  The Groene Hart is a more or less rural area amid the [[Netherlands|Netherlands']] largest cities.   The Betuwe is a less densely populated green region along the major Dutch rivers. Both feature classic Dutch [[polder]] landscapes.  Opposition to the original plans forced the construction of additional tunnels, which further increased the construction budget.
* '''[[natural environment|Environmental]] issues''' -  Many environmentalists and neighbours fiercely resisted the new line due to concerns about noise, dangerous chemical spills and the fragmentation of animal [[habitat]]s. In response, extra noise insulation panels, tunnels and wildlife passages were built.
* '''Alternatives''' - As the Court of Audit concluded in its 2000 report, river transport was and still is a realistic alternative. River transport is cheaper, more flexible,{{how|date=November 2021}} safer and not much slower.{{citation needed|date=November 2021}} The Dutch [[barge]] fleet is the largest and among the most modern in Europe,<ref>[http://informatie.binnenvaart.nl/document/Marktobservatie_2006_I_nl.pdf River transportation: Market observation 2006] {{webarchive|url=https://web.archive.org/web/20071022121956/http://informatie.binnenvaart.nl/document/Marktobservatie_2006_I_nl.pdf|date=October 22, 2007}} Dutch [[barge]] fleet accounts for more than 50% of total tonnage in [[Rhine]] and [[Meuse]] [[Drainage basin|basins]], (p42). And is the most modern, second only to the German fleet, (p55). {{in lang|nl}}</ref> capable of transporting freight to the German industrial heartland with minimal government investment.{{citation needed|date=November 2021}}  Major Dutch rivers including [[Merwede]], [[Waal (river)|Waal]] and parts of the [[Rhine]], [[Meuse|Maas (Meuse)]], [[IJssel]] and [[Lek (river)|Lek]] run roughly alongside the Betuweroute.  Likewise, the [[A15 motorway (Netherlands)|A15]], an excellent albeit congested highway, parallels the railway for {{convert|95|km|mi|sp=us}}.

Several parts of this ''Controversy'' section are based on a Dutch scientific investigation.<ref>[http://www.werkmarkt.nl/water/HoeSpoort.pdf Rail transport vs. river transport. Scientific investigation on costs, safety, environment.] {{webarchive|url=https://web.archive.org/web/20051217100227/http://www.werkmarkt.nl/water/HoeSpoort.pdf|date=2005-12-17}} [[Dutch language|Dutch]]</ref>

==Municipalities along Betuweroute==
{|
|-
| style="width:33%;"|
* [[Alblasserdam]]
* [[Barendrecht]]
* [[Buren]]
* [[Duiven]]
* [[Geldermalsen]]
* [[Giessenlanden]]
* [[Gorinchem]]
* [[Hardinxveld-Giessendam]]
| style="width:33%;"|
* [[Hendrik-Ido-Ambacht]]
* [[Lingewaal]]
* [[Lingewaard]]
* [[Molenwaard]]
* [[Neder-Betuwe]]
* [[Neerijnen]]
* [[Nijmegen]]
* [[Overbetuwe]]
| style="width:33%;"|
* [[Papendrecht]]
* [[Rotterdam]]
* [[Sliedrecht]]
* [[Tiel]]
* [[Zevenaar]]
* [[Zwijndrecht, Netherlands|Zwijndrecht]]
|}

== See also ==
* [[Elst–Dordrecht railway]]

==References==
Several parts of this article are based on: {{cite web |url=https://www.uni-muenster.de/HausDerNiederlande/Zentrum/Projekte/NiederlandeNet/NRW-BeNeLux/einleitungbetuwe.html |title=Decision process and construction of Betuweroute, 1985-2007 |language=German |url-status=dead |archiveurl=https://web.archive.org/web/20080517005843/http://www.uni-muenster.de/HausDerNiederlande/Zentrum/Projekte/NiederlandeNet/NRW-BeNeLux/einleitungbetuwe.html |archivedate=2008-05-17 }}
{{Reflist}}

==External links==
{{Commons category|Rotterdam-Zevenaar railway}}

* [https://web.archive.org/web/20070927185421/http://proto.thinkquest.nl/~jrb116/tunnel-1.php Tunnel under Pannerdensch Kanaal] ([[Dutch language|Dutch]])
* [https://web.archive.org/web/20080517005843/http://www.uni-muenster.de/HausDerNiederlande/Zentrum/Projekte/NiederlandeNet/NRW-BeNeLux/einleitungbetuwe.html Decision process and construction of Betuweroute, 1985-2007] ([[German language|German]])

{{Trans-European Transport Networks}}
{{Authority control}}

{{Coord missing|Netherlands}}

[[Category:Railway lines in North Rhine-Westphalia]]
[[Category:Railway lines in the Netherlands]]
[[Category:Railway tunnels in the Netherlands]]
[[Category:Rail freight transport in the Netherlands]]
[[Category:International railway lines]]
[[Category:Rail transport in Rotterdam]]