[Netherlands] New bus line Maassluis west station – Den Haag Centraal station
The town of Maassluis is known as a commuter town, with commuters mostly travelling towards Rotterdam and The Hague. Connections between Maasluis and Rotterdam are good, because the town has to stations on the railway line towards the city. Commuters towards The Hague however have to change at least once, to get to the The Hague city center. Here, a new bus line is proposed, which directly connects Maassluis with the The Hague Central station, which also serves the city financial center. The line cuts the journey time for commuters by at least 20 minutes.
The line would start at Maassluis west station, in the west of the town. This is a minor interchange point, the station is served by a few other bus lines, and trains towards Rotterdam. From here, the line continues through the town, using the Westlandseweg, the Wagenstraat and the P.C. Hoofdlaan. By using this route, most of Maassluis has a direct bus connection towards The Hague within 500 meter walking distance. The line leaves Maassluis using the Laan 1940-1945.
By using the Laan 1940-1945, the line directly arrives in Maasland. Here, the line uses the Burgemeester Groot-Enzerinksingel and the Hofsingel, through the eastern half of the town. This is a shorter version of the route used by other bus lines that serve the town, but by using this route, the line cuts 40% of it’s journey time in the town, creating a faster route for Maassluis-commuters. The line leaves the town using the N468.
The line uses the N468 until it arrives at the motorway, only leaving the main route in Schipluiden. This town, with a population of over 4,000 only has one bus stop, which the line serves. After serving Schipluiden, the line quickly enters the A4 motorway.
By using the A4 and A12 motorways, the line arrives in The Hague. The line leaves the A12 at exit two, from where it is only few hundred meters until the line arrives at Den Haag Centraal station, where the line ends.
Summary
Altough the line itself is quite short, it is capable of cutting the journey time on the Maassluis – The Hague route by more than 20 minutes. The route is 27,7 kilometers long, and the terminus-to-terminus journey time is around 40 minutes. By using the motorway, the line can offer a short and relatively reliable journey. It would be best if the line is run by low-floor 12-meter buses, like the Man Lion’s City already used in the region, which have lower running costs whilst they are also more attractive to passengers. It would be best if the frequency is set at one bus per hour, with an increased frequency of two to four buses per hour in the rush direction during the peaks, and no service after nine o’clock and during the weekend.
[France] New bus line Pecqueuse Mairie – Massy-Palaiseau RER station
The transport system around Paris is concentrated on the rail lines, the RER and Transilien services. Outside of these lines, transport is often inefficient and slow, resulting in unprofitable bus lines. A good example of a town without good public transport is Limours, 12 kilometers south of Massy. This town has a population of over 6500, but the local station closed in 1938, resulting in a poor service today. Here it is proposed to start a bus line between Pecqueuse, next to Limours, and Massy, the biggest transport hub in the region (two RER-lines and a TGV-station). The line would use the A10 motorway to cover the 12 kilometer distance between the two cities.
The line would begin at the Pecqueuse town hall (Mairie). There is no bus stop here, so a small bus terminus has to be constructed for the purpose. Next, the line uses the Rue de Rambouillet towards and for the first part in Limours. When the Rue de Rambouillet ends, the line runs via the Boulevard du Général Leclerc, the Avenue du Parc, and the Rue d’Arpajon, which the line also use to eventually leave Limours.
Using the Rue d’Arpajon and the Rue du Jeu de Paume, the line arrives in Forges-les-Bains. Forges-les-Bains already has a bus service, but this line does not run frequently, so the line would be a major advantage. By using the Rue du Docteur Babin, the line soon arrives in the equally big Briis-sous-Forges. Here however, the line can not run through the town center, due to narrow streets. Instead, the line runs via the Rue Simon de Montfor just south. By using the the Rue Marcel Quinet, the line arrives at the A10 motorway.
The A10 motorway however doesn’t have an exit for the line. An entrance already exists (now maintenance-only), but a new bus-only exit would make this service more viable.
By using the A10, and it’s Massy exit, the line soon arrives at Massy-Palaiseau station, where the line ends.
Conclusion
Altough this line does not serve many populated area’s, the line can be useful to a region of over 30.000 people. Massy is one of the biggest cities in the region, and it’s transport hub would be reached more easily from the Limours area. However, the construction costs of building a bus-only exit would make it harder to start a service like the one proposed here. It would be best if the line is run by leightweight low-floor 12-meter buses, which have lower running costs whilst also more attractive to passengers. Since this line has a relatively high maximum speed (45 km/h), more passengers will be attracted to using the line. Due to all this, the line is more profitable (using the information given here). It would be best if the frequency is set at one bus per hour, with an increased frequency of two buses per hour in the rush direction during the peaks, and no service after nine o’clock and during the weekend.
[Netherlands] New bus line Veghel ‘t Ven – ‘s Hertogenbosch station
The city of Veghel, in the Dutch province Noord-Brabant, had a train station until the second World War. After the war ended in 1945, the town grew from a few hundred to over 15.000, but the station was never reopened. Due to this decision, the town lacks a fast service towards ‘s-Hertogenbosch. Here, a new fast service via the N279 is proposed. This line would also serve unserved parts of Veghel.
The line begins in the ‘t Ven neighborhood in the far north of Veghel. This part of Veghel has no regular bus service at this moment, altough over a thousand households reside in this part of the town. Next, the line uses the Bussebundersweg and the Bundersweg towards the city center of Veghel. The city center has a bus station, which the line serves. Next, the line uses the Rembrandweg and the Erpseweg, to next enter the southern parts of Veghel. Here, the line uses the Van Spijkstraat and De Leest. Next, the line exits Veghel, using the N279/Rijksweg.
After 18 kilometers, the line enters ‘s-Hertogenbosch. Here, the line uses the Maastrichtseweg, the Van Veldekekade, and the Zuid-Willemsvaart, which is the northern border of the ’s-Hertogenbosch city center. By using the Citadellaan and the Diezebrug, the line soon arrives at the ‘s-Hertogenbosch railway station, where the line ends.
Within ’s-Hertogenbosch, the line only has a few stops. The reason for this is that the line therefore gives a faster connection to the station. Other parts of the city can be served by changeing buses at the Lambooibrug, the first stop in ’s-Hertogenbosch.
Conclusion
Altough this line does not serve many populated area’s, the line can be useful to most of Veghel. ‘s Hertogenbosch is one of the biggest cities in the region, and it’s economical hub would now have a better connection with Veghel. It would be best if the line is run by leightweight 12-meter buses, like the VDL Ambassador already used in the region. Since this line has a relatively high maximum speed (30 km/h), more passengers will be attracted to using the line. Due to all this, the line is more profitable (using the information given here). It would be best if the frequency is set at two bus per hour, with an increased frequency of four buses per hour in the rush direction during the peaks, and no service after nine o’clock and during the weekend.
[Netherlands] New night bus line Amsterdam Centraal station – Almere Buiten station
Altough day traffic between Amsterdam and its biggest suburb Almere is quite good, the nightly network is below level. There are only a few night buses, and they only run on saturdaynights, as partybuses. Here, a new night bus is proposed between Amsterdam Central station and Almere Buiten station. This line would be a replacement for the daily rail network, and would therefore be a part of the NS-network.
The line begins at the Amsterdam Centraal railway station, in the Amsterdam city center. This station is served every night by the so-called Nachtnet-service, a nightly train service between Rotterdam and Utrecht, via Amsterdam. At the station, the line uses the Prins Hendrikplantsoen bus station, since the normal bus station (indicated) is closed at night times due to construction works. From Amsterdam central station, the line uses the s114, and then the A10, A1 and A6 motorways (20 kilometers)
The line leaves the A6 at exit three, and uses the Hogering and the Audioweg onwards. Almere has an extensive bus lane network, so the line uses these bus lanes onwards. The line follows the lane via the Literatuurwijk neighborhood, eventually serving Almere Muziekwijk station. After serving this station, the line continues, using the bus lane through the Stedenwijk neighborhood.
Still using the bus lane network, the line soon serves the Almere Centrum railway station, in the Almere city center. During the daytime, this station is the biggest transport hub of Almere, but at present not one bus or train serves the complex during the night.
North of the station, the line uses the bus lane through the Waterwijk neighborhood. This makes it impossible to serve Almere Parkwijk station (indicated). Instead, the line continues via the bus lane further north, which attracts more passengers during the daytime.
Still using the bus lane network, the line soon arrives in the Bouwmeesterbuurt neighborhood. The line continues using the bus lane, until it arrives at the Almere Buiten railway station, where the line ends.
Conclusion
This line has a high chance of being succesful. Earlier, Almere local authorities proposed a nightly train service, but this was rejected by NS on maintenance grounds. A bus is slower (end-to-end: 27 minutes using the Intercity versus 70 minutes using this bus), but a bus costs far less. Also, this bus stops more, and closer to the homes of potential passengers. The end-to-end journey time would be a bit longer then 70 minutes. The line could best be run by the Volvo 8700 buses already used in Almere during the daytime, because this results in lower costs. The frequency could best be set at one bus per hour, during the night (12:00 – 6:00).
[Netherlands] New bus line Oosterhout bus station – Dordrecht station
The Dutch city of Oosterhout (Noord-Brabant) has never had a train station, despite the fact that is has over 50.000 inhabitants. This makes travelling to Oosterhout a time-taking buisness. Here, a new express bus line is proposed between Oosterhout and Dordrecht, a big city with good connections to Rotterdam. Altough serving relatively small towns as well, the line would cut journey times to Dordrecht by up to 20 minutes.
The line begins at the Oosterhout bus station, in the Oosterhout city center. From here, the line uses the Abdis van Thomstraat and the Strijenstraat towards the northern parts of Oosterhout. The line uses the Hoofseweg through the Strijen-neighborhood, and next the Oostpolderweg and Statendamweg, to soon leave Oosterhout, using the Bovensteweg.
After the Bovensteweg, the line uses the Weststadweg, which ends in the town of Made (pop. 12000). In Made, the line uses the Crullaan, instead of the narrow streets in the town’s center. Using the Zuideindestraat and the Brandestraat, the line arrives at the Wagenberg (pop. 2250) bus station, just outside the town itself, where the line can interchange with other lines. Next, the line uses the Wagenbergse Baan and the A59 and A16 motorways, heading towards Dordrecht.
The line leaves the A16 motorway at exit 21, after which the line has arrived in Dordrecht, the line uses the Laan der Verenigde Naties, which is a busy trunk route and therefore does not have bus stops, and next the Krispijnseweg, a road in a thinly populated area of Dordrecht. The line next uses the Spuiweg and the Singel, until it arrives at the Dordrecht railway station, where the line ends.
Conclusion
Altough this line does not serve many populated area’s, the line can be useful to the whole region, since it connects the two big cities, now badly connected to eachother. It would be best if the line is run by buses with a maximum speed of 100 kilometer per hour, so the line can fully use the 100 kilometer per hour speed limit on the A59 and A16 motorways. Since this line functions like a motorway bus, more passengers will be attracted to using the line due to the high average speed (47,2 km/h between the two terminuses). Due to all this, this line can be made for-profit (using the information given here). Unfortunately, buses running at this speed don’t accept standing passengers, which reduces the line’s capacity. It is best if the frequency is set at two bus per hour, with no service after nine o’clock and on sundays.
[France] New bus line Chateau de Vincennes – Bondy station
Although the east of the Parisian suburbs are already very well served by suburban trains and metro lines, the network can be greatly improved by new radial bus lines which link these lines, which ensure that passengers can transfer from line. Here. a new bus line is proposed between Château de Vincennes metro station and Bondy RER-station. On this route, the terminus-to-terminus journey time could be cut by five minutes, other neighbourhoods by up to 15 minutes and some neighbourhoods along the line are unserved at present.
The line begins at the Château de Vincennes metro station, the terminus of the Paris Métro Line 1. After serving the Bérault metro station as well, the line continues north via the Avenue de la République. Via the Avenue Gabriël Peri, the line also serves Croix de Chavaux metro station, on Line 9. Next, the line continues north using the Avenue de la Resistance.
The line uses the Avenue de la Resistance to go around the older center of Montreuil, where the streets are narrow and easily congested. The line the Avenue de la Resistance until it reaches the Rue Ernest Savart, which the line uses, together with the Boulevard Astride Briand, through the northern parts of Montreuil.
At the end of the Boulevard Astride Briand, the line uses the Avenue du Général de Gaulle, which passes next to the Rosny 2 shopping mall, the biggest of the eastern Parisian suburbs. Next, the line uses the Chemin de Carrouges and the Rue Étienne Dolet, to soon reach the Bondy RER-station, where the line ends.
Conclusion
The line can offer a much shorter journey time, and is mostly meant as an connecting line between the bigger stations in the area. Still, the line does also shorten journey times for the local residents, which all together means that the passenger number are expected to be high. It would therefore be best if the line is run by 12-meter city buses, with a frequency of a bus every ten minutes, with an increased frequency of a bus every 7½ minutes during the rush hours, a bus every 15 minutes on saturdays and on weekend evenings and a bus every 30 minutes on sundays and weekend evenings.
[Netherlands] Extension of the Alphen aan den Rijn – Schiphol airport bus line towards Amsterdam Centraal station
Until december 2009, the express bus line 370 between Alphen aan den Rijn and Schiphol Airport continued twice per hour towards the Marnixstraat bus station, in the city center of Amsterdam. In further history, it has been proposed to extend the line towards the Amsterdam Centraal railway station, corresponding with customer’s demands, but since then the line has shortened, proved inpopular with the passengers. Here, a prolongment of this line is proposed towards Amsterdam’s Central station. This line would have a journey time of about 85 minutes, longer then the route with changing trains at the Schiphol railway station, however the line is still faster towards all other popular destinations within the Amsterdam city center.
Since this is a proposed extension of a existing line, the existing line will not be described. For information about this part of the line, see the Full map.
From Schiphol Airport, the line’s acual ending point, the line would continue towards Amsterdam using the existing Zuidtangent-bus lanes, giving a very short journey time. The line serves the P40 long-stay parking space, and the Zuidtangent bus terminal in the far north of Schiphol. When the bus lane ends, the line uses the A4 and A10 motorways.
Using the A10, the line soon enters Amsterdam. Here, the line uses the Boelelaan, in order to serve the local universiry buildings, and next the Parnassusweg and the Strawinskylaan to serve the Amsterdam Zuid railway station. Here, passengers can change for Metro-lines towards the east and south-east of Amsterdam. Through Amsterdam, the line can use the tram lanes, which have priorty lighting at crossings. Next, the line uses the Beethovensestraat and the Van Baelestraat towards the city center.
As soon as the line arrives in the city center, it serves two of the most well-known hotspots of Amsterdam, the Van Gogh museum and the Rijksmuseum, both of which attract many tourists. Via the Leidseplein, the line arrives in the oldest parts of the city. Using the Marnixstraat and the Rozengracht, the line eventually arrives at the RoyalPalace, which is over 400 years old, and a national monument. Next the line uses the Nieuwezijds Voorburgwal, to soon arrive at the Amsterdam Central railway station, where the line ends.
Conclusion
Altough this line does not serve many unserved area’s, the line has a big chance of being succesful. The line decreases the journey time between Alphen and Amsterdam city center, and also runs via the Zuidtangent bus lane, which has proven to be popular, resulting in overcrowded buses during the peaks. Also, the line’s average speed would be high, giving a better cost coverage (using the information given here). Therefore, it would be best if this line would be run by 15-meter buses, already used on line 370. The frequency would be 6 buses per hour, with an decreased frequency of 4 buses per hour on saturday and after 8 o’clock, 2 buses per hour on sunday and after 10 o’clock, and 1 bus per hour throughout the night, on all days of the week. This line would mean the cease of line 310 (Nieuw-Vennep – Schiphol (-Amsterdam-Zuid station)) between Schiphol and Amsterdam-Zuid station, now running 4 times per hour on weekdays and saturday, giving a boost to this relation
