1. DELFT CENTRAL: RAILROAD TUNNEL
ANALYSIS OF ACTORS
Group 3
Shimul Sen
Akwasi Acheampong
Prachi Jha
Eric Ologi Juma
Jan Michael De Leon
Manace Castory Nkuli
2. Outline
Identification of Actors
Critical Actors
Resources
Perception
Timeline
Delft is located directly on the busy connection between Amsterdam-The Hague-Rotterdam
3. Railned
Mecanoo
Architects,
Combinatie
Crommedijk
VOF
Second Chamber,
Dutch House of
Representatives
Ministry for
Infrastructure
and
Environment Nederlandse
Spoorwegen
(NS), Dutch
Railway
Company
Delft
Municipality
Ballast
Nedam,
Developer
Citizens,
Homeowners,
Private Parties
Delft
Rail
Road
Actors
Engr.
Palmboom
SOVI, Steering
Group
Busquets,
Architect
Hoogstad,
Architectural
Bureau
Haaglanden
City District
Rotterdam City
District
South Holland
Provincial
Gov’t
Rail Infra-
Management,
NS
11. Timeline
1988
• NS approached Municipality proposing to expand rail capacity via overpass
1990
• Municipality expressed preference for a tunnel
1993
• Municipality contacted Ballast Nedam for development ideas
1998
• Ministry awarded Municipality and Ballast Nedam project via STIR
1999
• National Government reserved 174M Euros for the tunnel thru MIT
2000
• Extra 280M guilders was allocated from the national budget for the tunnel
12. Timeline
2001
• Municipality invested 100M from its budget, Citizens gave 20M
2001
• Irritation bet Municipality and Ministry due to request of add’l 150M
2003
• When project was put on hold, citizens organized and lobbied for tunnel
2004
• Minister made financial reservation for the project
2006
• Municipality approved final proposal
2007
• Ministry provided finances to start the construction of the tunnel
14. Delft
Rail
Road
Engr.
Palmboom
SOVI, Steering
Group
Busquets,
Architect
Hoogstad,
Architectural
Bureau
Haaglanden
City District
Rotterdam City
District
South Holland
Provincial
Gov’t
Rail Infra-
Management,
NS
Second Chamber,
Dutch House of
Representatives
Ministry for
Infrastructure
and
Environment Nederlandse
Spoorwegen
(NS), Dutch
Railway
Company
Delft
Municipality
Ballast
Nedam,
Developer
Citizens,
Homeowners,
Private Parties
1990s CONCEPT
PROPOSED PLANS TO DELFT
RAIL 21
PLANS
F/S
Mecanoo
Architects,
Combinatie
Crommedijk
VOF
Railned
DEV’T PROPOSAL
15. Delft
Rail
Road
Engr.
Palmboom
SOVI, Steering
Group
Busquets,
Architect
Hoogstad,
Architectural
Bureau
Haaglanden
City District
Rotterdam City
District
South Holland
Provincial
Gov’t
Rail Infra-
Management,
NS
Second Chamber,
Dutch House of
Representatives
Ministry for
Infrastructure
and
Environment
Nederlandse
Spoorwegen
(NS), Dutch
Railway
Company
Delft
Municipality
Ballast
Nedam,
Developer
Citizens,
Homeowners,
Private Parties
2000-2006 APPROVAL
SPOORTUNNEL:
LOBBIED FOR
FUND ALLOCATION
Railned
Mecanoo
Architects,
Combinatie
Crommedijk
VOF
MAKE LAW
MADE BY MINISTRY TO
OVERSEE INFRA DEV’T
17. Railned
Mecanoo
Architects,
Combinatie
Crommedijk
VOF
Second Chamber,
Dutch House of
Representatives
Ministry for
Infrastructure
and
Environment Nederlandse
Spoorwegen
(NS), Dutch
Railway
Company
Delft
Municipality
Ballast
Nedam,
Developer
Citizens,
Homeowners,
Private Parties
Delft
Rail
Road
Thank you!
Engr.
Palmboom
SOVI, Steering
Group
Busquets,
Architect
Hoogstad,
Architectural
Bureau
Haaglanden
City District
Rotterdam City
District
South Holland
Provincial
Gov’t
Rail Infra-
Management,
NS
19. Discussion
• Municipality
• NS Dutch
– Together with the ministry develop the plans?
• Ministry of
– Improve transportation thru cheaper way
– Housing conflict with the ministry of infrastructure
– Worked together
20. Discussion
• Municipality decided to sell devt rights to ballast
• Compromise so project can be done
• Noise and environmental
• Second Chamber - Ministry – NS and Municipality
• Municipality and Ballast have same goal with
tunnel and 1600 houses developed
• Win win situation for Municipality and Ballast
• Create relationship from the city, create networks
from the govt, now profit
21. Discussion
• Residents were surveyed by municipality
• 33% agreed consent. Gave 20M
• Land values increased. Business. mobility.
Accessibility. Attract investment and
competitiveness.
• Land is owned by municipality.
22. Notes
• In 1988, Nederlandse Spoorwegen (NS), the Dutch Railway company, approached the city of Delft with proposals
to expand the rail capacity through the center of Delft as a part of the expansion plans formulated in a document
known as Rail 21
• In 1990, the municipal council expressed its preference for a tunnel and unanimously rejected a second overpass
• In 1991 a policy study known in Dutch policy as ‘Structuurvisie’(Structure Sketch) was published
• In 1992 the city of Delft accepted the ‘Strucuurvisie’ and thus the idea that the rail system should be in a tunnel
• As early as 1993, the municipality contacted the developer, Ballast Nedam for ideas about the area. In 1995 this
private company presented the municipality with an updated version of the study by Frits Palmboom. The study
confirmed that the area would provide opportunities for the development of a large number of houses (1600) and
offices (60,000 square meters).
• In 1998, Delft’s lobbying payed off. The Ministry of Housing, Planning and the Environment awarded the plan of
the municipality and Ballast Nedam as an exemplary project within the so-called STIR program, a program aimed
at stimulation of Intensive Use of existing public space in the urban areas
• Early in 1999, the national government reserved 174 million Euros for the tunnel in the national program known
as the MIT (Multi-Year Program for Infrastructure and Transport)
• By now the city of Delft, with use of the STIR funds, had assigned the Spanish urban architect Busquets to develop
a design for the area. He presented his proposal in 1999
• Real construction of the rail tunnel project and the realization of the city development above it came a step closer
in 2000 when an extra 280 million guilders was allocated from the national budget for the tunnel in Delft. This
money came available in the context of national plans to improve accessibility of the Dutch greater urban area
known as the ‘Randstad’. Thus, the total amount reserved in the MIT (multiple year program for infrastructure and
transport) for Delft amounted to 640 million guilders.
• In 2000, the municipality of Delft indicated the willingness to invest 100 million out of its budget to realize the
tunnel. This decision was confirmed by the municipal council in 2001
23. Notes
• The project is also supported by the Delft population as is clear from a penny project the municipality organized
after the municipality received 120 million generated from the sale of shares in the electrical company of South
Holland in 1999. During the discussion about the use of these funds, citizens could indicate their preferences. The
tunnel project received substantial support. Citizens gave almost 20 million guilders for the tunnel and 33% of
those surveyed considered the project important
• there was some mild irritation between Delft and the Ministry when Delft attempted to convince the Second
Chamber in November 2001 that another 150 million would make the first step toward the construction of a
tunnel possible
• In mid 2001, Ballast and Delft published a report concerning the public transportation bottleneck, combining
various aspects of research (railway, station, surrounding area)
• In February of 2002, a process agreement was signed. The public parties involved (VROM, Province of South
Holland, City District Haaglanden, and the municipality of Delft) acknowledged the noise issue and the degree to
which the rail overpass functioned as a barrier between the two parts of the city
• When in 2003 the national government decided to shift priorities to the maintenance of the existing tracks in the
Netherlands, the tunnel project in Delft, which was now known as ‘spoorzone’ (railzone), was put on hold
• As a result residents of the area organized themselves in the group ‘Spoortunnel Delft NU’(railwaytunnel Delft
NOW) and started to gather support for their cause. As a result of the ongoing lobby for the tunnel, the House of
Representatives (in the Netherlands more commonly known as ‘the Second Chamber’) urged, in a motion to the
responsible minister, to allocate budget for the realization of the tunnel, to be spent from 2010 onwards
• Minister Carla Peijs announced in 2004 that she would make a financial reservation for the tunnel project
24. Notes
• In 2006,the final proposals were officially approved by the municipal
council of Delft and a so-called ‘development company’ was set up
• In 2007, the minister for Infrastructure and Environment provided the
financial input to being digging the tunnel
• In 2008 the Municipality of Delft claimed that a reassessment of the risks
and responsibilities for the project was needed. As a result of what was
decided in 2005, the municipality had become the main responsible body
and carried the most of the (financial) risks involved in this huge
construction project. However, since the Ministry of Infrastructure and
Environment decided in 2007 to enlarge the project to 4 tubes instead of
2, the Municipality urged the Ministry to share the risk.
• In 2007 Mecanoo architects were assigned to design the railway station
and office building while the Combinatie Crommedijk VOF received the
rights to build the tunnel. In 2009 the actual building of the tunnel
complex began.
28. THE ACTORS (Delft Central /Tunnel
Project)
• The Dutch Railway
Company(NS)
• The Delft Municipality
• The Ministry of
Infrastructure &
Environment
-Public Works and Water
Management
-Housing Planning and
Environment
• Private Developer and
Project Managers
• Citizens/Residents
29. PERCEPTION (FRAMES OF ACTORS)
• 1995:
The Municipality contracted a Developer, Ballast Nedam
for the ideas about the project.
This was based on the updated version of Frist
Palmboom:
1600 houses and 60,000sq meters offices
• Mid 1998:
A stronger network was established between Delft and
the developer(Ballast Nedam).
Cooperation and integration of the original development
plan for the Catchment area(Central Station Delft)
30. PERCEPTION OF ACTORS (DELFT CASE)
• What made Ballast an important Actor in the Development
process?
-Acceptance of contracting rules
-Acquisition of plots of land at Market value.
-Delft &Ballast Maintained a stronger network through the several
alternatives for the Rail station and Architectural Bureau.
• 1998
There was an amendment of the development plan between the
Municipality and Ballast by the Ministry of Housing ,Planning and
Environment:
-Intensify the existing public space and use areas.
-Financed through PPP
-Construction of the development of the area above the Tunnel.
31. PERCEPTION OF ACTORS (DELFT CASE)
• 1999:Reorientation of Government concerning the Tunnel Project
The National Government resereved 74million euros
-National Program(mit) by Railine(Prorail)
-Prorail was responsible for the maintenance and control of track
system whereas the Dutch Railways operate and conducted study into
the need for 4track system near Delft.
• 2000:
The Project saw another phase by Delft Municipality to Busquets,
Urban Designer:
-General vision involving all stakeholders at different levels of interest
and power.(Home-owners, Private parties)
-Financed through PPP at Cost of (1.1 billion guilders)
32. PERCEPTION OF ACTORS (DELFT CASE)
• 2000:
Municipality of Delft showed the willingness of investing
in the project
100million was realized and confirmed in 2001
Citizens also gave 20million guilders and 33% interest was
shown in the project through a survey.
• 2002:
There was a collaboration between the Ministry of
Infrastructure and environment and NS , hence attention
was shifted from the Delft Municipality.(Issue of mistrust
or delay?)
Editor's Notes
Nederlandse Spoorwegen (NS), Dutch Railway Company
Delft Municipality
Ministry of Housing, Planning and the Environment
Ministry of Public Works and Water Management
Ministry for Infrastructure and Environment
Second Chamber, Dutch House of Representatives
Engr. Palmboom
SOVI, Steering Group
Ballast Nedam, Developer
Busquets, Architect
Citizens, Homeowners, Private Parties
Hoogstad, Architectural Bureau
Haaglanden City District
Rotterdam City District
South Holland Provincial Gov’t
Rail Infra-Management, NS
The Rail 21 plan had been approved by the Dutch House of Representatives (known in the Netherlands as ‘the second chamber’) and, among other things, formulated the ambition to double the number of travellers using public transport.
As a result of the ongoing lobby for the tunnel, the House of Representatives (in the Netherlands more commonly known as ‘the Second Chamber’) urged, in a motion to the responsible minister, to allocate budget for the realization of the tunnel, to be spent from 2010 onwards
