group 3 assignment 2 version 1.3

DELFT CENTRAL: RAILROAD TUNNELANALYSIS OF ACTORS

Group 3Shimul Sen

Akwasi AcheampongPrachi Jha

Eric Ologi JumaJan Michael De Leon

Manace Castory Nkuli

Outline

Identification of Actors Critical Actors

Resources Perception

Timeline

Delft is located directly on the busy connection between Amsterdam-The Hague-Rotterdam

Railned

Mecanoo Architects, Combinatie Crommedijk VOF

Delft Rail Road

Actors

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Delft Rail Road

Critical Actors

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Delft Rail Road

Critical ActorsSecond Chamber Resource:

Legitimacy Wants to double

the capacity of Delft railroad

Approved budget allocation for the tunnel

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Delft Rail Road

Critical ActorsMinistry Resource: Capital,

Knowledge, Legitimacy

Aims to achieve the goals of the national transport plan

Wants to improve Delft rail thru cheapest way

Railned


Delft Rail Road

Critical ActorsNS Resource: Capital,

Knowledge Aims to build

railroad but lacks budget for tunnel

Increased profit from added tracks and capacity

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Delft Rail Road

Critical ActorsMunicipality Resource: Land,

Knowledge, Legitimacy

Wants tunnel due to noise pollution, environment and property dev’t

Lobbied for more allocation

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Delft Rail Road

Critical ActorsBallast Nedam Resource: Capital,

Knowledge Wants profit from

property dev’t Strengthen

network via gov’t connection

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Delft Rail Road

Critical ActorsCitizens Resource: Legitimacy Lobbied for

construction of railroad

Contributed funds Wants mobility and

accessibility Increased land

value, attracts business

Timeline1988 •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

Timeline2001 •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

Delft Rail Road

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BUDGET

COMPANY OWNERS

Relationship 2nd Chamber Ministry NS Municipality

1990s

Delft Rail Road

1990s CONCEPTPROPOSED PLANS TO DELFT

RAIL 21

PLANS

F/S


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DEV’T PROPOSAL

Delft Rail Road

2000-2006 APPROVAL

SPOORTUNNEL: LOBBIED FOR

FUND ALLOCATION

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MAKE LAW

MADE BY MINISTRY TO OVERSEE INFRA DEV’T

Delft Rail Road

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2008 RISK ASSESSMENT

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Delft Rail Road

Thank you!

ROLES OF CRITICAL ACTORS (DELFT CASE)

ACTORS CAPITAL LAND COMPETENCE KNOWLEDGE LEGITIMACY DEGREE OF INFLUENCE

DUTCH RAILWAYS (NS) 5 1 5 3 3 3.4/5 (68%)

DELFT MUNICIPALITY 3 5 4 3 5 4/5 (80%)

MINISTRY OF INFRASTRUCTURE AND ENVIRONMENT

5 1 5 5 4 4/5 (80%)

PRIVATE & PROJECT DEVELOPERS

4 1 5 5 2 3.4/5 (68%)

RESIDENTS 2 2 1 1 4 2/5 (40%)

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

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

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.

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

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

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.

Critical Actor

Actor3

Actor2Actor1

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

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)

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.• 1998There 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.


• 1999:Reorientation of Government concerning the Tunnel ProjectThe 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)


• 2000:Municipality of Delft showed the willingness of investing in the project100million was realized and confirmed in 2001Citizens 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?)

group 3 assignment 2 version 1.3

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