Punctuality on the main rail network and high-speed line 

Main rail network 

The year started with low punctuality scores due to high-impact works, track subsidence in Zeeland and low train availability. We also faced stricter speed limits on the HSL due to construction defects in viaducts and bridges. In response, we made every effort to increase train availability and launched the 'Reliably Better' concession management strategy. This includes running a robust timetable that allows sufficient time headways to avoid delays. With results: as of April, works had less impact on passengers than in 2023. Several service interruptions in the summer, such as works at Utrecht, Amersfoort and Rotterdam-The Hague, took place without major adverse effects on punctuality and passengers.

During the year, we faced work delays, several major infrastructure disruptions, including failure of the traffic control system in Utrecht in June, and regular new temporary speed limits. Unfortunately, temporary speed limits such as those at Culemborg still had a major negative impact until the end of 2024. In addition, works in Emmerich, Germany, meant that goods trains were diverted via Venlo. This increased rail congestion and adversely affected the performance of domestic trains since goods trains have priority over passenger trains. Delays of international passenger trains also affected the punctuality of domestic passenger trains. 

In autumn, we added a minute in the timetable on some routes to cope with any effects of the autumn dip, such as leaves on the tracks. A robust timetable during the works, relatively few major infrastructure disruptions and mild weather conditions contributed to the relatively good performance in the autumn.

HSL 

The high-speed railway line (HSL) is causing a lot of headaches. Several factors resulted in disappointing punctuality for passengers on this line. During the year, we faced stricter speed limits for safety reasons. The lower limits meant that each train lost an average of 6 to 7 minutes’ journey time in total. In the summer, we incorporated the extra time into the timetable as much as possible to ensure a more predictable journey for passengers. The connection remained considerably faster than by conventional rail despite the extra travel time. We deployed ICNG trains where possible to partially offset lost journey time on the 200 km/h section. Despite the extra travel time in the timetable, the limits continue to have a negative impact on punctuality because there are no more buffers to accommodate other delays. 

The partial incorporation of the temporary speed limits into the timetable means that the journey time stated in the journey planner more closely reflects reality. NS thus provides a more realistic picture of the train journey, making the train service more predictable for passengers. With effect from the 2025 timetable, the timetable is scheduled on the basis of a 120 km/h temporary speed limit. This enables passengers to make their journey as planned.

The shortage of trains also had a negative impact on punctuality for passengers, particularly in the first part of the year. The shortages were due to delayed ICNG inflow, return of leased Traxx locomotives, and defects in outdated Intercity coaches. We resolved this by taking measures such as extending lease contracts, modified maintenance on the coaches, and a software update in the ICNG to solve teething problems.

Other reasons for lower performance were large-scale works at locations including Schiphol and Emmerich, and a strike day in relation to the Arduous Occupations scheme.