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Copyright © 2018 Society of Automotive Engineers of Japan, Inc. All rights reserved
Driverless electric vehicles at Businesspark Rivium near Rotterdam (the
Netherlands): from operation on dedicated track since 2005 to public roads
in 2020
Reanne Boersma1) Dennis Mica2) Bart van Arem3) Frank Rieck 4)
1)Delft University of Technology, Stevinweg 1, 2628 CN Delft & University of Applied Sciences Rotterdam, Heijplaatstraat 23, 3089 JB
Rotterdam, The Netherlands (Email: a.m.boersma@tudelft.nl)
2) 2getthere, Prooswetering26-A, 3543 AE Utrecht, the Netherlands
3) Delft University of Technology, Stevinweg 1, 2628 CN Delft, the Netherlands
4) University of Applied Sciences Rotterdam, Heijplaatstraat 23, 3089 JB Rotterdam, the Netherlands
Presented at EVS 31 & EVTeC 2018, Kobe, Japan, October 1 - 3, 2018
ABSTRACT: This paper reports about the operation of the automated and electric ParkShuttle at the Rivium Businesspark in the
Netherlands. The ParkShuttles operate without a driver on a designated lane where crossing traffic is managed with barriers. The second
and current generation ParkShuttles have been operating since 2005. Having been operational for over 10 years, the ParkShuttle
operation may be considered ‘proven technology’. The Rivium ParkShuttle is the only operational automated shuttle application
without a steward on board. In this paper we also look forward to operation on public roads in 2020.
KEY WORDS: Automated, autonomous, EV (Electric vehicle), public transport (B3)
1. INTRODUCTION
This paper reports about the operation of the automated and
electric ParkShuttle at the Rivium businesspark in the Netherlands.
To fulfil the last mile from the metro station Kralingse Zoom to
businesspark Rivium, the municipality of Capelle aan den IJssel
and other stakeholders invested in automated electric people
movers from 2getthere. These ParkShuttles have been operating
since 2005 on a designated lane equipped with artificial
landmarks (magnets) embedded in the road surface. Having been
operational for over 10 years, the ParkShuttle operation may be
considered ‘proven technology’.
The Rivium ParkShuttle is unique since it is (to the knowledge of
the authors) the only operational automated vehicle in Europe in
permanent (revenue generating) service. There are many projects
and test cases with automated vehicles, but most of these projects
do not result in an operational system. A case study was
conducted as part of the Spatial and Transport impacts of
Automated Driving (STAD) project, aimed at learning from
practical applications/projects with automated vehicles to get from
experiments or pilots to more permanent applications of
automated vehicles. The Rivium ParkShuttle is one of the case
studies conducted within the STAD project. Other case studies,
such as the ‘application of driverless electric automated shuttles
for public transport in villages: the case of Appelscha’ (presented
at EVS30), can be found on the STAD website (1).
2. THE CASE
2.1. Purpose of the ParkShuttle
The ParkShuttle has been developed to fulfil the last mile
transport between metro station Kralingse Zoom and businesspark
Rivium (see figure 1). Public transport is not always efficient and
timetables don’t always match (2). Therefore, an on demand
automated vehicle can provide frequent and flexible transport.
The municipality did consider other forms of public transport, but
the distance was too short for a bus, tram or train (3). Also, by
implementing such a futuristic vehicle the municipality hoped to
attract more businesses to the (then in development) Rivium
Businesspark. Furthermore, the municipality was aiming to
decrease the amount of parking space to steer the modal split of
the companies towards more use of public transport. The
implementation of the ParkShuttle also fitted in the ‘Fileplan’
(traffic jam plan) which the municipality developed in
collaboration with private companies (4). To reduce the use of
cars, public transport to the businesspark needed to be efficient
and attractive (5).
16mm
Copyright © 2018 Society of Automotive Engineers of Japan, Inc. All rights reserved
Figure 1: Route of the Rivium ParkShuttles (6)
The ministry assigned ZWN (now part of Connexxion, which is
part of Transdev) to realize a connection with an automated
vehicle from metro station Kralingse Zoom to Rivium
Businesspark. ZWN asked Frog Navigation Systems, known for
their automated vehicles in the Rotterdam harbor, to develop a
vehicle (4).
Initially, the ParkShuttle was set up as an experiment. The
experimental phase started in 1997. The vehicle drove without
any passengers for the first three months. The next three months
test passengers rode the vehicle and crossing traffic was simulated.
During the experimental phase a steward was in the vehicle.
Eventually regular passengers were able to use the vehicle and the
steward was no longer needed in the vehicle (7).
2.2. Two generations of vehicles
From 1999 until 2001 the first generation ParkShuttles were in
operation. The vehicles drove on weekdays between seven am and
seven pm. There were no vehicles in operation during the
weekends. The vehicle had one stop at ‘Rivium 1e straat’.
Based on the experience with the first generation, it was decided
that the route should be extended and the vehicles should be
upgraded to a second generation. The second generation was
developed to improve the comfort of the travelers and to improve
the software. Also, an evaluation showed that the new vehicle
needed to be able to move more passengers and the waiting time
had to be reduced. Furthermore, there was a need for a reliable
system and better travel information. Also, operational costs had
to go down. To secure safety, cameras were installed along the
track (5).
The design of the second generation vehicle started in 2001 and
the vehicle was built in 2003. 2getthere, a business unit of Frog
Navigation Systems, was the main contractor for the system,
subcontracting the design to Duvedec and chassis and driveline to
Spijkstaal. Frog provided projectmanagement, engineer, the soft-
and hardware of the vehicle and the supervisory system as well as
the installation and commissioning services. The track of the
ParkShuttle was extended to ‘Rivium 4e straat’.The new route
contains five stops, including an additional stop on the previously
existing route as new developments had been realized.
After a testing phase, the second generation is in operation since
2005. There was a break in operation due to a collision (explained
in paragraph 3.2), after which the vehicle has been back in
operation since September 2008. The second generation is still
operating today.
The third generation ParkShuttle is in production. These shuttles
will be smarter, since the route will be extended once again also
partially over public roads in mixed traffic. The route of the
ParkShuttle will be extended to the waterfront where a Waterbus
stop will be established. Operation on the current route is planned
for September 2019, with the extension in mixed traffic coming
online in 2020 (8).
2.2. Route of the vehicle
The ParkShuttle operates between metro station Kralingse Zoom
and businesspark Rivium. When developing the Rivium
businesspark, several transportation modes have been considered.
The municipality chose the automated shuttle as preferred
transportation mode for the businesspark. The starting point of the
ParkShuttle, metro station Kralingse Zoom, has been chosen
because of the different (public) transportation options. The metro
station is connected by metro line A, B and C towards Schiedam
centrum, de Akkers, de Terp, Nesselande and Binnenhof. Next to
the metro station is a bus stop for city and regional busses from
Copyright © 2018 Society of Automotive Engineers of Japan, Inc. All rights reserved
public transport company Connexxion, Arriva and RET. Also, the
highway A16 is close by and there is a P+R with 1700 parking
spots next to the metro station (9).
The ParkShuttle operates on a designated lane. The designated
lane is two-lane, except the overpass over the Abraham van
Rijckevorselweg and the tunnel near the metro station. The lane
was initially designed as a bicycle lane, hence the one-way
viaduct and tunnel. Crossing traffic is managed with barriers (see
figure 1). Because the vehicle is operating on a designated lane,
there is minimal disturbance of other traffic (10).
Figure 2: The Rivium ParkShuttle in operation (11)
The Frog system is integrated in the infrastructure which means
the asphalt contains artificial landmarks (magnets) to help the
vehicles navigate. There is a magnet every four meter. The route
is 1800 meters and contains five stops. See figure 2 for the route
of the vehicles.
Figure 3: Public transport at Rivium (the ParkShuttle is the green
line) (12)
2.3. Timetable
The Rivium ParkShuttle offers on-demand service. Passengers
have to push the button at the stop to call a vehicle. The signal
will be sent to the supervisory system. The supervisory system
will sent a vehicle to pick up the passenger. An operator is
supervising the system in a control room next to the metro station.
The vehicle can carry up to twenty-four passengers (twelve seats).
In peak hours all six vehicles will be in operation. This means a
maximum waiting time of two and a half minutes. In off-peak
periods three vehicles are in operation and the maximum waiting
time is six minutes. The Rivium ParkShuttle is in operation from
Monday till Friday between six am and nine pm. Currently, the
ParkShuttle carries 1200 passengers on a daily basis (13).
2.4. Vehicle specifications
The Rivium ParkShuttle is built in 2003 by 2getthere, at that time
a business unit within Frog Navigation Systems. The vehicle
design was subcontracted to Duvedec, with Spijkstaal delivering
the chassis and driveline. They run on the FROG (Free Ranging
On Grid) system. Integrated in the software is an electronic map
with route planning software. The vehicles also contain odometers
and calibration software. An antenna is mounted on the vehicles
to communicate with the control room. Two laser scanners are
installed at the front of the vehicle for obstacle detection (10).
When the ParkShuttle was developed, it was unique to install laser
scanners on a moving object instead of stationary (14).
An operator is monitoring the vehicles from the control room. The
operator can, if necessary, order the vehicles to drive or to stop
from the control room. The route of the vehicles is divided in
different route sections. When a vehicle comes to the end of its
current route section, the system will give permission to enter the
next route section when this section is available. Besides
monitoring the system and intervening when necessary, the
operator also makes sure the vehicles are clean. Furthermore the
operator sells tickets and fulfills a role as a host (15).
The ParkShuttles are equipped with lead-acid track-air batteries
from Hoppecke (3). The maximum speed of the ParkShuttle is 32
km/h and the range is 75 kilometer on a single charge. Charging
the vehicles takes approximately six hours. The vehicles charge at
night and alternate charging during the day during off-peak
periods (16). The batteries of the vehicles have been renewed
twice since the start of the operations (3).
Copyright © 2018 Society of Automotive Engineers of Japan, Inc. All rights reserved
3. CHALLENGES
3.1. Obstacle detection
The first generation ParkShuttle stopped for all obstacles on the
road, including pigeons or newspapers flying by. 2getthere
decided to install an extra laser, so the vehicles have two lasers for
better detection and allowing to avoid ‘ghost obstacles’. Adjusting
the lasers was challenging, but they managed to find the right
adjustments. The settings have been modified in such a way that
the vehicles no longer stop for newspapers or pigeons (pigeons or
other birds are assumed to fly away), but the vehicles will stop for
humans and other traffic (3).
Some people used the designated lane as a cycling lane or
footpath. Skaters sometimes used the smooth asphalt to skate and
cyclists tend to use the overpass as a shortcut. Detecting people on
the track will initiate the (emergency) brakes. Once the vehicle
comes to a stop, the horn will sound. The operator is able to
communicate with people inside and outside the vehicle via an
intercom system. He/she can instruct the person to leave the track
or he/she can go to the track. Having people on the track does not
happen very often (3).
3.2. Collision of two ParkShuttles
On December 6th of 2005 a collision between two ParkShuttles
occurred. After this collision, the vehicles were temporarily shut
down while awaiting the investigation. The investigation
concluded that the collision was due to an 'unfortunate
coincidence’. One of the vehicles had a communication
malfunction with the supervisory system while driving. This is not
a dangerous situation in itself, because a vehicle that cannot make
contact with the supervisory system will not be allowed to enter
the next route section. This means that the vehicle itself will stop
when it reaches the end of its current route section. In this case,
the vehicle came to a standstill on the single-lane overpass. As a
result, the vehicle blocked the passage. Manually, the operator
released the zone allowing it to be granted to another vehicle.
Unfortunately the operator released the zone twice, giving
permission to vehicles from both sides of the single lane section to
enter it. Due to vertical radius of the bridge not being according to
specification, the vehicles encountered each other at the location
where the obstacle detection sensors were unable to detect the
other vehicle in time to come to a full stop. No passengers were
present in the vehicle during the collision (17).
To prevent such collisions from occurring, Connexxion and
2getthere worked together on safety precautions. The software of
the vehicles and the supervisory system were adjusted and the
coverage of the communication network has been improved. In
addition the procedures for the operators were adjusted and
additional training was provided. After the adjustments, the
damaged vehicles were repaired and the vehicles (extensively)
tested again. No other accidents occurred (3).
4. COSTS
4.1. Investment
An overview of the costs of the initial investment is not available.
A press release from the 8th of July 1997 states that the
municipality of Capelle aan den IJssel invested 2.84 million euro
(4) for the delivery of the 1st generation ParkShuttle. Another
press release relates to the delivery of the 2nd generation system,
stating that the municipality invested 5 million Euro and that the
public transport company Connexxion invested 1.8 million Euro
(18). Also, Frog Navigation System received an undisclosed
amount of European funding via the Cybermove project (19).
4.2. Current deployment
With regards to the operational costs of the vehicle, the following
costs must be taken into account (in order of magnitude):
Staff (direct and
indirect)
Three operators are currently working in
shifts at the Rivium ParkShuttle.
Housing
There is a garage for the ParkShuttles and
an operator room for the operators.
Maintenance
Maintenance is partly carried out by
2getthere based on a maintenance contract.
The operators carry out small maintenance
and they keep the ParkShuttles clean.
Energy
The vehicles are electric vehicles.
OV-chipcard
System/ICT costs
Dutch public transport ticketing system.
CCTV, Wi-Fi and devices to check in- and
out are installed.
Headquarter fees
Headquarter fee is determined by the
turnover.
Insurance
Just like other public transport modes,
insurance is mandatory.
Financing costs
Such as interest on loans.
Despite the absence of a driver, personnel costs are still the
highest costs in operation (20).
Copyright © 2018 Society of Automotive Engineers of Japan, Inc. All rights reserved
In the Netherlands transport concessions are needed to transport
passengers. In this case the Metropolitan region Rotterdam-The
Hague determines via public tendering who will fulfill the
concession. The company with the concession has the sole right to
provide public transport in a specific region (21). The Rivium
ParkShuttle is a separate concession. Connexxion, a public
transport company, currently has the sole right to operate the
ParkShuttle up until 2033(8).
5. CONCLUSION
The second and current generation automated electric
ParkShuttles are in operation since 2005. The ParkShuttles
operate without a driver on a designated lane where crossing
traffic is managed with barriers. The Shuttles have shown that the
system is robust and reliable. Also, the system seems to be cost-
effective since the route is being extended to the waterfront. The
current ParkShuttles will be replaced by the third generation
vehicles. These vehicles will be ‘smarter’ and will operate partly
on public roads (± 300 meters). This will be the first automated
vehicle operating on public roads without a steward on board.
Currently, it is not possible to test on public roads without a
steward/driver on board. The new law ‘Experimenteerwet
zelfrijdende auto’ (translate: governing the experimental use of
self-driving vehicles) is expected in 2019 and will make it
possible to experiment with automated vehicles without a
steward/driver being physically in the vehicle. An operator will
always be able to intervene via the control room. RDW (Dutch
Vehicle Authority) is responsible for the admission to the public
roads. The third generation ParkShuttle will be able to carry up to
500 passengers per hour per direction (22). Operation of the third
generation is planned for September 2019 on the existing route
with the extension in mixed traffic coming online in 2020 (8).
ACKNOWLEDGEMENT
The work reported in this paper was conducted as part of the
Project “Spatial and Transport impacts of Automated Driving
(STAD)”, as part of the program Smart Urban Regions of the
Future (SURF) ran by VerDus on behalf of the Netherlands
Science Foundation NWO (23).
The authors would like to thank all parties involved for providing
information about the Rivium ParkShuttles.
REFERENCES
(1) STAD, Publications. Retrieved from:
http://stad.tudelft.nl/wordpress/?page_id=84
(2) ZakenNieuws. (1997, June). Proefrijden met de ParkShuttle -
Eerste onbemande testritten. ZakenNieuws - Kwartaalbericht
voor ondernemers in de gemeente Capelle aan den IJssel (in
Dutch).
(3) Lohmann, R. (2016, November 9th). Chief Commercial
Officer and Co-Founder at 2getthere. Interview (R. Boersma,
interviewer).
(4) Gemeente Capelle aan den IJssel. (1997, juli 8). Persbericht.
Wereldprimeur - Eerste personen vervoerd in parkshuttle. (in
Dutch)
(5) Parent, M. (2004). Cybercars : a Solution for Urban Transport?
Bucharest: CODATU XI. Retrieved from:
http://www.codatu.org/wp-content/uploads/Cybercars-a-
solution-for-urban-transport-Michel-PARENT.pdf
(6) Google maps, Search route; Kralingse Zoom metro station to
Capelle a/d Ijssel, Rivium 4e straat. Retrieved from:
https://www.google.nl/maps/dir/Capelle+a%2Fd+IJssel,+Rivi
um+4e+straat/Kralingse+Zoom,+3062+SM+Rotterdam/@51.
9152948,4.5298838,15z/data=!3m1!4b1!4m17!4m16!1m5!1m
1!1s0x47c432e919ac0893:0xaf81fefbe72ea529!2m2!1d4.544
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b30fc30b3a67!2m2!1d4.5329586!2d51.9216002!2m2!7e2!8j1
530516000!3e3
(7) Gemeente Capelle aan den IJssel. (sd). Persinformatie
proefproject parkshuttle.
(8) 2getthere. News: parkshuttle – Connexxion operates Rivium
3.0. Retrieved from: https://www.2getthere.eu/tag/parkshuttle/
(9) Municipality of Rotterdam. P+R Car Parks Kralingse Zoom.
Retrieved from:
https://parkereninrotterdam.nl/en/parkeergarage/pr-kralingse-
zoom/#
(10) Oomen, J. (2005) Horizontale lift – Verbeterde ParkShuttles
rijdt weer tussen Rotterdam en Capelle aan den IJssel. De
Ingenieur, p. 30-31 (in Dutch).
(11) 2getthere.eu, Business Park Rivium GRT 2GetThere
ParkShuttle #GRT #advancedtransit [pinterest post].
Retrieved from:
https://www.pinterest.com/pin/475270566896589569/
(12) RET Regie en Ontwikkeling. (2014, April 24th). Bundel
vervoerplannen 2015 Concessies stadsregio Rotterdam. P. 32.
Retrieved from: http://docplayer.nl/9085256-Bundel-
Copyright © 2018 Society of Automotive Engineers of Japan, Inc. All rights reserved
vervoerplannen-2015-concessies-stadsregio-rotterdam.html
(in Dutch)
(13) Connexxion. Parkshuttle. Retrieved from:
http://www.connexxion.nl/reizen/1190/parkshuttle/238 (in
Dutch)
(14) Wiel, van der, J.W., (2017, November 20th). Former project
leader Rivium ParkShuttle. Interview. (R. Boersma,
interviewer)
(15) Connexxion. (2017, March 7th). Visiting the ParkShuttles
with PhD’s from the STAD project. Capelle a/d IJssel.
(16) 2getthere. Rivium GRT. Retrieved from:
https://www.2getthere.eu/projects/rivium-grt/
(17) Opmeer, H. (2005). Persbericht: Handelingsfout oorzaak
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(18) Naaktgeboren, D. (2007, April 14th). Fiasco dreigt voor
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(19) Frog Navigation Systems, (2005, September 14th).
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(20) Krumm, P. (2017, November 21st). Strategy & Development
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AUTHORS
Reanne Boersma graduated Bachelor of
Laws at Windesheim University of Applied
Sciences. She wrote a thesis about the
liability for road authorities in regards to
self-driving vehicles. Currently she is
working as a researcher at the Delft
University of Technology and Rotterdam
University of Applied Sciences in the STAD project. Within this
project she is working on work package 7 ‘Case studies and
demonstrators’.
Dennis Mica (36 years old) has been
working for 2getthere in business
development and sales, serving clients in
Europe, the US, the Middle East and Asia.
2getthere is a supplier of automated transit
solutions with fully automated driverless
vehicles and has over 20 years of
experience. Dennis led the contribution of 2getthere in the
consortium study for the A10/Lelylaan of the future. Dennis has
over 10 years of experience in sales, business development and
(sales)management, mainly at Brunel International NV. He
graduated his master Business Studies at the University of
Amsterdam.
Frank Rieck is Research Professor Future
Mobility at the Research Centre Sustainable
Port Cities of the Rotterdam University of
Applied Science. Educated as Mechanical
Engineer and Industrial Designer. Has a
background in various innovation,
marketing and management functions in the
Automotive Industry. Is currently responsible for the research &
innovation regarding Future Mobility. And is chairman of Dutch-
INCERT a national network of knowledge centers regarding
eMobility and is representing the Netherlands as vice president of
EU organization AVERE.
Prof Dr Bart van Arem is a full
professor Transport Modelling at the
department Transport and Planning at the
Faculty of Civil Engineering and
Geosciences at Delft University of
Technology. His research interest focuses
on modelling driving behavior and traffic
flows in Intelligent Transport Systems. He is an active member of
the IEEE Intelligent Transport Systems Society and various
committees of the Transportation Research Board. He has worked
in numerous EU funded projects. He is now working on projects
funded by NWO on spatial and transport impacts of automated
driving, transport pricing strategies and modelling of multimodal
transport networks as well as the Connected Cruise Control
funded by the High Tech Automotive Systems programme.
