De ontwikkeling van de infrastructuur i.v.m. de sluiting van de mijnen

Abstract

In a first Governmental note it was concluded that some 10,000 new jobs would have to be created as a result of the closing down of the mines. The government appropriated Hfl 62.5 million (US $ 172,500) for the improvement of the infrastructure in Southern Limburg. In addition a number of public works would be carried out earlier than planned systems, which did not help to stimulate the construction of a modern road-system. Any other industry employing several tens of thousands of workers would have required better roads. With the imminent closure of all the mines in 1975 a much more extensive program for the improvement of the infrastructure is necessary. The author deals successively with the following categories of public works: 1. roads, 2. waterways, 3. railroads, 4. airport and 5. purification of sewage and industrial water 1. Ever since Roman times the north-south link (the present E-9 motorway) has been the main artery, if one excepts the road Maastricht-Aachen-Cologne. At this moment a complementary east-west road system is being developed. The mining district is bypassed by the E-3 road (Antwerp-Eindhoven-Venlo-Ruhr area) to the north, and by the E-5 road (Brussels-Liege-Aachen-Cologne) to the south. The E-39 (Antwerp-Elsloo-Heerlen-Bochholtz-Aachen), however, runs right through the mining district and the bridge crossing the Meuse will undoubtedly become inadequate. The planned road Maastricht-Heerlen (estimated costs 90 million guilders or US $ 25 million) can be linked up to the E-9 near Maastricht. The second major provincial road construction project is the completion of the north-south link Roermond-Kerkrade. Before long the province will be connected to the European road system by the E-9, E-3 and E-39 roads. Other roads have been planned to open up new industrial sites. Not only the government, but also the province and the municipalities have contributed towards improving the road system. Furthermore the municipalities are constructuring roads for the same purpose. The limited number of waterways are navigable for ships of up to 2,000 tons. The good road system is offset by poor rail connections. The author mentions several requirements: the rail connection between Maastricht and the eastern part of the mining district with Aachen needs improving. In 1971 an hourly service between Maastricht and Liege and between Maastricht and Aachen will probably be realized. The railways between Maastricht and Hasselt and between München-Gladbach and Roermond, however, will probably remain closed for passenger traffic. It is obvious that for goods traffic also Southern Limburg is insufficiently integrated into the European railway system; moreover, Limburg has voiced a protest against the closing down of too many loading and unloading facilities. 4. Southern Limburg's airport plays a distinct role in the industrialization process. In 1969 well over 100,000 air passengers passed through it. 5. The treatment of effluents requires special installations. In a few cases the government and the province have furnished together 65 per cent of the construction costs. There are plans for Hoensbroek, Sittard and Born, requiring over 51 million guilders (US $ 14 million), and a plan for Roermond in which another 8 million guilders (US $ 2.2 million) are involved. These projects will not be undertaken unless they are liberally subsidized. There remain certainly plenty of things to do.