Northern councils lose stops as bus network shrinks
In parts of the northern Netherlands, accessibility is declining as provinces and operators seek affordable public transport.
In several northern municipalities, bus stops have disappeared or services have been reduced in recent years. This particularly affects villages where the bus is one of the few links to school, work, healthcare and shops.
In Groningen, the number of bus stops within the municipal boundaries has fallen by 23 since 2022, to 551, according to an analysis of regional figures based on data from the CROW knowledge platform. At the same time, the number of weekly bus stops fell by about 9,000. OOG Groningen reported that the total number of public transport stops in the municipality is still 13 per cent below the level of September 2018.
The trend is not occurring in isolation. An analysis of CBS data by regional broadcasters earlier this year showed that in 51 per cent of Dutch neighbourhoods and villages, access to essential services had worsened over five years. In approximately one in five neighbourhoods, at least one nearby service disappeared. Fewer bus connections reinforce that trend, although not every change can be directly attributed to stop policy.
When changes are made, municipalities and provinces usually point to usage, costs and the available capacity of transport operators. A municipal publication in Westerwolde states that rising costs and a limited cost-recovery rate may result in bus routes disappearing or running less frequently. The municipality has six regular bus routes and a community bus. If a little-used stop is removed, the walking distance for residents of a village can increase considerably.
Responsibility is divided. Provinces generally determine through concessions where regional buses operate; municipalities and road authorities are involved in the construction, safety and accessibility of stops. As a result, a municipality may have little influence over the timetable, while residents still hold it responsible for accessibility. Some regions try to fill the gap with community buses, but these depend on volunteers and often run less frequently.
The question, then, is not only how many passengers use a route, but also what minimum level of accessibility a government wants to guarantee. Supporters of a strict cost model point to empty buses and limited resources. Opponents believe that accessibility in sparsely populated areas is a public service that cannot be assessed solely on passenger revenue. The new figures mainly show that both choices affect the liveability of villages.
As long as not all municipalities use the same measurement method, no complete national overview is available of bus stations and stops that have disappeared. It is clear, however, that services have declined in parts of the north and that regional differences are substantial.
One story, several perspectives
What is established
- Stops and bus services have disappeared in parts of the northern Netherlands.
- Provinces, municipalities and transport operators have different responsibilities.
- Usage, costs and accessibility all play a role in decisions about regional bus routes.
Left
Arguments Public transport is a basic service. Even a little-used route can be essential for people without a car and should therefore be maintained with public funds.
Values Equal access, regional solidarity and public service.
Consequences More subsidy could increase pressure on provincial budgets, but would prevent transport poverty and the depopulation of villages.
Centre
Arguments A combination of fixed bus routes, community buses and demand-responsive transport is needed. Decisions should not be based solely on occupancy rates, but also on social value.
Values Efficiency, accessibility and feasibility.
Consequences A mixed system can preserve accessibility, but requires clear standards and ongoing coordination.
Right
Arguments Governments should not fund permanently empty buses. Money would be better spent on busy connections, infrastructure and targeted transport support for people who genuinely have no alternative.
Values Efficiency, affordability and personal responsibility.
Consequences Services may become more limited in sparsely populated areas, but the remaining routes could become more financially and operationally stable.
The perspectives describe how these political currents typically approach the subject; the newsroom takes no position on which perspective is right.
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The core is based on regional figures, a municipal publication and CBS context. The text makes clear that national totals and causes have not been fully established.
- confirmed Twenty-three bus stops disappeared in Groningen since 2022. — Mentioned in OOG Groningen's analysis based on CROW data. source
- confirmed Access to essential services deteriorated in 51 per cent of neighbourhoods and villages. — NOS cites an analysis of CBS data by regional broadcasters. source
- confirmed Westerwolde identifies rising costs and limited cost recovery as factors in scaling back bus services. — Municipal publication on local public transport. source
Editor's note
The decline in Groningen and the broader deterioration in accessibility can be verified. A complete, up-to-date overview of all bus stations that have disappeared in northern municipalities is lacking.Sources
More on this in Dutch media
- AD — „openbaar vervoer”
- de Volkskrant — „openbaar vervoer”
- RTL Nieuws — „openbaar vervoer”