Infrastruct

Recommended blog for transport infrastructure projects in London: London Connections. It covers all the official projects, including those in the planning stage, with detailed maps, diagrams, and photos. Some unofficial proposals – comparable to those at this blog – are also covered. Unfortunately, the author decided to stop updating it in August 2008, but it is not outdated yet.

Proposed here is a new rail line from Gent (Ghent) in Flanders, to Middelburg in Zeeland, via a tunnel under the Westerschelde (the estuary of the Schelde / Scheldt). The tunnel would create a rail route parallel to the Westerschelde road tunnel, opened in 2003, and would also be used for freight. The new line would use part of the alignment of an existing freight line north of Gent, to Terneuzen on the south bak of the estuary. The proposal includes a new tunnel under central Gent, which would also be used by a re-opened line to Brugge (Bruges) via Maldegem.

The new line would start at Ledeberg, diverging from the existing line into Gent from Aalst, line 50. (This point is just east of its junction with the cut-off line from Brussels, line 50A). From there, the new line would follow the alignment of the former line into Gent-Zuid, the former southern station (1837-1928). This alignment is not built-over, since it is now now used by the B401 road – a link from the A14 motorway into central Gent.

Approaching the site of the former station, the new line would descend into tunnel, with a new underground station, near the old station – close to the main buildings of the university. From there, the new line would pass under the historic city centre of Gent, with a station. The alignment shown is approximate, and no precise location is shown for the city-centre station. There would be a third station at the northern edge of the central area: two possible alignments are shown.

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The line would now emerge from tunnel, and join the alignment of line 58 to Brugge via Eeklo. This line is still in use as far as Eeklo, with an hourly service on weekdays. At Wondelgem, line 55 diverges. This is the freight line to Zelzate: in 2004, part of it was relocated, alongside the R4 road. The line would be upgraded, double-tracked, and electrified, with stations at Evergem and Ertvelde.

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The line would follow the R4 to Zelzate. There are several possible alignments from there. The best option seems to be parallel or under the road into Zelzate, the continuation of the R4 (shown as a white dotted line). The line would cross the Gent-Terneuzen Canal in a tunnel alongside the road bridge, or possibly even replacing it. (There is an alternative road route, the N49, already in tunnel). The station would be on the east bank of the canal, possibly with another station on the west bank (about 1500 m apart). Outside Zelzate, this alignment would follow the N253. Another option is a tunnel along the old alignment of the Gent-Terneuzen Canal, and then along its east bank toward Terneuzen (red dashed line). Finally, there is the existing line, on to Sas van Gent along the west bank of the Canal (green). In Sas van Gent, it runs through the housing: it could be re-routed alongside the village, since the housing stops at the border here.

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From Sas van Gent to Sluiskil, the the existing freight line can be upgraded. However, this alignment is further from Terneuzen – which is where the line is going. (It could serve Sluiskil, but that village has only 2400 inhabitants). The alignment along the N253, from Zelzate to Terneuzen, can be combined with the re-opening of the line Terneuzen – Axel – Hulst – Sint-Niklaas (this is the Belgian line 54). The N253 route seems a better option.

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The new line would run under the main road (Guido Gezellestraat) through Terneuzen, with a station at its crossing with Alvarezlaan, near a shopping centre in the south of the town. From there, the new line has about 2 km, to descend into a deep tunnel, before it reaches the coast. If the line from Sint-Niklaas is re-opened, the trains on that line can terminate at a station further north, near the historic town centre (blue-white line). ‘Terneuzen South’ would then be the interchange station.

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The line would now cross the estuary in a deep bored tunnel. The strong tidal flows have eroded deep troughs in the estuary. The proposed tunnel is near the deepest point of the Pas van Terneuzen (50 m deep), and it must allow for future changes in the estuary floor. It would need at least 50 m depth, as passes under the coastal dike. The tunnel would be about 10 or 11 km long. It would emerge alongside the road tunnel (near Ellewoutsdijk). It would then run parallel to the N62 road, toward the Sloe port zone (officially named ‘Vlissingen-Oost’).

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There would be a station serving the port zone, at the road junction near the small village of Nieuwdorp. Given the size of the port zone, connecting bus services to the terminals and industrial plants would be needed. From this station, the line would continue northwards, to join the existing rail line Roosendaal – Vlissingen, east of Arnemuiden station. It would cross the short freight link to the port zone, from the main line (opened 2008).

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Trains would stop at Arnemuiden, and continue to Middelburg, the capital of Zeeland Province. They could terminate there, although the station would need reconstruction – or at Vlissingen, the terminus of the line from Roosendaal.

The distance from central Gent, to the station in southern Terneuzen, would be about 35 km: from central Gent to Middelburg, about 63 km. Services across the estuary would have a ‘regional’ character, but in Gent itself, the central tunnel would be more like an urban-regional metro (S-Bahn, RER, GEN). Logically, such services would best start east of Gent – for instance, at Aalst. The best option would be to split the ‘regional’ service from the ‘urban’ service. that can be done by adding a link from the Gent central tunnel, to the main station, Gent-St-Pieters. In fact this is a re-opening of a former connecting line: the alignment is still visible. The link is shown as a red-white line:

The central Gent tunnel can then be used by urban-regional (S-Bahn type) services, from the east and south-east: from Aalst (line 50), Dendermonde (line 53), or Gerardsbergen (line 122). One of these would use the new line proposed here, and terminate at Zelzate. The section Zelzate – Arnemuiden would carry a regional service from, Gent-St-Pieters to Middelburg.

This proposed high-speed line (HSL) complements the reactivation of the old line Aaachen-Richterich-Simpelveld-Valkenburg-Maastricht, opened 1853 and closed 1992. The reopened line would form part of the proposed urban-regional metro Aachen (S-Bahn Aachen). The HSL would provide a fast service between the city centres: Aachen has a population of 258 000, with 565 000 in the urban region, and Maastricht has 118 000 inhabitants. The HSL would also connect to other intercity services from Aachen and Maastricht.

The proposed line makes sense primarily in the context of the proposed high-speed line Hasselt – Maastricht and a high-speed service from Antwerpen to Hasselt. Together, the proposals create a new east-west high-speed route, from Antwerpen to Aachen.

The proposed line uses part of the alignment of the former Limburgsche Tramweg-Maatschappij (LTM), a steam-tram line from Maastricht to Vaals, opened in 1925. East of Gulpen, the new HSL would have a similar alignment to a possible Gulpen – Vaals – Aachen link, an urban-regional line (S-Bahn). Combined construction of both lines would be difficult: the best option is a direct HSL, together with reactivation of the old line Maastricht – Aachen, with urban-regional services via Valkenburg.

The new line would start at Maastricht Station, on the right bank of the Maas (opposite the historic city centre). The high-speed line from Hasselt would approach the station from the north, in tunnel under the Maas.

The line to Aachen would curve to the east immediately after the station, following the former tram route, and leave the city in shallow tunnel under the N278 (Akersteenweg). The station would need to be reconstructed: at present it has mainly terminal platforms, since most trains from the north terminate there. Immediately south of the station area, the rail line is constricted: the prominent Church of the Sacred Heart blocks expansion of the rail area here. Nevertheless, there is sufficient room for extra tracks, if the road in front of the church is closed. If the new platforms begin at the station building, there is also sufficient room for a grade-separated junction at the south end of the station. The road tunnel Akerstraat / Scharnerweg can probably remain in use. The original tram route seems to have followed the Heerderweg, but the new rail line would run south of this street. Some demolition would be needed, most of it low-quality one-storey buildings. However, the area will be redeveloped in combination with the planned A2 motorway tunnel. It would begin south of the motorway junction Europaplein, which would exclude a rail tunnel here. A rail viaduct would conflict with the planned housing near the junction. Possibly the exit line from the station could be further south, in tunnel, joining the Akersteenweg from the southern side.

Outside Maastricht the old tram line diverged from the main road, to avoid a steep climb to Cadier en Keer. It used an easier route, north of the village, and rejoined the N278 just east of it. The horizontal alignment is not suitable for a high-speed line, so the new line would take a less curving route. Between Cadier en Margraten, the alignment would approximately parallel the N278, on the south side of the road. The main road climbs about 40 metres, in the 3 km between the two villages. Although the road through Margraten is straight, and just wide enough for a cut-and-cover tunnel, the best option seems to be an alignment south of the built-up area.

Between Margraten and Gulpen, the road falls 70 metres. The old steam tram avoided this slope, by diverging to the south, crossing the Gulp valley on a viaduct at Euverem, and entering Gulpen from the south-west. The new line will not enter Gulpen, but it would use a similar solution. It would cross a descending viaduct near the campsite at Euverem, and cross the Gulp valley. The valley floor is at about 105 m altitude. It would enter a tunnel, under the ridge between the Gulp and Geul valleys.

The line would emerge from tunnel south-west of Partij, and pass south of Partij and Wahlwiller, to rejoin the alignment of the N278. From here to Vaals the alignment would be identical to that of the possible Gulpen – Vaals – Aachen link. The constraints are the same, and the best solution is to follow the N278. The line would pass just south of Nijswiller, with a tunnel under the low ridge between Wahlwiller and Nijswiller. It would rejoin the route of the N278, at its junction with the N281.

From here to Vaals, the constraints include a narrow section of the valley (Selzerbeek stream, Senserbach in German), and historical building such as the Benedictine Abbey Benedictusberg and the old centre of Lemiers. The N278 runs in a straight line, the gradient is acceptable: a rail line is possible beside the road, or in some places under the road. The road through Lemiers, which avoids the historic village core, is wide enough for a shallow tunnel.

From Lemiers, the road climbs 40 m up the flank of the valley, in less than 2 km, to the edge of Vaals. The old tram line followed an easier gradient, nearer the Selzerbeek, on the north side of Vaals. For high-speed trains the gradient into Vaals is not a problem, and the line could go in shallow tunnel through the village (thin blue line). The main street does curve in Vaals itself, which might restrict speed.

The alignment in Vaals would also be dependent on the route eastwards, to Aachen Hauptbahnhof (6 km due east). One option is to follow the main road – Vaalser Strasse, Bundesstrasse 1 – at least as far as the junction with the Amsterdammer Ring. The main road dips and curves, as it crosses the Senserbach (barely visible here), and curves again about 400 m east. However, there is enough open space is enough to allow the line to emerge from tunnel, and enter another tunnel (red dotted line), under the houses of Vaalserquartier. Another option is a long tunnel (white dashed line) under the southern half of Vaals, which is about 20-30 m higher than the main road. This tunnel would join the alignment of the freight rail line Aachen – Montzen – although this line does not go to Aachen Hauptbahnhof, and another connecting tunnel would be required

Near the western cemetery (Westfriedhof), the Vaalser Strasse crosses the Aachen – Montzen line. Here, all variants would enter a tunnel – the exact alignment and portal depends on the alignment through Vaals. The tunnel would surface close to the main station (near Weberstrasse). Because of the terrain, the built-up areas, and the crossings with roads and rail lines, a single long tunnel from Vaals might be the best option.

The exit point of the tunnel is a problem, in this densely-built urban area. Aachen Hauptbahnhof also has a restricted location, which could be improved (on the west side), by moving the northern boundary of the track area (red line), and re-aligning some of the tracks (blue lines).

The total length of the line from Maastricht to Aachen would be about 32 km. Although the line is too short for very high speeds, the section Cadier – Vaals could be aligned for 150 km/h to 180 km/h. A journey time of under 20 minutes is certainly feasible.

This line is an alternative for the reactivation of the section Richterich – Schin op Geul, as part of an Aachen – Valkenburg – Maastricht urban-regional line. Both proposals are part of the proposed urban-regional metro Aachen (S-Bahn Aachen).

Re-opening of the section Richterich – Schin op Geul could be done without further new infrastructure. Trains from Maastricht could use the existing line, from Richterich into Aachen Hauptbahnhof – although capacity is limited. However, the Wijlre – Vaals line proposed here, only makes sense in the context of the proposed central tunnel in Aachen, and its branch to Vaals.

The proposed line follows part of the route of the former steam tram line Limburgsche Tramweg-Maatschappij (LTM, 1921-1938). That line ran from Maastricht to Vaals – but a line without a connection to Aachen, would not make sense in post-Schengen Europe.

The line would be difficult to construct: the area is characterised by hills and stream alleys, the landscape is often protected, and there are many historic buildings. In comparison to the Richterich – Schin line, it would serve one extra village, Gulpen. The other villages, except Lemiers, are too small for a station. If it completely substituted for the Richterich – Schin line, fewer people would be served. The new line would certainly be shorter, but the best option for intercity journeys is a dedicated high-speed line Aachen – Maastricht. Between Gulpen and Vaals, two new lines would then have similar (or identical) alignments. Before considering alternatives, it is best to describe the alignment of the new line.

Starting from Maastricht, trains would use the existing double-track line for 15 km, to Schin op Geul. The connecting line to Richterich (and Aachen) was closed in 1992, but the section to Vetschau is in use as a museum line, the Zuid-Limburgse Stoomtrein Maatschappij (ZLSM). The alignment and stations are intact.

After Schin op Geul, the next station is at the village of Wijlre (2700 inhabitants). The station name was Wijlre-Gulpen, since it was intended to serve the larger village of Gulpen (3700 inhabitants). Gulpen is 2 km south of the station, but it is on the other side of the Geul valley. When the LTM built its tram line to Vaals in the 1920’s, it begun by connecting the station at Wijlre to Gulpen. The alignment of the tram line is partly visible on the detail images: north is at the left. It passed just behind Cartils Castle toward Gulpen, descending about 20 metres.

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A rail line at the rear of the castle would no longer be acceptable. In any case, the tram line approached Gulpen in the wrong direction. The proposed rail line would run east of the castle, near the sewage works, with a station in Gulpen near the present tennis courts. This alignment probably requires a short tunnel near the station in Wijlre, and demolition of some houses there: it would be about 1.8 km long, station to station.

At the new Gulpen station, the proposed line is now parallel to the main road, the N278. This is part of a very old east-west highway, which continues after Vaals as Bundesstraße 1, the former Reichsstraße 1 through Berlin to the border of the Russian Empire. The N278 follows the south flank of the valley of the Selzerbeek (Senserbach in German). From Gulpen to Nijswiller, the best option is to follow the road, which is relatively level here. A possible station location at Partij-Wittem is shown, but their combined population is only 750 inhabitants. Wahlwiller has only 380 inhabitants. The line in red is a possible simpler alternative to the Wijlre – Gulpen line. It has the same function: it connects the old Maastricht – Aachen line, to the valley of the Selzerbeek, but it starts east of the former halt Eijs-Wittem. Both variants converge at Nijswiller.

Approaching Nijswiller, the N278 climbs over a low ridge (about 25 m). An alignment on the north flank of the valley here would be less steep, but would cut through the village. The best option is a tunnel parallel to the N278, in the valley flank just south of the village. The rail line would rejoin the route of the N278, at its junction with the N281 road (to Simpelveld). The junction would be a possible site for a station, but Nijswiller itself has only 750 inhabitants.

After Nijswiller, the valley narows, and the sides are steeper. The narrowest point is about one kilometre further, at the Benedictine Abbey Benedictusberg. The only real option here is an alignment next to, or under, the main road, as far as the next village, Lemiers.

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The road climbs about 30 metres, from the junction with the N281 to Lemiers, a slope of only 1%. In Lemiers itself, the very wide main street allows sufficient room for a shallow tunnel, with a station: Lemiers has 1200 inhabitants.

300 m outside Lemiers, the alignment of the former tram line diverges from the road. The road climbs 40 m up the flank of the valley, in less than 2 km, from Lemiers to the edge of Vaals. The old tram line stayed closed to the Selzerbeek stream (at the bottom of the valley), and had an easier gradient. The new line can either follow the old alignment (brown), or run under the the N278 through Vaals (blue): modern rolling stock can cope with the gradient (about 3%).

The old alignment makes it easier to connect to the Vaals branch, of the proposed Aachen S-Bahn. The old station is intact: from there a new alignment is possible – through low-grade industrial buildings and sports fields – to join the proposed Aachen – Vaals line. It is shown as a white dotted line: it would cross the Senserbach (= Selzerbeek) on a bridge, and immediately enter a tunnel, to climb to Klinikum station. Note that both variants shown below could be built – with some trains from central Aachen terminating at Vaals, and others continuing toward Gulpen. The details show that very little demolition would be necessary in Vaals (the old station is the red-roof building at the roundabout).

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What are the possible alternatives to this line, assuming a dedicated high-speed line Aachen – Maastricht was built? The high-speed line would almost certainly pass south of Gulpen, and join the line of the N278, near Partij or Wahlwiller. From there it would be possible to build a link line to Wijlre, using the alignment described here. Trains from Aachen would leave the high-speed line, stop at Gulpen en Wijlre, and continue along the existing line, to Valkenburg and/or Maastricht.

A much simpler alternative, is a loop through Gulpen from the re-opened Richterich – Schin op Geul section. It would consist of the section Wijlre – Gulpen – Partij, as described here, and a tunnel from Partij or Wahlwiller, back north to the old line at Overeys.

In effect, Gulpen station would replace the station at Eijs-Wittem. The line Aachen – Richterich – Valkenburg – Maastricht would then be about 2 km longer, 38 km instead of 36 km.