High-speed rail line Maastricht – Aachen

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: The Aachen urban region has 540 000 inhabitants, with 240 000 in Aachen itself. The city of Maastricht has 122 000 inhabitants. The HSL would also connect to other intercity services from Aachen and Maastricht.

maas-aachen-HSL

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.

ant-maas

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 proposed HSL from Hasselt…

hsl-hasselt-maastricht

 
Maastricht station would need redesign as a through station: at present, it is a terminal station for trains from the north. 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.

South of the station, the new line to Aachen would drop into tunnel, and turn east. With the construction of the A2 motorway tunnel through Maastricht, an exit line under the Akersteenweg is no longer possible. The new line would pass under the A2 just as it enters the tunnel section, at the Europaplein junction.

The motorway tunnel entrance under construction: parallel rail line left, sports field right…

maastricht-a2-tunnel

 
It would then pass through Heer, at first in a cut-and-cover tunnel (under the sports field). This neighborhoud consists of an old village street, surrounded by low-rise housing. Because the terrain slopes upward, the line can enter a bored tunnel about 500 m from the motorway, minimizing local demolition. With the southern alignment, in green, a bridge over the motorway might also be possible.

Alternatives for an exit line: basiskaart van Jan-Willem van Aalst, onder CC3.0 licentie

exit-heer-maastricht

 
As it leaves the built-up area of Maastricht, the line would climb 80 m toward the plateau, surfacing just east of Cadier en Keer. The 5-km tunnel would be comparable with the Tunnel de Soumagne at Liège, which has an identical function. (It carries the Liège – Aachen HSL out of the Maas/Meuse valley, to the plateau on the eastern side).

Between Cadier en Margraten, the HSL 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.

euverem
 

The line would emerge from tunnel south-west of Partij, and pass south of Partij and Wahlwiller, to rejoin the alignment of the N278. In theory, a single base tunnel is possible, from Maastricht to the Geul valley at Partij. It would be about 15 km long.

From Partij 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.

gulpen-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.

lemiers
 

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

door-vaals
 

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.

vaalser-portal
 

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).

portal-aachenhbf
 

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.

High-speed rail line Maastricht – Aachen

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