Tallinn regional metro tunnel, revised

The central station of Tallinn (population 440 000) adjoins the Old Town, Vanalinn. This Old Town is built on a hill: the station (Balti Jaam) is on its north flank, close to the old port. That might seem a logical place to terminate the planned Rail Baltica high-speed line, but the government thinks otherwise. It wants to build a new interchange at Ülemiste, on the outskirts of the city, and that might lead to closure of the old main station. As in the other Baltic States, the Estonian government has a minimal commitment to rail travel, partly because it is seen as ‘Soviet’.

A beter alignment for a high-speed line (HSL) was proposed here earlier. By entering the city from the south-west, trains would be able to reach either Balti Jaam, or an interchange station at Ülemiste. A new 5-6 km tunnel could link those two stations, maximising interchange with between high-speed services and regional services.

Tallinn region lines

The tunnel is not intended for the high-speed trains, however. It is primarily intended for the existing Tallinn regional network, formerly Elektriraudtee, and now run by Elron. This network of 132 km around Tallinn, has the only electrified lines in Estonia. With further electrification, trains from the Rapla line might also use the tunnel. The line to Haapsalu could also be re-opened and electrified. All these lines are Russian gauge, although the Rapla line was originally narrow-gauge. The new tunnel would also have Russian-gauge tracks.

The function of the proposed tunnel is comparable with city-centre tunnels on other regional networks, such as the German S-Bahn and the French RER. The alignment proposed here would not run directly under the old town, but that is not necessary – it is all within walking distance of Balti Jaam.

Tallinn: public-domain satellite image by NASA/GSFC/METI/ERSDAC/JAROS, and U.S./Japan ASTER Science Team…

tallinn-ASTER

Services from Tallinn run to Aegviidu (on the main line to St. Petersburg via Narva), to Paldiski via Keila, and to Riisipere via Keila. The 54-km line to Rapla via Saku could also carry regional servies.

The new tunnel would avoid reversal at Balti Jaam, balance traffic on the radial lines, create an east-west through service in the urban region, and allow better service of the central area. One or two new stations are possible on the tunnel section, serving the neighbourhoods directly east of the city centre. A station at the passenger ferry terminal is also possible, but difficult to construct. The additional capacity provided by the tunnel would also facilitate a new eastern line to Maardu. (The original version of this post suggested a line along Laagna tee, but it is better to serve Ülemiste).

Revised alignment

The first version of this post (2009) proposed a tunnel close to the Old Town, and a link back to the Keila lines. The alignment has been revised to avoid new buildings near the city centre, and the version here runs further east. It will pass close to the port basins, and that means that it must drop to under sea level. The tunnel will then climb toward Ülemiste, which is about 40 m above sea level. It might just be possible for the line to run on viaduct through the old port zone, which would simplify construction. (Most freight traffic has moved to the new port at Muuga).

Tallinn passenger terminal: image by Port of Tallinn under CC 3.0 licence

Old_City_Harbour,_Tallinn

Assuming an underground line through the port, the tunnel would start just outside Balti Jaam station. It would have its own underground platforms. The line would then curve around the Old Town, passing just south of the passenger ferry terminal. It would in fact pass under a dock basin, but that is only used by yachts, and could be reconstructed, or closed if necessary.

The line would then turn south: the terrain slopes upward here, so probably in bored tunnel. This section could have one intermediate station where the line crosses Gonsiori, or possibly two, on the Narva road and Laagna tee.

S-Bahn Keskilinn

Approaching Ülemiste, the line would briefly follow the Tartu road, and then turn east to connect to the main line. As at Balti Jaam, there is insufficient space to link directly to Ülemiste station, so the line would serve underground platforms, and then climb to the surface tracks. The original version of this proposal suggested an airport branch, but that would not serve Ülemiste station. A people mover between the station and the airport terminal is a better solution, which would also benefit passengers using long-distance trains through Ülemiste.

Click to enlarge: station and airport at Ülemiste…

Ülemiste station airport

The tunnel alignment would be 5-6 km long, from Balti Jaam to Ülemiste. Service frequency would not be as high as large urban-regional metros (RER, S-Bahn). A new line along Paldiski Maantee is a possible addition to the system: it would connect directly to the underground platforms at Balti Jaam. A line to Maardu would diverge from the main line east of Ülemiste, possibly running along Peterburi tee.

Indicative routes only…

Maardu Haabersti lines

With all lines in the region double-tracked, there would be no capacity problems for the remaining long-distance services. With a separate regional service to Rapla, services to Viljandi and Pärnu could start from Balti Jaam, and run non-stop to Rapla. Trains to the proposed new line to Saaremaa could also start at Balti Jaam, and run non-stop to Keila. Services on the eastern main line, to Tartu, Narva, and St Petersburg, would also start from Balti Jaam, and stop at Ülemiste, giving a double interchange with the regional services through the tunnel. Regional services from Tallinn could be extended to Tapa, where the Tartu and Narva lines split (70 km from Tallinn).

Obviously there are other possible alignments for a central tunnel in Tallinn. A shorter tunnel could run from Tondi station to Ülemiste, with a station under Liivalaia street. However, such southern alignments would not serve the Old Town, and would not allow a station at the passenger ferry terminal. The alignment through Balti Jaam could be complemented by a north-south tram tunnel under the station and the Old Town, emerging in the newer central area (Südalinn).

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Tallinn regional metro tunnel, revised

Alternatives to Berlin Hauptbahnhof

The main-line railway network in Berlin has insufficient capacity, for frequent long-distance and inter-regional services. That is not clearly visible at present, because services in Germany are far from ‘frequent’.

Berlin Hauptbahnhof: image by Dontworry under CC3.0 licence

1024px-Berlin-hauptbahnhof-2010-079

 
Even on the flagship ICE network, most lines have less than one train per hour. In fact, no ICE line has a 60-minute frequency over its entire length (2014). The high-speed sections (Schnellfahrstrecke) typically carry several ICE services, so combined frequencies are higher. At the edge of the network, however, frequencies are low, perhaps only a few trains per day. On the remaining ‘classic’ Intercity network, no single line has a 60-minute frequency. For comparison: the planned high-speed line north from London would carry 17 trains per hour. The Netherlands has high Intercity frequencies, with ten domestic Intercity trains per hour, through Schiphol Airport station. A 10-minute Intercity service is planned for several main routes.

Service frequencies are in any case lower in eastern Germany, than in the more densely-populated west. Around Berlin, the Regional-Express services usually run at a 60-minute interval: the remaining regional trains (Regionalbahn) usually less than that.

So there are fewer trains into Berlin, than you would expect given its population (4 million), its status as capital of Germany, and its geographic location. There are historical reasons: the post-war annexations brought the Polish border to 80 km from from Berlin, cutting eastern long-distance traffic to almost zero. The division of Germany did the same with traffic to the industrial west. Post-war refugee flows, and eastern population decline, concentrated population in western Germany. Nevertheless, the main factor is the central place of the car in German society, and the resulting lack of political commitment to rail transport.

And so the new main station in Berlin, Berlin Hauptbahnhof, is currently sufficient for all traffic. Not because it is too big, but because there are not enough trains. In fact, the station is smaller than its combined predecessors – Berlin once had 11 terminal stations. Most were destroyed by bombing in the Second World War

Ruin of the Anhalter Bahnhof, Bundesarchiv image

Berlin, Ruine des Anhalter Bahnhofes

 
A modern station with through platforms can process more traffic, than a 19th-century terminal station. However, even if the platform capacity is adequate, the rest of the infrastructure is not. Some of the lines into Berlin have not been touched since the Berlin Wall was built in 1961, or even since 1945. That too illustrates the low priority of rail transport in Germany. The new central station looks impressive: politicians find that more important, than whether trains can reach it.

Capacity issues in Berlin: north side

Typical capacity problems in Berlin were mentioned here earlier, in the proposal for an upgraded Prignitz line, Berlin – Neuruppin – Wittenberge, the old Kremmener Bahn. Historically, there were two main lines into central Berlin on the north side – Nordbahn and Stettiner Bahn. The Kremmener Bahn and the local line Heidekrautbahn branched from the Nordbahn, about 5 km from this station – so there were four northern routes into Berlin.

Trains used the terminal station Nordbahnhof. It was built by the Stettiner Bahn, and originally called the Stettiner Bahnhof, until 1950. The name Nordbahnhof was originally used for a separate freight station. In 1903, the approach tracks were re-aligned, to allow interchange with the ring line, Ringbahn. All tracks now ran parallel through the station at Gesundbrunnen, even though that meant two right-angled turns.

Gesundbrunnen in 1906: public domain, via Wikimedia…

800px-BerlinNordbahnhof1906

When Berlin was divided, this route was disrupted. In combination with the new Hauptbahnhof project, Gesundbrunnen station was reconstructed, and services restored by 2005. The northern Ringbahn has become an approach line for Berlin Hauptbahnhof (Pilzkonzept).

The current arrangement is similar to the 1903 layout, with Berlin Hauptbahnhof replacing the function of the old Nordbahnhof. Trains make a right-angle turn, pass through Gesundbrunnen, make another right-angle turn, and approach the main station from the north. However, the old Nordbahnhof had separate approach tracks, and they have disappeared.

Gesundbrunnen has ten platform tracks, but west of the station there are only two tracks, for all trains except the S-Bahn. The S-Bahn itself has four exit tracks on the western side, for north-south and Ringbahn traffic. However, when the planned second north-south line is built (S21), it will also share the S-Bahn tracks eastward, and the platform tracks at Wedding station – inevitably reducing capacity.

Gesundbrunnen: 10 tracks in, 6 tracks out…

Bahnhof-Gesundbrunnen

 
For optimal capacity, there should therefore be eight tracks between Gesundbrunnen and Wedding, instead of four. That is the only way to separate east-west and north-south trains passing through Gesundbrunnen.

At present the issue is academic, because there are so few trains. In fact, there are no trains at all over the old Nordbahn – because the mainline tracks have still not been reinstated. There are no regional trains from the Kremmener Bahn, because there are no tracks for them either. And there are no regional trains from the Heidekrautbahn, because its tracks inside Berlin have not been reinstated either.

East of Gesundbrunnen, the Ringbahn is well connected to the Görlitz line, via new platforms at Ostkreuz. When the reconstruction of Ostkreuz station is complete, that would be a useful route toward the new Berlin Brandenburg Airport (BER, formerly BBI), although no such service is planned.

The connection to the other eastern radial lines, toward Lichtenberg and Karlshorst, is inadequate. There are flat junctions at both ends, and with the Lichtenberg – Ostkreuz curve, and there are single-track bottlenecks. At present that is also a theoretical issue: there are no regular train services anyway.

Spandau line capacity and design

The same issues recur on other approaches to Berlin: tracks abandoned for 50 or 60 years, insufficient capacity, and design faults.

The north-western approach to Berlin Hauptbahnhof also uses the Ringbahn. The main lines from Hannover and Hamburg converge at Spandau: trains continue east along the Ringbahn, and then make a right-angle turn south into Hauptbahnhof. Again this replicates the historical layout – the new station has approximately the same location, as the old Lehrter Bahnhof and Hamburger Bahnhof.

The tunnel into Berlin Hauptbahnhof: middle tracks from Gesundbrunnen, side tracks from Spandau, image by Falk2 under CC3.0 licence

1280px-I9097_Bf_Bln_Hbf,_Nordeinfahrt

 
Again there is a grade-separated junction, so that some trains can go to Hauptbahnhof, while others continue toward Gesundbrunnen. But again, it can not operate to full capacity, because the line from Spandau does not have four tracks over its entire length. There are six tracks into Spandau, but only four tracks onward, over the Havel bridge, and two of them diverge toward Charlottenburg.

PilzkonzeptOn the Ringbahn tracks toward Hauptbahnhof, there is one intermediate station, Jungfernheide. Regional trains stop here, but there are no through tracks for fast trains, another design error. (There are four tracks available at Jungfernheide, but two are not connected to the Spandau line). The connections to the western section of the Ringbahn are also inadequate.

And again, the new north-south S-Bahn has its own exit tunnel, but it connects to the existing platforms at Westhafen station. There will be four tracks into this station, but only two tracks out. That will be a problem for any extension of the S-Bahn west to Spandau.

The northern Ringbahn simply does not have the capacity for the function assigned to it in the Pilzkonzept. The same is true for the east-west line through Berlin Hauptbahnhof, the Stadtbahn.

Capacity on the Stadtbahn

The Berliner Stadtbahn is an east-west line, on brick viaduct through the historic centre of Berlin. It was opened in 1882 to connect to six radial lines. It also passed the old Lehrter Bahnhof and Hamburger Bahnhof, offering additional connections. The line was built with four tracks, with local and long-distance traffic separated from the start. The local tracks were electrified in the 1920’s, the first ‘S-Bahn’ line.

A four-track viaduct through a city centre is inevitably constricted by surrounding buildings. The alignment has many curves and S-bends. Space for the stations was also limited. Such a line would not be built today.

Stadtbahn at Hackescher Markt: image by H0tte, public domain

Berlin_SBahn_HackescherMarkt_east

 
The line is clearly obsolete. When Berlin Hauptbahnhof was built, the logical option was to replace it by an east-west tunnel – but there was no money for that. However, maintaining and using a low-quality line also costs money – probably more in the long run. The curved alignment itself restricts speed, and increases the risk of delays. With only two tracks, there is no separation of regional and long-distance trains, and at Alexanderplatz they share one island platform.

At the western end, the line is accessible from the Spandau and Potsdam lines, with a grade-separated junction at Westkreuz. These lines were not left to rot, because they were the main routes into West Berlin, when Germany was divided.

At the eastern end, at Ostbahnhof, the Stadtbahn is connected to five platform tracks. However, they are only directly connected to the Niederschlesisch-Märkische Eisenbahn, the current main line to Poland. The other connections were abandoned during the division of Berlin, when east-west train traffic was minimal. The current reconstruction of Ostkreuz station allows for only a single-track connection to Lichtenberg, on the former Ostbahn main line. (The Görlitz line is accessible via the outer ring line BAR).

South of Hauptbahnhof

The main lines from Magdeburg, Halle and Dresden originally had three terminal stations: Potsdamer Bahnhof, Anhalter Bahnhof, Dresdener Bahnhof. They were built beside each other, at the southern edge of the city centre. In principle, the four-track tunnel into Berlin Hauptbahnhof should allow it to replace their function. However, the new Hauptbahnhof is still not fully connected, to the three historic lines into Berlin.

Only the Anhalter Bahn toward Halle has been entirely restored. To reach the Dresden line, trains use the Anhalter Bahn, and then the outer ring line BAR. Restoration of main-line tracks, on the Dresden line inside Berlin, has only just entered the public consultation phase.

Reconstruction of the Potsdam main line (Stammbahn) has been under discussion for 20 years, without any progress. It is not clear if the design of the north-south mainline tunnel allows for a grade-separated junction. A flat junction with the Stammbahn would severely reduce capacity here. The regional train station at Potsdamer Platz already reduces capacity on the north-south tunnel, since it has no through tracks.

More tracks on the radial lines

There are currently 11 main lines and 3 regional lines into Berlin. One regional line (Neukölln – Mittenwalder Eisenbahn) has been entirely abandoned. Some of the lines are duplicate routes, and it is also possible to create new link lines between them, allowing more effective distribution of services. Nevertheless, capacity on the radial lines is generally insufficient for high service frequency.

Only five of the main lines have a parallel S-Bahn line, to beyond the outer ring line (BAR). Only the Hannover main line has four tracks, as it crosses the BAR. If other S-Bahn lines were extended, then trains could run non-stop for about 25 km out of Berlin. If all trains can run at line speed – probably about 150 km/h – then capacity would be maximised. Further from Berlin, additional tracks will be needed on some lines, otherwise regional and freight trains will obstruct high-speed services.

Again these capacity problems are invisible at present. If there is only one ICE every two hours, and one regional train per hour, then two tracks is enough. Upgrading of several radial lines was proposed here earlier:

That is an indication of what might be done, on the other radial lines. Obviously, these proposals assume a much greater frequency of services, of all types. That would certainly exceed the combined east-west and north-south capacity, at Berlin Hauptbahnhof.

Adding capacity inside Berlin

One option to increase east-west capacity has been proposed here already – a new high-speed route at the southern edge of Berlin. It would consist of a new line from Potsdam to the new airport, and a connecting high-speed line to Frankfurt (Oder).

HSL Potsdam - Berlin Brandenburg Airport   High-speed rail line BBI airport to Frankfurt (Oder)

 
Inside the built-up area of Berlin, the first logical option is to upgrade the northern Ringbahn. If all the bottlenecks were removed, that would create an east-west route with its own tracks, from Spandau to Ostkreuz via Gesundbrunnen. Upgrading would be controversial, because it would require demolition of housing in Gesundbrunnen.

The improved northern Ringbahn could be used for regional and interregional services. All services would be by electric trains, which means that some lines outside Berlin must be electrified. The most logical pattern of services is from north-west (Spandau) to south-east (Frankfurt and Cottbus lines). To improve connections, a new link could be built between those lines. It could cross the Spree towards Karlshorst, or run between Schöneweide and Köpenick stations, partly parallel to the S-Bahn. With this new link, all trains can run through Ostkreuz, before turning south-east.

Köpenick-link

 
The western and southern Ringbahn can also be upgraded for regional trains. However, they do not offer the same logical and direct routes, as the Northern Ringbahn. The alignment is also sharply curved in places. At present, it carries no passenger trains. The new Südkreuz station, which is the main interchange on the southern Ringbahn, has no platforms for regional trains.

Südkreuz…

Südkreuz-ringbahn

 
Regional trains from Spandau can reach the southern Ringbahn via the western Ringbahn. There would be no intermediate stations until Westkreuz, with new regional platforms alongside the S-Bahn station (shown in orange). To improve connections, regional trains from Potsdam via Wannsee should also stop at Westkreuz. They would have their own separate platforms (shown in yellow), replacing Charlottenburg regional station.

Click to enlarge: Westkreuz…

Westkreuz-Ringbahn

 
It is not logical for Potsdam trains to turn south-east onto the Ringbahn, since a restored Potsdamer Stammbahn offers an alternative route. They might use the western Ringbahn toward Gesundbrunnen: there is a connecting curve, but with little space for platforms (shown in blue). Equally, it is not logical to connect the Ruhleben link line to the southern Ringbahn, since the western Ringbahn offers an alternative route.

On the southern Ringbahn, regional trains from Westkreuz would stop at new platforms at Südkreuz and Hermannstrasse. The only good connection east of Hermannstrasse is to the Görlitz line, and therefore potentially to the new airport. However, that route is well served by the planned extension of S-Bahn line S45.

Planned connections to BER airport: map by Robert Aehnelt under CC3.0 licence

1024px-Anbindung_BER

 
The eastern section of the Ringbahn, toward Ostkreuz, is of little use to regional trains. However, the utility of the southern Ringbahn can also be improved by a Köpenick link, which would allow regional trains to run from Südkreuz and Hermannstrasse to Erkner.

New tunnels

More radical options are a second north-south tunnel, a new east-west tunnel, and a second main station.

There are several possible options for a new north-south tunnel. An alignment between Bornholmer Strasse and Ostkreuz would maximise new approaches to central Berlin, and compensate for the design errors around Gesundbrunnen. It would connect the two main northern lines (Nordbahn and Stettiner Bahn), to the main eastern lines (Ostbahn and Niederschlesisch-Märkische Eisenbahn). An extension under the Spree could also connect it to the Görlitzer Bahn.

alexanderplatz-tunnel

 
The tunnel would be about 8 km long. From the northern portal at Bornholmer Strasse, it would follow the alignment of the old Nordbahn freight yard – still free of buildings, because the Berlin Wall followed the railway here. At the southern end, the tunnel would climb alongside the existing railway toward Ostkreuz. The long approaches are necessary, because only a deep tunnel can pass under central Berlin. The tunnel would allow trains to pass quickly through Berlin, but also serve a city centre station. The only logical station site is at Alexanderplatz, at the eastern edge of central berlin. To avoid the U-Bahn and deep foundations, the station would probably be under the Alexanderstrasse.

A new east-west tunnel to replace the Stadtbahn, would be at least 12 km long, and possibly 16 km. Again it could only run in deep tunnel under central Berlin, and requires long approaches. The east portal would probably be at Ostkreuz, or possibly at the old Görlitzer Bahnhof. The west portal would be at Westkreuz, or even at Ruhleben – or both. The shortest alignments would run south of the city centre, but that makes interchange with the north-south main line difficult. The optimal location for an interchange station is at Potsdamer Platz station, but it seems impossible to build a new east-west station, under all the existing tunnels here.

The tunnels at Potsdamer Platz: map by Zuzien1 under CC3.0 licence

Tunnelbauwerke_am_Potsdamer_Platz

 
An east-west tunnel south of the city centre was planned, before and during the Second World War. It is seen as part of Hitler’s plans for a grandiose capital city, Welthauptstadt Germania, but the proposed alignment was quite modest. About 4 km long, it would have linked the Görlitzer Bahnhof to the Anhalter Bahnhof, with four intermediate stations. (Despite their megalomania, Hitler and Speer did not plan a main-line rail tunnel under Berlin, nor a single central station).

A new east-west tunnel is a precondition for a second main station. Given the difficulty of a large new underground station, it could have two new stations, one at each end. The only logical western site is at Westkreuz, which would maximise tangential connections. Its only U-Bahn connection, however, is the planned U3. A new eastern main station could be built just west of Ostkreuz, or on the site of the old Görlitzer Bahnhof, now a park. Again, the Görlitzer Bahn could be connected to the Frankfurt line, with a Köpenick link line.

The complexity and scale of the project make an east-west tunnel unlikely, even if the money was available. An upgraded northern and southern Ringbahn could carry many east-west regional and inter-regional trains, relieving the Stadtbahn. By reserving the Stadtbahn for longer-distance services, and closing the regional stations at Charlottenburg and Alexanderplatz, it can also be more effectively used. (There is, after all, a parallel S-Bahn). By improving approach capacity, the existing north-south tunnel can also be more intensively used, but additional north-south capacity still seems preferable.

Alternatives to Berlin Hauptbahnhof

Regionale metro rond Groningen

De bevolking van de regio Groningen / Assen is voldoende om een regionale metro te rechtvaardigen, op het model van de Duitse S-Bahn. Typerend zijn radiale lijnen die 25-30 km buiten de stad eindigen. Op die schaal heeft de regio rond Groningen, inclusief Assen, 600 000 inwoners.

Verzwaring en nieuwbouw van de individuele lijnen werden hier eerder beschreven. De lijst hieronder is bedoeld als overzicht. Het gaat hier niet om light-rail voorstellen, die al langer in de regionale politiek werden besproken. Dit wordt een ‘zware’ regionale metro, met alle lijnen geëlektrificeerd, en bijna overal dubbelspoor. Het neemt dan nagenoeg alle regionale vervoerstromen voor zijn rekening. De traditionele streekbus zou verdwijnen: in zijn plaats komt een busnet dat op de regionale metrostations is gericht.

Metro Groningen, Assen en regio: Basiskaart van Jan-Willem van Aalst, onder Creative Commons Attribution ShareAlike 3.0

regio-metro-groningen

 
De metro zou bestaan uit zes radiale lijnen:

Daarnaast zijn er nieuwe regionale lijnen, geïntegreerd met de regionale metro:

On de lijn naar Roodeschool te ontlasten, wordt de spoorlijn naar de Eemshaven verplaatst naar een nieuw tracé.

Regionale metro rond Groningen

Vier sporen Den Bosch – Oss

De 44-km spoorlijn Den Bosch – Nijmegen werd in 1881 gebouwd als enkelsporige regionale lijn (‘Brabantse Lijn’, vanaf Tilburg). Daaroverheen rijdt inmiddels de enige niet-radiale Intercity-lijn van Nederland, de Intercity Roosendaal – Zwolle. De lijn werd daarvoor verdubbeld, maar is nog onderbenut, en deze ‘Intercity’ is ook de traagste.

Spoorlijn Den Bosch - Oss - Nijmegen.

Met uitbouw tot vier sporen, en aanpassingen aan het tracé om de snelheid te verhogen, kan de Intercity sneller en frequenter rijden. De verbeterde lijn sluit goed aan, op de voorgestelde hogesnelheidslijn Tilburg – Den Bosch langs de N65, en de uitbouw tot vier sporen Breda – Tilburg. Er ontstaat ook ruimte voor een stadsregionale dienst Oss – Den Bosch, vergelijkbaar met de S-Bahn in Duitsland. (Deze kan verder rijden over de bestaande lijn naar Tilburg). Hoogfrequente diensten in de dubbele stadsregio Arnhem – Nijmegen vereisen ook extra sporen.

Hier wordt in elk geval vier sporen voorgesteld, van Den Bosch tot Berghem (aan de oostrand van Oss). Over deze 22 km, zijn stations denkbaar op circa 2-3 km afstand. De uitbouw van de lijn tussen Oss en Nijmegen wordt apart beschreven.

Het tracé Den Bosch – Berghem

In Den Bosch kan het bestaande tracé nauwelijks aangepast worden. De lijnen naar Utrecht en Nijmegen splitsen zich, meteen na de brug over de Dieze, 500 m van het station. ProRail bouwt hier een ongelijkvloerse kruising, met een gebogen brug over zowel de Dieze als de sporen richting Utrecht. Deze is niet bedacht op extra sporen, maar op vergelijkbare wijze passen twee verdere sporen aan de buitenkant van de bocht. De sporen moeten dan gesorteerd worden, in de 500 m tussen Dieze en perrons. Met extra sporen aan de noordzijde van de spoorlijn, kan ook Station Den Bosch Oost onveranderd op zijn plaats blijven. Vanaf dat station, is de spoorlijn kaarsrecht tot aan Geffen.

Klik om te vergroten…

Vier sporen in Den Bosch, spoorlijn naar Oss en Nijmegen.

Tussen Den Bosch en Rosmalen ligt een onbebouwde strook, langs de A2. De Zuid-Willemsvaart, dat nu langs de Bossche binnenstad loopt, wordt hierheen verplaatst. De strook zou ook met kantoren volgebouwd worden, maar dat plan lijkt in de ijskast verdwenen. Daartoe hoorde ook een nieuw station boven de A2, een ‘zichtlocatie’ dat niet goed aansluit op de bebouwing.

Klik om te vergroten…

Vier sporen Den Bosch - Rosmalen en tweede station Rosmalen.

Een nieuw station aan de westrand van Rosmalen (30 000 inwoners), zou wel goed aansluiten op het stratenpatroon daar. Het kan naast de nieuwe onderdoorgang in de Empelseweg, mogelijk zelfs boven het nieuwe kanaal (maar niet op de plek van het oude station). In Rosmalen kan de lijn ook makkelijk verbreed worden: het loopt door parken of langs groenstroken, met ook voldoende ruimte voor het aanleggen van onderdoorgangen. De stations geven aansluiting op de eerder voorgestelde tramnet in den Bosch.

In het agrarisch gebied tussen Rosmalen en Oss, kan de bijna rechte spoorlijn overal worden verbreed. Omdat het gebied vroeger veel wateroverlast kende, is de lijn al iets verhoogd, en dat vergemakkelijkt de bouw van nieuwe onderdoorgangen. Met vier sporen kunnen twee of drie voormalige stations heropend worden: aan de rand van Geffen en Nuland, elk met rond 4500 inwoners. Het dorpje Kruisstraat is, met het aangrenzende bedrijfsterrein, misschien net groot genoeg om een station te rechtvaardigen.

Klik om te vergroten…

Uitbouw spoorlijn Den Bosch - Oss met nieuw stations.

Ook in Oss (57 000 inwoners, gemeente 84 000), is er dankzij groenstroken bijna overal ruimte ervoor twee extra sporen. Het aantal kruisende straten is beperkt, en de lijn zou grotendeels op maaiveld blijven. Alleen in het centrum is de barrière-werking zo groot, dat ondertunneling wenselijk is, over 1200-1500 m. Daarbij kan Station Oss iets naar het westen verschoven worden: dat verbetert de aansluiting op de binnenstad. Met stations-uitbreiding aan de zuidkant (richting Unox) kan ook de bocht na het station verruimd worden.

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Ondertunneling spoorlijn in het centrum van Oss, met verschuiving station.

Het huidige station Oss West wordt gehandhaafd. De afstand tussen de stations lijkt een tussenliggende station te rechtvaardigen, maar na verschuiving van het hoofdstation is dat waarschijnlijk overbodig. Er is wel een goede plek voor een station ‘Oss-Oost’, aan de Vijversingel. (ProRail zou dit station ongetwijfeld aan de randweg bouwen (Megenseweg), maar dat sluit dan niet goed aan op de woonwijken).

Tussen Oss en Berghem ligt er nog 600 m open ruimte. Ook Berghem had vroeger een eigen halte, en met inmiddels 8500 inwoners is een station ook wenselijk. Deze komt op een groenstrook achter Bergereind, met goede looproutes naar de oude dorpskern, en de nieuwbouwwijken ten zuiden van de spoorlijn.

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Spoorlijn Den Bosch - Nijmegen, in Oss en Berghem, met twee nieuw stations.

Twee extra sporen zijn in Berghem geen probleem: keersporen voor treinen uit Den Bosch kunnen eventueel aan de dorpsrand aangelegd worden.

Na Berghem loopt de lijn door agrarisch gebied tot Wijchen: vier sporen lijken niet nodig hier – wel vanaf Wijchen, dat tot de Nijmeegse agglomeratie hoort. De oosthelft van de lijn wordt apart beschreven.

Vier sporen Den Bosch – Oss

Stadsregionale metro Rotterdam – Alphen

De 17-km spoorlijn Gouda – Alphen ligt een beetje verweesd in het spoorwegnet van de Randstad. Voor de grote bestemmingen Leiden, Den Haag, en Rotterdam moet de reiziger overstappen. Opname in de geplande light-rail RijnGouwelijn staat inmiddels op losse schroeven. (Het zou de geografie van de spoorlijn bovendien niet veranderen).

Hier wordt voorgesteld de lijn aan te sluiten op de lijn Rotterdam – Gouda, en uit te bouwen tot stedelijk-regionale metro. Dit voorstel is goed verenigbaar met de geplande Stedenbaan in Zuid-Holland, dat geïnspireerd is door de Duitse S-Bahn. Met dit voorstel, rijden treinen om Gouda heen van Rotterdam naar Alphen.

Stedenbaan of S-Bahn Rotterdam - Alphen, om Gouda heen.

Een treindienst Gouda – Alphen blijft rijden, maar wel met Stedenbaan-treinen. Dit betekent een breuk met de light-rail plannen in de regio, die toch nooit verenigbaar waren met de overige diensten. (Zie de voorstellen hier voor een stedelijk tramnet in Leiden, als alternatief voor de RijnGouwelijn).

In de voorgestelde oplossing, is Alphen overstappunt tussen een stadsregionale metro uit Rotterdam, en de spoorlijn Utrecht – Leiden. Een eventuele tram Leiden – Alphen zou over de weg rijden, zoals reeds voorgesteld tijdens de vele debatten over de RijnGouwelijn.

Tracé Rotterdam – Waddinxveen – Alphen

Vanaf Rotterdam gebruikt de nieuwe lijn de bestaande spoorlijn Rotterdam – Gouda, met de stations Rotterdam-Noord, Rotterdam Alexander, Capelle-Schollevaar, en Nieuwerkerk aan de IJssel. Hier is de lijn gelijk aan de Stedenbaan-lijn naar Gouda. (Vier sporen Rotterdam – Moordrecht lijken een voorwaarde voor de hoogfrequente Stedenbaan).

Doorrijden naar Alphen vereist een nieuwe boog, tussen de spoorlijn Rotterdam – Gouda en de lijn Gouda – Alphen. Deze komt in de weilanden ten westen van de Gouwe, en ten noorden van Moordrecht: het kruist ook de lijn Gouda – Den Haag. Hoewel de Provincie Zuid-Holland de regio volbouwt met bedrijfsterreinen, ligt dit stuk nog open. Om de infrastructuur te bundelen, kan de nieuwe boog de A20 volgen (geel op de kaart), maar de kortst mogelijke boog is waarschijnlijk de beste optie (wit).

Nieuwe boog bij Moordrecht: Rotterdam - Alphen, om Gouda heen.

De bestaande lijn loopt verder in een rechte lijn naar Waddinxveen. Op dit stuk is een nieuwe station gepland (2013). Aan de oostkant van het geplande station ligt het grote bedrijventerrein Coenecoop: de geplande ontwikkeling aan de westzijde stagneert.

In Waddinxveen (25 000 inwoners), ligt het station op 100 m van het hoofdwinkelcentrum, en 300 m van de oude dorpskern. Het tracé door Waddinxveen telt weinig overwegen, en met groenstroken ernaast is er voldoende ruimte voor spoorverdubbeling. Het bestaande tweede station Waddinxveen-Noord, geeft de noordelijke nieuwbouwijken een goede aansluiting.

In Boskoop daarentegen, ligt het oude station aan de noordrand van de bebouwde kom. Met 15 000 inwoners is Boskoop groot genoeg voor een tweede station. Die was al gepland in het kader van de RijnGouwelijn: Boskoop Snijdelwijk, temidden van de nieuwbouwwijken van Boskop-Zuid. (De ligging is het spiegelbeeld van Waddinxveen-Noord). De bouw is onzeker na uitstel van de RijnGouwelijn, maar ook een stadsregionale metro zou hier een station krijgen. Het oude Station Boskoop is dan vooral van betekenis voor de dorpskern. Met een onderdoorgang aan de Zijdeweg, kunnen de perrons ook naar deze straat verschoven worden: verderop vormt het de hoofdstraat (Zijde).

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Tracé S-Bahn Rotterdam - Alphen, door Waddinxveen en Boskoop.

Ten noorden van Boskoop loopt de lijn tussen de kwekerijen door, naar Alphen aan den Rijn. Het station ligt dicht bij de zuidgrens van de bebouwde kom, daarom is een tweede station waarschijnlijk overbodig. Kort voor Station Alphen ligt de aansluiting met de spoorlijn Utrecht – Woerden – Leiden. Het is niet de bedoeling dat de treinen uit Rotterdam doorrijden naar Leiden – die is te bereiken via Den Haag HS, ook met de geplande Stedenbaan. Met 73 000 inwoners, is Alphen een geschikt eindpunt voor een stadsregionale metrolijn. Deze lijn uit Rotterdam wordt 34 km lang, met 9 tussenstations – goed vergelijkbaar met een S-Bahn lijn in Duitsland.

Stadsregionale metro Rotterdam – Alphen