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If we assume these two effects cancel out, about 80M mainline rail trips are done each year in the RER zone [2]. This is in the middle of the range for European cities tabled in the already linked blog post. We can now take a look at the transit infrastructure which is making all of these trips happen. Cartometro has a nice high definition map of mainline rail, metro and tram tracks in the Brussels urban core. The mainline rail rights-of-way ROW are grey, the metro tracks have a colored highlight around them, and any pair of tracks with nothing but whitespace around it corrsponds to tram lines.

The local mainline rail network is under-exploited. Sure, at peak times there are a lot of trains and capacity constraints at Gare Centrale, but off-peak frequencies in most of the local trains are limited to a single train per hour. Fare integration between the mainline rail and the STIB networks is mostly non-existent.

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To conclude this overview of the already-existing transit system in Brussels: it seems that transit ridership is ok if not amazing, and it has been increasing fast, at least in the urban core. There are two, soon to be three rapid transit trunk lines and one suboptimal circle line. Brussels should keep investing in transit for the ridership growth to continue far into the future.

The above image, a snapshot of population density by neighbourhood in Brussels, was taken from this website. The darker the shade of blue, the higher the residential density, but also keep in mind that the two low residential density blobs in the centre are important destinations: the very touristy and full of jobs and shops city centre, and immediately to its east the European Quarter, i. You can cross-reference to the already linked track map to check which neighbourhoods are currently served by rapid transit use the pentagon at the centre of this map for reference, its eastern and northern edges correspond to the circle line.

The dense cluster in the North Schaerbeek is already served or soon-to-be-served by both metro and mainline rail. The cluster in the southwest Anderlecht is connected to metro line 5 which feeds into the East-West trunk. The dense clusters in the West Molenbeek, Jette are close to the circle line, its northern branch, or to the East-West trunk line.

This leaves two mostly linear sets of dense neighbourhoods with no access to a decent rapid transit line: Ixelles-Etterbeek in the Southeast and the St Josse-Meiser corridor in the Northeast. The first thing and easiest thing that needs to be done is to fully integrate the fares of the different transit operators in and around Brussels. Right now you need to pay more if you want a transit pass which includes more than one operator, this needs to be changed to a single zone-based fare system.

The schedules and the routing of the different lines should also be properly integrated to facilitate transfers. Local rail in the RER zone needs to be operated like rapid transit with at least 10 min frequency all day in all the trunk lines in the urban core far out branches can be fine with 20 min frequency. There is no need to duplicate a perfectly good mainline rail ROW with a new metro line, focus metro construction where there is no good alternative. Another important point is that capacity in the North-South junction line from Gare du Nord to Gare du Midi is very precious indeed.

Any train going through the junction and terminating immediately afterwards is a horrible waste of capacity, it means that in the single most congested part of the network you can have trains stopping at the Central Station and nobody boards them! Or nobody alights if the train just started its journey.

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This will free up capacity for more local trains. The local trains would be a lot more useful if they could go directly downtown instead of going there in a very roundabout way and congesting the North-South junction. I propose a tunnel diverging from the existing tracks between Germoir and Gare du Luxembourg.

It would link up to the tracks running parallel to the circle metro line in the West of the city, and most stops in between would be dictated by connections. There would be stops at:. Not cheap, but this central segment would make tens of km of rail lines on both sides of the city a lot more useful. Long distance trains should also be able to take this tunnel, they pose no problem as there is only one IC line which can usefully go through it: Sint Niklaas-Brussels-Namur.

With the southeast cluster of dense neighbourhoods hooked up to a transit line, time to see what can done for the northeast cluster. A new metro line could start at Meiser, or maybe one stop behind it for a good orbital bus connection. Meiser would actually be two stops separated by m, with one stop at the Meiser roundabout itself for a connection with the orbital tram line 7, and a stop close to the Meiser rail station. From there the tunnel can continue to Berchem-St-Agathe, following roughly the route of tram line A good place for a railyard would be close to the gigantic highway exchange at Groot-Bijgaarden.

It would be relatively cheap since no expensive connections with already existing lines need to be arranged. And then the rail infrastructure in Brussels would look very complete, with good coverage of most of the city and deep penetration into the suburbs thanks to two regional rail trunks. There would be no need to expand this network unless the population increased by a lot say, by Brussels becoming the federal capital of the United States of Europe.

At the current rate of investment, this could be achieved in a year time scale. Line 1 can run from Stockel to Dilbeek. The circle line can continue as is. For the mainline rail lines, things are more complicated, mostly because the branching is more complex. All of these services can run with a peak frequency of six trains per hour, with the Boitsfort — Luxembourg — Jette trunk getting 12 trains per hour and the Midi — Nord — Schaerbeek trunk getting 18 trains per hour, leaving plenty of space for IC and express trains.

How is capacity there suddenly not a major issue?

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As an aside, frequent local service frees up long-distance service to skip more stops. Right now there are supposedly IC services making too many stops. Brussels-Antwerp IC trains should stop only in Mechelen, using the higher speed Machelen [3] line rather than the one going through Vilvoorde. This post has been edited. Update 3: tggleeson on Twitter pointed out that I was sending no trains between Portarlington and Athlone. I fixed this by sending the Dublin-Westport trains there. Update 4: simonschre made an awesome map for the proposed IC network! Be warned, this is going to be a long read.

There are km of track operated in Ireland, both in the Republic and in Northern Ireland.


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Of those, 53 km are electrified in the Dublin area , 80 km are already upgraded to a good speed standard in the Dublin-Cork line , and another km are freight only [1]. All passenger traffic is operated by Irish Rail, the national public carrier. What follows is a quick rundown of the Intercity services operated by Irish Rail.

Dublin commuter rail is out of the scope of this post. Things start looking ugly when you consider the other lines. Dublin-Waterford is only operated 7 times a day, at irregular hours [3].

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A major problem for improving travel times here is that Kilkenny, the one major town on the way, has a rail station in an awkward stub-end location, forcing any through-trains to reverse after getting there, which can easily add 5 minutes to any stop. And since there are no tail tracks, trains must approach very slowly because overshooting the platform would mean an instant crash. All in all, any stop in Kilkenny must delay a train by approximately 10 minutes, over and above the delays of a regular stop. The coastal Dublin-Rosslare line is an absolute disgrace.

But improving this line could prove trickier than the others because it would depend on Northern Irish cooperation. On the other hand, Galway-Athenry-Ennis-Limerick has apparently seen some success lately. One thousand daily passengers use it [4], or three times more than what the government projected.

The good news is that rail upgrades and construction seem to be on the cheap side in Ireland.


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For rail to be faster than driving in Ireland while still being cheap enough to operate, a few general principles have to be followed. FLIRTs have a stop penalty of 45 s, if the train stays at the stop for an extra 30 s i.

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Padding the schedule is necessary because there will be unforeseen delays, and train drivers need a margin for recovery without going at unsafe speeds. On the other hand, Ireland had apparently a capital spending budget of 5. Some of that money is paying for the widening of a motorway. Rolling stock needs are determined by the service frequency and how long the travel times are. If a train needs two hours to make the return trip, including turn-around time at the end stations, then only two trains are necessary to provide hourly service.

This makes it very important for return trip lengths to be equal to an integer number of hours, i.