A look into the mash-up of Slovak train design by Dalibor Itze and their proposal to fix some of its flaws.

Thibault Lapers reports on some interesting rumours that an announcement of the EuroCity Brussels is not far away. We saw this service during the Olympics this summer between Brussel-Zuid and Paris Nord. Thibault mentions that in addition to a stop at Mons, we can also expect stops Aulnoye-Aymeries and Creil with an overall trip time of approximately 3 hours. The rolling stock would be the HLE 18 locomotive and I11 carriages.

Extending the RE13 to Eindhoven has been in discussions for many years now. In 2021, the concession was awarded to Start, a subsidiary of DB, to work together with Arriva Nederland who is responsible for the Dutch portion of the service.

This hourly service, scheduled to starting in December 2026, will use 20 new Stadler FLIRT3 XL train sets. They will be capable of three power systems, 15kV DC, 15kV AC and 25kV AC, according to the presentation with three train protection systems ATB, PZB, and ERTMS. It seems the first train has already been constructed with three more scheduled for 2024 and the rest to started by Q4 2025.

Title and all quotes translated from Dutch to English by Google Translate, minor edits for readability made by me.

As ProRail employees are on strike in different regions of the Netherlands this and next week. Even though these strikes are bound to various ProRail control centers, they affect traffic much broader than their region. Since NS runs a lot of 'long lines' across the country which may cross strike affected areas. NS has even started using new digital signage earlier this year to help passengers navigate these long routes. Tim van Leeuwen, Director of Operations Control at NS, explains why these long lines are needed:

[Long line services] are a direct consequence of how our small country is structured. In contrast to other countries, the Netherlands does not have one dominant urban area where employment and education are concentrated. Think of Paris in France, for example. Everyone has to go there in the morning and leave again in the evening. The French railways (SNCF) therefore base their timetable on this.

What you sometimes hear is true: the Netherlands is more of a large city than a small country. Not all residents of Den Bosch work in Rotterdam and not all residents of Groningen want to go to Amsterdam. You could actually say that everyone in the Netherlands has to go everywhere. And that is what NS is setting up its network with long lines for.

A major advantage is that NS is making optimum use of both the infrastructure and the train equipment. Due to the long lines, few trains have to turn around in Utrecht and that saves platform capacity and therefore space at Utrecht Central, a place in the middle of the city where space is limited. It also ensures that 80 percent of our passengers do not have to change trains.

Mark Wagenbuur, from Bicycle Dutch, writes about forever ongoing discussions about building bridges over the IJ, a river that now has seven ferry lines taking passengers back and forth. A quote from the blog:

In the 2015 version, I reported that there were six ferry lines, and now there are seven. The most important one of those, behind Central Station, is the F3 Buiksloterweg ferry. The earliest mention of this ferry dates back to the year 1308, but it is probably much older. Two ships operate on this line during the day, which means a ferry crosses the river every six minutes. During rush hour, a third ferry is added, reducing the waiting time to four minutes. At the busiest times, there is even a fourth ferry in operation.

I was reminded for an incident in January this year when the Metro M52 was closed towards Amsterdam Noord because of a flooding in a tunnel at Sixhavenweg. This was paired with the F3 Buiksloterweg ferries being taken out of service because the platform used to cross when docked had collapsed, the ferries ran to IJplein instead. To make matters works, a number of ferries from the 60 series were taken out of service because of technical problems resulted in cancelling the F9 route between Sporenburg and Zeeburgereiland.

This paper written by nine researchers talk about how the presence of bicycles lanes have a traffic calming effect for motor-vehicle users at intersections. That is to say it not only makes the street safer for cyclists but micro-mobility users and pedestrians as well.

we found that the effect of the delineator-protected bicycle lane (marked with traffic cones and plastic delineators) was associated with a 28 % reduction in average maximum speeds and a 21 % decrease in average speeds for vehicles turning right. For those going straight, a smaller reduction of up to 8 % was observed. Traffic moving perpendicular to the bicycle lane experienced no decrease in speeds. Painted-only bike lanes were also associated with a small speed reduction of 11–15 %, but solely for vehicles turning right. These findings suggest an important secondary benefit of bicycle lanes: by having a traffic calming effect, delineated bicycle lanes may decrease the risk and severity of crashes for pedestrians and other road users.

The paper also mentions that the road width decreased slightly when adding the temporary bicycle lanes which in itself is considered a traffic calming measure by the Federal Highway Administration.

Discovered via Taras Grescoe.

Ivan Rivera writes about the derailed Renfe S-411 near Chamartín in which both occupants where safe. It's most likely that a train drifted downhill across two tight curves with speed limits for 45 km/h.

Quotes from Alan Levy on deciding between tram or metro for ring roads around cities, in this case specifically the Bundesstraße 4 R in Nuremberg.

In favor of light rail, there’s the issue of speed. Normally, the advantage of subways over tramways is that they’re faster. However, on a circumferential route, the importance of speed is reduced, since people are likely to only travel a relatively short arc, connecting between different radials or from a radial to an off-radial destination. What are more important than speed on such a route are easy transfers and high frequency.

In favor of metro, there is the cost issue. The same factors that make speed less important and frequency more important also make it easier to build a metro. If the road is wide enough, which I think the one in Nuremberg is, then cut-and-cover is more feasible, reducing costs.

As usual with the blog there's great comparisons drawn from other cities like Paris and Cologne and other points made on trading capacity for frequency.

NS train driver Stefan uploaded a new video of the 'Airport Sprinter' equipped with cameras and software that enable the driver to close the doors before the train departure. A task that is typically done by the train conductor during the departure procedure. Each carriage is equipped with external cameras allowing the driver to see passengers during the departure procedure visible at 8:20 in the video. This system, according to the video description, saves 10-15 seconds on average at each stop.

I've written about tests that were conducted back in 2022 on these sprinters, it seems the timed saved will be worked into the 2025 timetable to improve reliability.

An interesting side effect since the train conductor is no longer in charge of beginning the departure procedure if they move between trainsets at a stop they must notify the driver so as to not be left behind. This is seen at 16:18 in the video.

While reading the latest post on PedestrianObservations called Tradeoffs in Reliability and Shutdowns about the state of the German railway in the summer I re-discovered a toot from Jon Worth. I think it aptly describes what it means to have a reliable and trustworthy public transport system.

That 5am train with a dozen building workers on it, or the last train home in the evening matter for the trust and reliability of the system, even if those individual trains make heavy losses and are largely empty

Our car-centric cities and towns rob people of their independence. People who would otherwise be perfectly capable of going out on their own to meet friends, or grocery shop, or go to the library are prevented from doing so because they can’t drive. Maybe they’re too young to drive, as I was at 14; or maybe they’ve gotten old enough that it’s no longer safe for them to drive; or perhaps they have a disability that prevents them from driving. Sometimes people can’t drive simply because they can’t afford a car, because these things are really expensive.

From Evan Sheehan.

This article from the South China Morning Post covers the Iran-China railway link between Almaty in Kazakhstan through to Tehran in Iran. At the time this was published, I assume 2017, it had been a year since the first the first freight train connecting Iran and China ran through neighbouring countries Kazakhstan, Uzbekistan, and Turkmenistan in February of 2016. Traveling along the Silk Road taking only 14 days it provided a quicker route than ships between the two countries.

The arrival of this train in less than 14 days is unprecedented,” said President of the Railways of the Islamic Republic of Iran (RAI), Dr Mohsen Pour Seyed Aghaei. “The time spent by this train” to reach Tehran “has been 30 days shorter compared with the maritime route, which starts from China’s Shanghai port and ends in Iran’s Bandar Abbas” port city, Dr Pour Seyed Aghaei noted. He added, "This is an important step for the revival of the Silk Road and the train has travelled 700 km per day, saving 30 days compared to normal time that takes to go this distance.”

Part of this route towards Europe became a "life channel" during the COVID-19 pandemic as it required fewer health checks than road transport since the train uses local crews in each country. Halting flights and increasing maritime freight prices put this rail alternative in a good spot.

Interestingly, the UIC in another article.

It's clear there's a lot of activity in this area I'm not familiar with but it is interesting to learn more.

India has accelerated its rate of electrifying railway lines in the last few years, this article covers some of the numbers and current progress.

“The pace of electrification has been the highest in the last 15 years: between 2011 and 2020, about 20,000rkm of railway lines were electrified, and another 20,000km of route kilometres have been electrified between 2020 and November 2023,” says Sharif Qamar, associate director at the Energy and Resources Institute, a Delhi-based research institution.

As of 1 September 2023 91.49% of the railways have been electrified according to the Indian Railways.

Having just shared the Eisenbahn-Planer, I have to post about the Treinposities rail agenda. This is a curated list of rail events in the Netherlands that gets updated regularly by the site administrators. The site has many more interesting pages, with details on rolling stock in the Netherlands and other countries, live map of trains in the Netherlands, details on train routes with expected rolling stock, and much more.

Eisenbahn-Planer tracks events with a focus on historical and/or heritage railways. There are quite a number of filters you can apply with multiple language options.

An informative @Reuters graphics article on the Houthi rebel attacks at the Bab al-Mandab straight with detailed plots on the attack types, context on the political situation, and how it affects the crew, shipping companies and global shipping.

Switzerland is often referenced when discussing good public transit systems, Jokteur does a good job describing of the country uses clock-face scheduling to reliably connected different locations together. A good read with clear examples illustrating the concept along with follow-up reading in case you’re interested in the subject.