JBÍ (Járnbrautarfélag Íslands, e. The Icelandic Rail Company) proudly presents a hopelessly optimistic vision for a national rail network!

http://imgur.com/XJdqO.jpg
First, let us see the big picture. I suggest three rail lines radiating from the capital Reykjavík; one to Keflavík International Airport. One going east to the towns in the southern lowlands and terminating at the new ferry harbour that connects Vestmannaeyjar with the mainland and finally one going north and terminating in the northern town of Húsavík.

http://imgur.com/91koW.png
A close-up of the southwestern part of the country. I suggest one suburban station for each of the long distance lines before the lines merge and terminate at Reykjavík Central station. I know there are some problems associated with having a terminus station as the main station but the geography of Reykjavík does not leave us with much choice since the city center and business district is on a peninsula.

http://imgur.com/UodbL.png
A close-up view of the red airport line. It is the most logical first section of the system that connects the Reykjavík metro area with the airport and the Town of Reykjanes (Reykjanesbær) which has a population of around 18.000 people. This would be a simple and very straight route over a flat lava desert from the airport to the urban fringes of metro Reykjavík.

I suggest digging a 3.6 kilometer long tunnel under the suburban town of Hafnarfjörður. There is no way to run on the surface through the town and going around it would be difficult because of NIMBY an environmental concerns and would add to the distance of the line as well.

When emerging from the tunnel on the north side of Hafnarfjörður, the line would follow the urban freeway (road 41) north, there is plenty of space in the median there. It would then turn west along road 49 and merge with the other lines to be built later and head into Reykjavík Central. This would be the most expensive portion of the route as it would need to run in a tunnel at least for the final three kilometers into the central station and be wide enough to handle the eventual traffic of both the long distance lines and the urban rail network (more on that later). It makes sense to terminate the airport line at Mjódd (indicated by the blue arrow) at first, until the tunnel could be built.

http://imgur.com/tssRg.png
A close-up of the blue eastern line. The second priority after the airport line would probably be building this line to Selfoss. Continuing from there would only come after the northern orange line had reached Akranes. The main purpose of continuing to the east would be to connect with the ferry harbor to Vestmannaeyjar (pop. 4000) but the line would swing by at the smaller towns of Hella and Hvolsvöllur. The construction is fairly straight-forward except for the mountain pass between Reykjavík and Hveragerði which is problematic both because of tough winter conditions and steep gradients. A 11 kilometer long tunnel under the highest part of the route solves this. In addition to passengers, the blue line could be an important route for freight rail. Fresh produce by the large fishing industry in Vestmannaeyjar could be quickly transported via rail to the airport for air-freight to markets in Europe and North America.

http://imgur.com/tHwaY.png
The first section of the orange northern line.
http://imgur.com/9FTJr.png
The second section of orange northern line.

The north line is the longest section of the system by far but a low traffic volume allows us to have most of it single-tracked. The Swedish Botniabanan is a potential model for this. The line would head out of the city to the northeast, crossing some sounds and channels by bridges. It would then go via 6.5 km long tunnel under the fjord Hvalfjörður (there is already a road tunnel under the fjord). The line would then go into the town of Akranes (pop. 7000). With a travel time of only 15-20 minutes between Akranes and Reykjavík C, the town would pretty much function as the same urban area. Continuing the line beyond Akranes would probably not be feasible except by going all the way to Akureyri (pop. 17,000) in the north where the train could capture most or all of the current air travel market between Reykjavík and Akureyri. Several small small towns and villages happen along the way so we stop there as well even if most trains should probably bypass them. Sauðárkrókur (pop. 2600) and Borgarnes (pop. 1800) are the most significant.

This is the most difficult line to build because of the geography. Three long tunnels are needed to reach Akureyri and bypass high elevations and gradients. 7 km, 10 km and 22 km long.

On the map I show a further extension of the north line to the town of Húsavík (pop. 2500) by digging a 12 km tunnel under the fjord Eyjafjörður and the mountain immediately by its side. This would not happen with the current situation in the area. Húsavík has however a big potential for industrial expansion that would both increase the population and (more importantly) create demand for freight rail.

http://imgur.com/kpPqK.jpg
Finally, I suggest that within the Reykjavík metro area, the long distance rail corridors would be used for mass transit as well. This implementation assumes a fast urban rail network with about 1 km interval between stations, shown as pink lines on the map (darker red sections are underground). I also suggest a light rail network, indicated by blue lines, to service the areas that are not well connected to the "heavy" rail network.

http://imgur.com/mStTB.jpg
These plans could drastically change how Reykjavík develops as a city. The green shaded areas on the above map indicate areas where new development could take place. These include the site of the current domestic airport near the city center, that airport would become obsolete with a fast rail link to the Keflavík International Airport so the area could be developed as a densely built urban environment that would basically be an extension of the current city center.

Further east are areas that currently have some low value commercial and industrial development but their central location make them ideal for new job centers and dense transit oriented development. To the north are currently undeveloped areas that could become new suburbs, well served by the urban rail.

Starting with a line from Reykjavík to the airport at Keflavík would seem to be a natural first step in building an Icelandic rail network. It it unfortunate that after that a new line would have to constructed rather than expanding from Keflavik, but one can't argue with reality.

When it comes to a light rail network in Reykjavík, I wonder if it has ever been looked into properly? There was recently a light rail study here in Trondheim, which IIRC isn't that much larger than Reykjavík, that concluded that (re-)building a proper network will be too expensive. Of course, such studies are never directly transferable to other cities, but it might give an indication.

There has not been a thorough cost-benefit analysis of light rail in Reykjavík as far as I know. The current master plan for Reykjavík mentions rail-based transportation slightly and lays out some possible routes for light-rail lines. Those plans are not very visionary and will probably never be feasible.

The fact is that Reykjavík is an extremely sprawly American-style city and for public transport of any sorts to really be an option, the city needs to be seriously reformed. Just laying down tracks within the current state of the city would result in failure. My thinking with the Reykjavík area network was that it should be connected with the development of the green areas. If all the growth of the metro area would be focused on these areas for the next 40 years we would probably have 50 to 100 thousand new residents there and tens of thousands of new jobs which would make the rail plan realistic I think.

Interesting idea! :) Although I think light rail for Reykjavik area would be more feasible than full scale 'real' railway line connecting several towns. Real problem would be cost - both building the line (railway building is expensive) and maintaining it. Keeping it running might be even bigger issue - really small population means low passenger traffic which might need yearly government funding to keep railway running (and we all know how unpopular rising taxes are ;))

Btw,hows the industry in small towns around Reykjavik? Could they provide enough freight traffic to maintain railway line?

Something like this wouldn't drop out of the sky one night of course. It would take probably 20+ years to build the entire network and it wouldn't start until having been debated for a long time. It would also be built in phases and each one would need to be assessed induvidually.

Phase I: Reykjavík to KEF airport, 50 km.
Phase II: Reykjavík to Selfoss and Akranes, 80 km.
Phase III: Akranes to Akureyri and Selfoss to Vestmannaeyjar ferry, 390 km.
Phase IV: Akureyri to Húsavík: 70 km.

The first two phases are only 130 km combined but benefit something like 70% of the population. It is a small network, even considering the size of the population or the economy. (Tiny Luxembourg has 275 km of rail.) Combined length of the network is 590 km which is more of a stretch but still about the same size per capita as in countries like Australia or Canada that also have a population density similar to Iceland.

There are a couple of things to consider about rail building in Iceland that might affect the cost of such a project. The first is that land is cheap, a large part of the cost of a new rail line in most places is acquiring the land for it but this would be relatively cheap in Iceland. The second is that Iceland is not currently married to any specific technology. There is no existing infrastructure that new track needs to be compatible with and no neighbours to connect to. Are there any technologies out there that could maybe be cheaper to build than the conventional steel wheels on steel tracks? I don't know, this needs to be studied.

There is lots of heavy industry near the town Akranes, north of Reykjavík. The industrial port of Grundartangi could be made into the primary cargo port for the country and connected to the rail network. That would generate loads of freight traffic.

Very nice.

Is the dark red supposed to be underground (within the Reykjavík)? If so I do not agree that the rail down Miklubraut would need to be dug down. By the time that would be built intersection wouldn't be problematic, and the space is adequate. So i would suggest just running it between the lanes with access from the bridges crossing it.

True, it could run above ground at least to the intersection with Grensásvegur or even all the way to Kringlan if the intersections with Grensásvegur and Háaleitisbraut were made grade separated. Everything west of Kringlan would need to go underground for the lack of space on the surface.

Just out of curiosity. They are about to start building a new central station by the airport. Are you imagining that serving as a main rail-station as well. I never understood why it was so important to build it while the future location of the airport is still unknown.

Secondly. I remember a suggestion from a contractor saying he would tunnel Hringbraut to Kringlan without payment from the state if he would acquire the land freed up by it. That of course would not happen until the housing marked would pick up, so there are still a few years until that is feasible, probably just in time for the massive railproject. It would make sense to include rail in that tunnel.
That way the city would get quite denser west of Kringlan supporting the underground stations you propose. This would be a huge improvement for the city.

Plus west of Grensásvegur there is a hill. So the rail could start elevating before that creating a bridge over the intersection, and then rejoin the surface on the other side. As for Háaleytisbraut, it's a relatively small street which has already problem with the speed of traffic (assumption made by all the warning signs). So killing of that intersection shouldn't cause any protest. If you are driving from the west a simple uturn at Grensásvegur would solve that.

Yes, I put the location of the central station on the site of this proposed transport center. Another option would be to continue the tunnel straight under the new hospital area and basing the central station in the current location of BSÍ (the long-distance bus terminal). By doing that, the central station would be closer to the old city center but on the other hand, not as close to the new development in the airport area.

Construction is set to start in the hospital area next year I think. Since the area is going to be all dug out any way, there is a golden opportunity there to dig a channel through the area and cover it. Even if it were not used for trains for a couple of decades, it would save a lot of money since it would be a lot more expensive to dig or blast a tunnel under the area when the hospital is already built.

Here is a visualisation of the two possibilities for the central station. Blue is the hospital area, orange are the two feasible sites for the central station.
http://imgur.com/Hg3hy.jpg

I agree that opportunity should not be missed, but I don't find that likely. As long as the station is accessible for public transit, like your proposed light rail system and bus service, either location seem acceptable to me.
Personally I think the BSÍ location would suite better, since after BSÍ is gone I can't think what would replace it, while the Vatsmýri area could be used for residential or commerce. I also think car traffic should be thought of. A terminal like that would attract traffic and need much parking space.

I made these metro thoughts:
Note that the blue line follows the dark green to the central station. The dark green and light green are south and north of same line.

http://img718.imageshack.us/img718/1102/metroreykjavik.png

With stations:

http://img830.imageshack.us/img830/1353/metroreykjavikstations.png

I never been to Reykjavik, so its based on the satellite photo, and a quick view in the pictures uploaded to google earth. I Made the main station at the Icelandic parliament (Alþingishúsið), it fitted naturally to me :)

I was thinking that Reykjavik would expand in the direction of the yellow line, around the gulf, and up the mountain, just a bit, with the 2 green lines. Up at the mountain, the line should be overground, dig its way through the landscape if needed, and a light suburb city should be constructed along. The way around the gulf, should be new bigger houses of modern architecture (only if suited thou) more dense city.

I'll be glad if you could tell me about the city, main shopping areas etc. :)

About a rail line, does there live more than 50.000 people out of the Reykjavik suburbs?

Currently, 1435mm gauge rail network is proposed for Iceland.

Details of heavy rail (mainline railway) networks in Iceland:
• Track gauge: 1,435 mm (4 ft 8 1⁄2 in) standard gauge
• Minimum radius: 150m
• Loading gauge: small (slightly smaller than British W6a)
• Routes:
1. Reykjavík - Borgarnes - Blönduós - Akureyri - Egilsstaðir - Höfn - Selfoss - Reykjavík
2. Reykjavík - Keflavík
• Maximum speed: 100-120km/h
• Right-/left hand running: Left-hand running
• Overhead voltage: unknown

I would build a Maglev-system. Faster, less maintenance required, less problems with inclinations.

I would build a Maglev-system. Faster, less maintenance required, less problems with inclinations.

Maglev is too expensive.

I would not say. It requires less tunnels and bridges as maglev trains can better go over hillary terrain.
And especially tunnels are very expensive!

It would indeed be perfect as Iceland has the luxury of starting a new system to scratch while in other Nordic countries there is already infrastructure to support more use of conventional rails.

This is in fact the problem of introducing Maglev-systems.

I would not say. It requires less tunnels and bridges as maglev trains can better go over hillary terrain.
And especially tunnels are very expensive!

Iceland is too small and too cold for maglev.

It would indeed be perfect as Iceland has the luxury of starting a new system to scratch while in other Nordic countries there is already infrastructure to support more use of conventional rails.

In Iceland, very small loading gauge necessary.

If maglev ever becomes cost-competitive with regular rail technology, it sure would be a good fit for Iceland (at least the long-distance lines) for its ability to handle steep grades better than the conventional steel-on-steel rail technology. It would allow straighter routes and somewhat less tunneling.

Iceland is too small and too cold for maglev.

Is maglev technology badly affected by temperature? It was my understanding that it was actually less affected by temperature swings than conventional rail (because the steel in conventional rail tracks contracts and expands with the temperature). Besides, Iceland doesn't get extremely cold.

If maglev ever becomes cost-competitive with regular rail technology, it sure would be a good fit for Iceland (at least the long-distance lines) for its ability to handle steep grades better than the conventional steel-on-steel rail technology. It would allow straighter routes and somewhat less tunneling.



Is maglev technology badly affected by temperature? It was my understanding that it was actually less affected by temperature swings than conventional rail (because the steel in conventional rail tracks contracts and expands with the temperature). Besides, Iceland doesn't get extremely cold.

Maglev systems are too fast for Iceland.
Ground coils are the weakest points and more affected by temperature broken easily than conventional steel rails.

Requirements for Icelandic rail networks:
1. Compatible with Scottish rail networks
2. Small loading gauge
3. Small curve radii

Scotland, really?

So it's true. Scots are preparing for invasion :D


Anyway,Iceland is in perfect position right now. Almost every country with existing railway network would be jealous over vast amount of options Iceland has for developing it's own railways. Iceland doesn't have any previous railway networks,so it doesn't have compatibility issues, problems with ageing rolling stock or anything related to all that.

Right now maglev is as realistic as teleportation ;),so it's more sensible to consider that future Icelandic railway would have common 1435mm tracks and diesel trains. No point of electrifying lines...atleast not at the beginning.

Unless the country has an indefinate potential for cheap renevable power? :)

Unless Iceland is willing to build considerably expensive infrastructure.

Sry,I can't remember exact price of construction of 1km electrified railway,but it was steep compared to ordinary railways (around 3X higher or smth like that). Building ordinary railways doesn't rule out option of later electrifying those lines,when railway system has started working normally.

I don't see why compatibility with other countries would be required, least of all with Scotland which doesn't have strong ties to Iceland at all.

I realize electrified rail would be much more expensive to build than regular rail, but electricity is cheap and plentiful in Iceland so these costs would hopefully be offset by cheaper running cost in the long run. Especially since fossil fuels aren't going to get any cheaper in the future.

At the very least, the lines closest to Reykjavik need to be electrified. Farther away, the traffic probably would not justify electrification but maybe that could be solved with something else than diesel, like hydrogen fuel cells.

electrified railway,but it was steep compared to ordinary railways

:lol:

:tongue: Would you prefer un-electrified railway then or are you going to be picky about that too?

:tongue: Would you prefer un-electrified railway then or are you going to be picky about that too?

I guess what's "ordinary" depends on which country you're from:
http://upload.wikimedia.org/wikipedia/commons/1/15/Railway-electrification_Europe_2005_en.png

But I usually use the term non-electrified, I guess...

I would assume that light rail or a tramway within Greater Reykjavik would provide a lot of bang for the buck. Though it would probably have to be a North American-style LRT system, due to the sprawly nature of Reykjavik and its satellite towns.

Any real plans for railways?

:tongue: Would you prefer un-electrified railway then or are you going to be picky about that too?
Yes.

I don't see why compatibility with other countries would be required, least of all with Scotland which doesn't have strong ties to Iceland at all.

I realize electrified rail would be much more expensive to build than regular rail, but electricity is cheap and plentiful in Iceland so these costs would hopefully be offset by cheaper running cost in the long run. Especially since fossil fuels aren't going to get any cheaper in the future.

At the very least, the lines closest to Reykjavik need to be electrified. Farther away, the traffic probably would not justify electrification but maybe that could be solved with something else than diesel, like hydrogen fuel cells.
Electricity is too dangerous for Iceland. Icelandic rail networks should be compatible with Scotland. Hence 1435mm track, small loading gauge and left-hand running and diesel trains. (trainferry between iceland and Scotland)

I would assume that light rail or a tramway within Greater Reykjavik would provide a lot of bang for the buck. Though it would probably have to be a North American-style LRT system, due to the sprawly nature of Reykjavik and its satellite towns.

Scottish style (not North American style) is better choice.

Electricity is too dangerous for Iceland. Icelandic rail networks should be compatible with Scotland. Hence 1435mm track, small loading gauge and left-hand running and diesel trains. (trainferry between iceland and Scotland)

How exactly is electricity "dangerous" for Iceland? One of the biggest selling points for establishing a rail system in Iceland is that it would run on a domestic energy source (electricity). There would be no point in building a diesel-driven system, in that case we should just build better roads and use the diesel directly on trucks and buses.

Are train ferries not usually used on relatively short ocean crossings, straits and channels and such (I've been on one of those that ran across the Fehmarn Belt)? They make sense on short distances but it would be beyond pointless to put a whole train on a boat to ship it 1000 km across an open ocean, total waste of energy. Not to mention the inherent safety issues (http://en.wikipedia.org/wiki/Train_ferry#Hazards) associated with train ferries that would only be exacerbated on a long and rough ocean crossing. The North Atlantic is slightly more dangerous than the Baltic.

Also, if such a ferry were established, it would run to Norway and/or Denmark. Not a dead-end in Scotland.

One tip, like Alexriga also hinted about:
Start with something realistic, from Reykjavik to one of the nearest options. Then expand later if possible. Simple plan - but it works (or should work).

Norway started its public transport rail network with a simple line to Eidsvoll, which is a stretch of somewhere around 65 km (54,6 air line/as the crow flies).

http://i.imgur.com/2G0GM.png
A simplified transit map of my Reykjavík rail plan.

Icelandic rail networks questions and answers:

Questions:
1. Track gauge (normal or large)
2. Loading gauge
3. Electrifications
4. Right-/left hand running
5. Platform height
6. Rolling stocks
7. Trainferry

Answers:
1. normal (1435mm tracks)
2. small (compatible with Scottish rail networks)
3. no
4. left-hand running
5. 915mm above the rails http://books.google.co.uk/books?id=zkDYawSkRpAC&lpg=PA433&dq=platform%20height%20railway&pg=PA264
6. British Rail Class 158 DMU http://en.wikipedia.org/wiki/British_Rail_Class_158
7. yes (between Iceland and Scotland)

Icelandic rail networks questions and answers:

Questions:
1. Track gauge (normal or large)
2. Loading gauge
3. Electrifications
4. Right-/left hand running
5. Platform height
6. Rolling stocks
7. Trainferry

Answers:
1. normal (1435mm tracks)
2. small (compatible with Scottish rail networks)
3. no
4. left-hand running
5. 915mm above the rails http://books.google.co.uk/books?id=zkDYawSkRpAC&lpg=PA433&dq=platform%20height%20railway&pg=PA264
6. British Rail Class 158 DMU http://en.wikipedia.org/wiki/British_Rail_Class_158
7. yes (between Iceland and Scotland)

1. Ok.. Probably cheaper to buy rolling stock
2. Sure, but why does it have to be comparable to the scottish network?
3. It should. Iceland have plenty of geothermal and hydroelectric power, but have to import petroleum products.
4. Why?
5. If that's the new EU regulations, sure.
6. Why this strange attachment to the british rail system?
7. No. Way too far.

Icelandic rail networks questions and answers (addition):

Questions:
8. Minimum curve radius
9. Tunnel size (structure gauge)
10. Maximum speed
11. Concrete sleeper usage

Answers:
8. small
9. small (small loading gauge and no electrification)
10. no more than 100-120km/h
11. yes

so they choose for quite a basic system..
but I hope they create it nicely
when will these works start/finish?

Icelandic rail networks questions and answers (addition):

Questions:
8. Minimum curve radius
9. Tunnel size (structure gauge)
10. Maximum speed
11. Concrete sleeper usage

Answers:
8. small
9. small (small loading gauge and no electrification)
10. no more than 100-120km/h
11. yes

Why is electrification not a good solution for Iceland?

so they choose for quite a basic system..
but I hope they create it nicely
when will these works start/finish?

Never, Iceland is basicly a one-city country so any rail is hard to believe in, why would you build rail when no one lives inland and distances between fishing-villages of more than 1000 inhabitants mount to hours of travel. Maybe a Reykjavik - Keflavik line will materialize sometime aswell as Lrt for Reykjavik with suburbs, but the country is in economic crises at the moment.

Just to be clear, everything discussed in this thread is on a fantasy stage. A Reykjavík-Keflavík rail line is often discussed and so is light rail in the Reykjavík area but neither is anywhere close to being official. Reykjanesbær, the municipality that contains both the town of Keflavík and Keflavík International Airport, does display a potential rail line on its master plan map so they will at least be preserving a corridor of land for future rail use.

I am merely laying out what seems to be the logical plan for a rail system in Iceland, some parts of it I consider very realistic and others are more far fetched. If it were decided today that rail was an option for Iceland, I would not expect to be riding any trains until 15-25 years from now.

Icelandic rail networks questions and answers:

Questions:
1. Track gauge (normal or large)
2. Loading gauge
3. Electrifications
4. Right-/left hand running
5. Platform height
6. Rolling stocks
7. Trainferry
8. Minimum curve radius
9. Tunnel size (structure gauge)
10. Maximum speed
11. Concrete sleeper usage

Answers:
1. normal (1435mm tracks)
2. small (compatible with Scottish rail networks)
3. no
4. left-hand running
5. 915mm above the rails http://books.google.co.uk/books?id=zkDYawSkRpAC&lpg=PA433&dq=platform%20height%20railway&pg=PA264
6. British Rail Class 158 DMU http://en.wikipedia.org/wiki/British_Rail_Class_158
7. yes (between Iceland and Scotland)
8. small
9. small (small loading gauge and no electrification)
10. no more than 100-120km/h
11. yes

1. Ok.. Probably cheaper to buy rolling stock
2. Sure, but why does it have to be comparable to the scottish network?
3. It should. Iceland have plenty of geothermal and hydroelectric power, but have to import petroleum products.
4. Why?
5. If that's the new EU regulations, sure.
6. Why this strange attachment to the british rail system?
7. No. Way too far.

Why is electrification not a good solution for Iceland?

How exactly is electricity "dangerous" for Iceland? One of the biggest selling points for establishing a rail system in Iceland is that it would run on a domestic energy source (electricity). There would be no point in building a diesel-driven system, in that case we should just build better roads and use the diesel directly on trucks and buses.

Are train ferries not usually used on relatively short ocean crossings, straits and channels and such (I've been on one of those that ran across the Fehmarn Belt)? They make sense on short distances but it would be beyond pointless to put a whole train on a boat to ship it 1000 km across an open ocean, total waste of energy. Not to mention the inherent safety issues (http://en.wikipedia.org/wiki/Train_ferry#Hazards) associated with train ferries that would only be exacerbated on a long and rough ocean crossing. The North Atlantic is slightly more dangerous than the Baltic.

Also, if such a ferry were established, it would run to Norway and/or Denmark. Not a dead-end in Scotland.

Reasons:
a. Because British DMUs are cheaper than the rest.
b. To reduce construction cost. Larger loading gauge, longer curve radii and electrification are too expensive for Iceland.
c. Electricity is too dangerous for Iceland. Icelanders have higher death risk by electric shock than either Afghan people or African-Americans. Hence either electrician (power lineman) or nuke engineers are mostly African-Americans.
d. Icelandic rolling stocks should be compatible with scottish rail networks. Trainferry should be established between Iceland and Scotland.

c. Electricity is too dangerous for Iceland. Icelanders have higher death risk by electric shock than either Afghan people or African-Americans. Hence either electrician (power lineman) or nuke engineers are mostly African-Americans.

:wtf:

Reasons:
a. Because British DMUs are cheaper than the rest.
b. To reduce construction cost. Larger loading gauge, longer curve radii and electrification are too expensive for Iceland.
c. Electricity is too dangerous for Iceland. Icelanders have higher death risk by electric shock than either Afghan people or African-Americans. Hence either electrician (power lineman) or nuke engineers are mostly African-Americans.
d. Icelandic rolling stocks should be compatible with scottish rail networks. Trainferry should be established between Iceland and Scotland.

So your reasoning is basically economic in nature? That explains your points of view...

:wtf:

As an Icelander you should know this fact! :D

I'm not sure about the trainferry to Scotland though. Is that really what Iceland need? I mean, shouldn't a trainferry from Iceland go to Canada instead???

Yeah, it's like all the volcanic activity, like, mess with your cells, and stuff. Like, like they ionize every cell in your body. Like, every Icelanders, like, have tens of thousands of cells that are like, supercharged! So when you get, like, really close to a electric source or whatever, your cells, they just blow up, sorta! Like, just splat, over the whole place.

Basicly...



(Please don't rant on my terrible humour!:lol:)

^^Science!

I'd like the train ferry to go to the Canaries. It also has to be a hovercraft.

If building railways in Iceland is viable at all, they should definitely go for electrified railways. They transport bauxite from Australia to Iceland because of the cheap electricity, for Christ's sake...

As an Icelander you should know this fact! :D

I'm not sure about the trainferry to Scotland though. Is that really what Iceland need? I mean, shouldn't a trainferry from Iceland go to Canada instead???

Icelandic rail networks should be compatible with Scotland, not either Canada or Norway. And British DMUs are the most reasonable.

Yeah, it's like all the volcanic activity, like, mess with your cells, and stuff. Like, like they ionize every cell in your body. Like, every Icelanders, like, have tens of thousands of cells that are like, supercharged! So when you get, like, really close to a electric source or whatever, your cells, they just blow up, sorta! Like, just splat, over the whole place.

Basicly...



(Please don't rant on my terrible humour!:lol:)

Electricity is too dangerous for Iceland. Because Icelanders have much higher death risk by electric shock than Afghan people and African-Americans, after adjusted type of electricity. Hence electricians (power linemen) and nuke engineers are mostly African-Americans.

If building railways in Iceland is viable at all, they should definitely go for electrified railways. They transport bauxite from Australia to Iceland because of the cheap electricity, for Christ's sake...

No. British DMUs are cheaper than the rest. Also, larger loading gauge and electrification are too expensive for Iceland.

Electricity is too dangerous for Iceland. Because Icelanders have much higher death risk by electric shock than Afghan people and African-Americans, after adjusted type of electricity. Hence electricians (power linemen) and nuke engineers are mostly African-Americans.

What? Is that true? Is it some kind of genetical thing? It sounds really interesting, please tell me more!

this is my first time in the Iceland thread.

Anyways, if ever rail transport would come to Iceland, the most important (IMHO) would be:
#1 - a rail service between Reykjavik and the airport

and

#2 - a rail service within the capital (Reykjavik) itself; it doesn't matter if it is rapid transit or tram or whatever.........as long as it is still rail transport

Anyways, I'm planning or envisioning a Eurotrip vacation within 10-20 years time. I'll keep an eye on this thread for news and info and some insights.

With that said though, by the time after 10-20 years time, if #1 and #2 won't be up and running, then that's the time then for me to rent a car.

:)

A little more elaboration on the fantasy rail plan.

http://i.imgur.com/lTuF1.png
Phase I: Keflavik International Airport to a temporary Reykjavík terminal at Mjódd.

Total length: 45 kilometers
In tunnel: 3 kilometers
Stations: 4
Construction period: 2017-2021
New services: The Airport Express
Trip duration: 20 minutes

Main developmental opportunities: Around the terminal at Mjódd as well as around the station in Reykjanesbær.

http://i.imgur.com/USu3u.png
Phase II: Extension of the airport line from Mjódd to the permanent location of Reykjavík Central station.

Total length: 6 kilometers
In tunnel: 2 kilometers
New stations: 9
Construction period: 2020-2024
Amended services: The Airport Express (terminates at Reykjavík C, trip duration extended to 24 minutes)
New services: Blue line (metro), 11 stations from Reykjavík C to Vallahverfi in Hafnarfjörður.

Main developmental opportunities: The airport in Reykjavík would be closed at this point and development started at the northern part of that area.

http://i.imgur.com/seU3x.png
Phase III: First stage of light rail, from Reykjavík University in the old airport area, around the downtown area and east to the Skeifan area.

Total length: 8 kilometers
Construction period: 2023-2026
New services: Orange line (light rail)

Main developmental opportunities: The Reykjavík airport area, Skeifan

http://i.imgur.com/JU5tq.png
Phase IV: Second stage of light rail, along the north coast to the river in the east, across the bay to the tip of the peninsula in Kópavogur, south through the suburbs to Hafnarfjörður.

Total length: 14 kilometers
Construction period: 2024-2028
Amended service: Orange line (light rail) extended to the south
New service: Purple line (light rail). From west Kópavogur to the river, sharing track with the orange line in the central section.

Main developmental opportunities: Kópavogur, around the rivermouth.

http://i.imgur.com/fV5e7.png
Phase V: Two new rail legs branching out from the origiginal airport line towards the north and the east.

Total length: 9 kilometers
Construction period: 2026-2029
New service 1: Red line (metro), 8 stations from Reykjavík Central to Norðlingaholt.
New service 2: Green line (metro), 7 stations from Reykjavík Central to Gufunes.

Main developmental opportunities: Near Gufunes.

http://i.imgur.com/fZ2JE.png
Phase VI: Extension of the north line.

Total length: 6 kilometers
Construction period: 2028-2031
Amended service: Green line extended from Gufunes to Álfsnes, 2 new stations.

Main developmental opportunities: Along the north line in Geldinganes and Álfsnes.

http://i.imgur.com/FOJiq.png
Phase VII: North and east lines extended to Akranes and Selfoss respectively.

Total length: 65 kilometers
In tunnels: 18 kilometers
Construction period: 2030-2036
New services: Regional lines from Reykjavík C to Akranes and Selfoss.

won't the inhabitants of the 'burbs points north-east towards Mosfellsbaer feel a bit left out of this plan?

Maybe. It would be an option to make the eastern leg go along highway into Mosfellsbær and have two variations of the red line with different eastern terminals.

The highway out there is grade separated and pretty much to motorway standard (except for a couple of roundabouts) so a fast express bus service could service Mosfellsbær well and connect it to the red line near Ártúnsholt.

In my mind, it is more important to have a line going through the currently undeveloped land to the northeast and use the opportunity to build dense transit-oriented development along that line than trying to service these existing suburbs on the northeastern fringe. There is very little density there and NIMBYism is a favorite pastime of the people in Mosfellsbær. I'll just allow them to keep their massive lawns and unspoiled views for themselves. :)

To clarify, I made a map of the areas where new development should be focused according to the plan. Green is mixed use residential/retail/offices and blue is light industry and land intensive services (like car dealerships and repair shops and stuff like that). This is what the Reykjavík area with 300k people could look like.
http://i.imgur.com/4tn6T.png

A little more elaboration on the fantasy rail plan.

http://i.imgur.com/lTuF1.png
Phase I: Keflavik International Airport to a temporary Reykjavík terminal at Mjódd.

Total length: 45 kilometers
In tunnel: 3 kilometers
Stations: 4
Construction period: 2017-2021
New services: The Airport Express
Trip duration: 20 minutes

Main developmental opportunities: Around the terminal at Mjódd as well as around the station in Reykjanesbær.

http://i.imgur.com/USu3u.png
Phase II: Extension of the airport line from Mjódd to the permanent location of Reykjavík Central station.

Total length: 6 kilometers
In tunnel: 2 kilometers
New stations: 9
Construction period: 2020-2024
Amended services: The Airport Express (terminates at Reykjavík C, trip duration extended to 24 minutes)
New services: Blue line (metro), 11 stations from Reykjavík C to Vallahverfi in Hafnarfjörður.

Main developmental opportunities: The airport in Reykjavík would be closed at this point and development started at the northern part of that area.

http://i.imgur.com/seU3x.png
Phase III: First stage of light rail, from Reykjavík University in the old airport area, around the downtown area and east to the Skeifan area.

Total length: 8 kilometers
Construction period: 2023-2026
New services: Orange line (light rail)

Main developmental opportunities: The Reykjavík airport area, Skeifan

http://i.imgur.com/JU5tq.png
Phase IV: Second stage of light rail, along the north coast to the river in the east, across the bay to the tip of the peninsula in Kópavogur, south through the suburbs to Hafnarfjörður.

Total length: 14 kilometers
Construction period: 2024-2028
Amended service: Orange line (light rail) extended to the south
New service: Purple line (light rail). From west Kópavogur to the river, sharing track with the orange line in the central section.

Main developmental opportunities: Kópavogur, around the rivermouth.

http://i.imgur.com/fV5e7.png
Phase V: Two new rail legs branching out from the origiginal airport line towards the north and the east.

Total length: 9 kilometers
Construction period: 2026-2029
New service 1: Red line (metro), 8 stations from Reykjavík Central to Norðlingaholt.
New service 2: Green line (metro), 7 stations from Reykjavík Central to Gufunes.

Main developmental opportunities: Near Gufunes.

http://i.imgur.com/fZ2JE.png
Phase VI: Extension of the north line.

Total length: 6 kilometers
Construction period: 2028-2031
Amended service: Green line extended from Gufunes to Álfsnes, 2 new stations.

Main developmental opportunities: Along the north line in Geldinganes and Álfsnes.

http://i.imgur.com/FOJiq.png
Phase VII: North and east lines extended to Akranes and Selfoss respectively.

Total length: 65 kilometers
In tunnels: 18 kilometers
Construction period: 2030-2036
New services: Regional lines from Reykjavík C to Akranes and Selfoss.

too late for main line constructions.
Reykjavik - Keflavik Airport, Reykyavik - Selfoss and Reykjavik - Akranes should be built sooner.

Requirements:
Track gauge: 1435mm
Loading gauge: small (compatible with Scottish network)
Minimum radius: 150m
Electrification: no
Platform height: 915mm above rail
Maximum speed: no more than 100-120km/h

too late for main line constructions.
Reykjavik - Keflavik Airport, Reykyavik - Selfoss and Reykjavik - Akranes should be built sooner.

I would love to see the whole thing drop out of the sky tomorrow. Realistically, it is going to take a few decades to discuss, make massive reports, plan and then finally build a comprehensive rail system. In a city and a country where the car is the king and public transport is just for losers, it will first take a shift in the public mindset.

Requirements:
Track gauge: 1435mm
Loading gauge: small (compatible with Scottish network)
Minimum radius: 150m
Electrification: no
Platform height: 915mm above rail
Maximum speed: no more than 100-120km/h
For the last time, electrification won't have negative effects.

It doesn't have to be compatible with the Scottish network at all. Why can't it be compatible with the Japanese network, t. ex.?

For the last time, electrification won't have negative effects.

It doesn't have to be compatible with the Scottish network at all. Why can't it be compatible with the Japanese network, t. ex.?

To reduce construction cost. Larger loading gauge, longer curve radii and electrification are too expensive for Iceland. Hence Icelandic rail network should be compatible with Scottish rail network.

Left- or right hand running: Left hand running


I understand that I'm speaking to a wall here, but why this? Because Scotland has left-hand traffic?

Just like a Norwegian HSR-network must be made to suit Norway's needs, a Icelanding rail network must be made to suit Iceland's needs. To start off with the basic premise that it needs to be compatible with any other network (let alone the Scottish) is really quite stupid. I'm pretty sure those making the preliminary study will be capable to figure out such details.

To reduce construction cost. Larger loading gauge, longer curve radii and electrification are too expensive for Iceland. Hence Icelandic rail network should be compatible with Scottish rail network.
And why not the English or Welsh rail networks? What makes the Scottish rail network so special?

Why are a larger loading gauge and electrification too expensive for Iceland? I didn't know Iceland was a third-world country.

And what happened to the premise that Icelanders are more likely to die of electric shocks? :lol:

For some reason, the Norwegians have not electrified the railways on northern Norway.

Note that Norway does have sharp curves, on 1435 mm tracks.

^^That's because they're old. If they were done today, they would certainly be electrified.

I understand that I'm speaking to a wall here, but why this? Because Scotland has left-hand traffic?

Yes.

Just like a Norwegian HSR-network must be made to suit Norway's needs, a Icelanding rail network must be made to suit Iceland's needs. To start off with the basic premise that it needs to be compatible with any other network (let alone the Scottish) is really quite stupid. I'm pretty sure those making the preliminary study will be capable to figure out such details.

Icelandic network should be compatible with Scottish network.

^^That's because they're old. If they were done today, they would certainly be electrified.

No.

Why are a larger loading gauge and electrification too expensive for Iceland? I didn't know Iceland was a third-world country.

Anyway, Icelandic rail network must be built sooner. Hence Icelandic rail network should be 1435mm track with small loading gauge, tight curves and diesel trains.

Well, there is already too much air polution in Reykjavik metro area - don't think if railway really happens it will be build unelectrified. That would be a real stupidity and missed oportunity. Usage of cars in Reykjavik is one of the highest in the world - if they want people people switch to trains, the have to be modern, shiny, and electrified. Icelanders like modern, shiny things :-) And since electricity here comes from gethoermal sources then it's abundant and relatively cheap.

^^ There would simply be no point in building a diesel powered rail network in Iceland. The big selling point for a rail network is that it could be powered with a domestic, cheap, renewable and clean energy.

Sorry i didn't see your first reported post Bart_LCY, this went on too long unnoticed. I've deleted many posts now so lets bring this thread back to business!

Bjarki, you should send your proposals to the City of Reykjavík. Or perhaps at least send a request to see if the issue could be debated and possible sources of funding examined.

I’m sure if there’s money to re-build/expand Landspítalinn and construct 500 new apartments for students in Iceland then there’s money available to at least look at this possibility. It could provide many areas of Reykjavík with an economic boost, and it will of course create a lot of jobs both during construction and afterwards. The matter has been brought up in parliament before post-kreppa, and whilst there are other big issues to debate at the moment, this still needs to be talked about!

I have seriously considered doing that. The Best Party that now rules in Reykjavík is very open to original ideas. At least it would plant the seed and maybe encourage some discussion.

However, this is something that requires planning for several decades in advance and such long-term thinking is not a part of the Icelandic national character. We are like children that only want instant gratification. Adding more lanes for cars and more multi-level freeway junctions is a relatively quick and cheap solution that provides a short-term fix for mobility in a growing, city but then everybody acts surprised when the city chokes itself to death with congestion and pollution (and its inhabitants get ever more obese and unhealthy from the sedentary lifestyle).

Since you're from Iceland itself, let me ask you, how's the vehicular traffic going? Are things still manageable atm........or has it started to get congested (i.e. gridlock)........especially in the CBD (Borgartun)

Anyways:
The only way locals will be convinced to shift from their private cars to the trains is:
1) Connection between the capital and KEF airport
2) Urban metro rail in the capital city/city center

It starts from there :)

^^There are certain bottlenecks that grind to a halt during rush hour. Miklabraut west of Kringla for instance. That is a main east/west artery that carries a lot of traffic but can't be expanded any more without going underground.

Traffic goes slowly in may other places during rush hour, such as around Borgartún and Skeifan.

I have seriously considered doing that. The Best Party that now rules in Reykjavík is very open to original ideas. At least it would plant the seed and maybe encourage some discussion.

I really think you should, I think this is something that should at least be debated. As a student of Icelandic here in Iceland I find this kind of thing fascinating. I was thinking about designing a website for a potential Icelandic train company the other day... I just had loads of ideas! But you seem to have more of an idea of where is best to build the routes etc. so I think you should submit your proposal!

Here's an SSP thread about someone who did just that^ for Detroit http://forum.skyscraperpage.com/showthread.php?t=195076

I'd suggest creating a website, then sending it in to the City, wait a couple of days then send it to the papers/radio/tv...

The topic has been brought up again in the Icelandic media... looks like this isn’t completely off the drawing board.

http://icelandenquirer.blogspot.com/2011/11/train-link-between-keflavik-and-capital.html

I'll prepare something soon to send out to politicians and interest groups. I am becoming a Reykjaviking myself in January so I'll also a have a bigger personal stake in this thing.

Now is the time to start thinking big, there is a significant shift in public attitudes towards public transportation that has been happening lately. The Reykjavík metro bus company is reporting record ridership and the modal share of private cars has been dropping. The most popular bus route (route number 1) which is the main north-south trunk route now gets 5000 riders per day and the bus company is having troubles accommodating these numbers with its current vehicles.

For those of you holding out for a train system in Iceland, there is hope! The Keflavík Airport Development Company has said in an interview this week that a train between the airport and Reykjavík could be a reality within the decade.

More in English here:
http://grapevine.is/News/ReadArticle/Train-Between-Keflavik-And-Reykjavik-Assessed

any information on how many stations and length of the proposed rail?

For those of you holding out for a train system in Iceland, there is hope! The Keflavík Airport Development Company has said in an interview this week that a train between the airport and Reykjavík could be a reality within the decade.

More in English here:
http://grapevine.is/News/ReadArticle/Train-Between-Keflavik-And-Reykjavik-Assessed

Very interesting, thanks for the link! :)