Thanks to @BrendanDawe I discovered the Atlas of the French rail network published yearly by SNCF-Réseau (formerly RFF). There are a few interesting graphics about regional rail service intensity

Here is Paris (No RER A and B because RATP is another planet, not worth mapping :-)
Here is the whole country. France outside the Î-d-F confirms to be a bunch of provincial capital surrounded by the Great Nothingness :-P

And, of course, "La diagonal du vide (ferroviaire)"

Please note traffic generated by commuting to Luxembourg from the Meuse area (Metz/Nancy)
On the freight side, I'm surprised by the little numbers of daily trains. But I admit that freight is not my stuff, so I don't really know how these numbers compare to other corridors in EU or outside.
Here is the link to the full Atlas:
it4v7.interactiv-doc.fr/html/atlas_res…

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More from @ChittiMarco

4 May
1/ I see a lot of "terminological confusion" under the sun, when we talk about train service, especially in a cross-Atlantic comparative perspective
So, I did a quick, and uncomplete, chart to help us all talk about that more clearly.

Here it is, with a short explanation thread Image
2/ A topology of rail service is a complicate task, because rail services exists in a spectrum and not in watertight categories. But using the average speed/average station distance metrics we can identify a few large clusters of rail service types
3/ Starting from the bottom-left, we have the large family of suburban/regional rail service. Those are rail services targeting the daily mobility needs of an urban region, from commuting to everything else. Their average speed is relatively low and stop spacing close (<10km) Image
Read 12 tweets
3 May
1/ Official news are out that the money for metro rail in the Italian recovery fund will go toward a 11km extension of Catania's 🚇metro system.

Here is make a thread about a system that started its life not so well, but has a very good potential for the future.
2/ Catania's metro has long been the tiniest metro system in Italy, contending this not so enviable title with Genova. It's still the least used one, with some 20k/day users in 2019 (7M/year).

But what is the history behind a system that is atypical in the Italian context?
3/ Catania is a 300k city with some 7-800k inhabitants in a metropolitan area spreading along the Eastern coast of Sicily and on the fertile foothills of Etna, cultivated with wine, pistachios, oranges, lemons, prickly pears🤤 etc.
Read 14 tweets
5 Mar
1/ The relationship between the city and the rail is one that has defined urban development. The station front is, definitely, where that relationship is at its finest.

A thread about the "Piazza della Stazione", a piece of urban fabric you rarely see in England or the US
2/ One might say: a station is a station everywhere, what else? It's a series of tracks with platforms, maybe a vaulted steel canopy and a main building with passenger facilities.

But how does that interact with the urban fabric it's built within? Not in the same way everywhere
3/ Take London and its countless stations. They are nested within the urban fabric, bended and twisted to squeeze into a quite chaotically developed urban fabric. Many don't have a proper urban façade or a particularly defined public space in front of them.
Read 19 tweets
12 Feb
1/ The debate between BRT (rubber based transit) and LRT/Tramway (rail-based transit) is often split around ideological lines. But the reality is that the choice is not so neat and it depends on a number of factors.

An example from the planned green line of Bologna's tramway.
2/ It's a short line, in reality a semi-line, the first section of a longer second line.

It is an interesting case because it replaces completely on almost the same corridor an existing frequent bus line (27) that has a 3'-4' headway at peak and 5'-6' during the day
3/The average speed of the proposed tramway line is 17.6km/h. Checking the current timetables of line 27, the average speed is almost the same of the current line. That because stop spacing is similar (350-400m), and there are already bus-only lanes on part of the route
Read 22 tweets
11 Feb
Today, it's HSR construction costs day.

The 140km Napoli-Bari AV/AC under construction will costs 5.787 bn€, that is 41m€/km

It's not a full passenger-dedicated HSR, but a mixed traffic line designed for 200km/h max speed, 25t axle load and P/C80 and 750m-long freight trains
The interesting thing is that there is a costs subdivision by sections so it's possible to see the variation depending on the area:

The cheapest section is the Cervaro-Bovino 23km section on flat land that is quoted at 263m€, that is 11m€/km
The second most expensive one is the 47km Apice-Hirpinia-Orsara, that is 80% in tunnel under the Dauni mountains. It is quoted at 2.242m€, that is 51m€/km
Read 7 tweets
10 Feb
Doing other researches in the library, I ended up on a book @750V_DC will for sure appreciate:

A compilation of all the trolleybus systems that existed in Italy from early 20th century to today. Image
There were really a lot of systems at the peak (pre and postwar years), including some interurban trolleybus I wasn't aware of, like around Salerno, Verona and in the Valtellina valley (Bormio) ImageImageImage
There are a lot of pictures, including some of the very first generation of trolleybus in the 1900s, mostly around Turin, but also in Siena. ImageImage
Read 6 tweets

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