Trans-Keltian Express

logo of the Trans-Keltian Express
Overview
Status	Operational
Location	Keltia
Termini	Mercury,  Nordiskehjem
Stations	10 (5 in Mercury, 5 in Normark)
Routes	Mercury to Nordiskehjem (Line TK1)
Operation
Opened	1694 AN
Owner	Trans-Keltia Railways
Operator(s)	Various
Depot(s)	Mercury, Mercury Požun, Mercury Hagbard, Normark
Technical
Line length	7,158km (4,448 mi)
No. of tracks	Double track throughout
Track gauge	1,435 mm (4 ft 8 1⁄2 in) standard gauge
Electrification	25kV 60Hz AC OHLE
Operating speed	350 km/h
Route
Map
Route	Route diagram Station Mercury International To Tow Law To North Eastmoor Taylor To May Nafferton From May Harlby To New Livingston To North Eastmoor Košťova To Borová   From Borová Požun Čistý Štíť tunnel Mercury-Normark border   Hagbard Norse Gate tunnel Signe Riddersborg   Elijah's Rest Nordiskehjem

The Trans-Keltian Express is an international railway route initially spanning the northern regions of Keltia. Construction began with a high-speed line between Mercury and Hagbard, thus connecting the Mercurian capital with all major cities of Normark through Normark's internal railway system, up and to Nordiskehjem in the north-west.

For Normark, the project included building a railway crossing in the form of a tunnel under the Norse Gate, thus connecting Hagbard in the east of the Strait of Haifa with Signe in the west, and the rest of Normark.

Route

The Trans-Keltian Express route begins in Nordiskehjem, moving southwards towards Elijah's Rest, where it turns south-eastwards to cross the span of Normark. The line passes beneath the Norse Gate via a tunnel, then continues southwards towards Hagbard. On leaving Hagbard, the line turns sharply towards the east, where it heads towards Mercury.

After crossing the Mercurian border into Osktrava, it winds its way through the valley where the Výsoký Východný and Nízky Východný meet. As it heads towards the city of Požun, it runs alongside the shores of Bavičký pleso, before passing through a tunnel underneath the northern face of Čistý Štíť. The route arrives in Požun, where it continues north-eastwards towards Košťova, approximately following the route of the Rýchla. After Košťova, the line continues into Moorshire, bypassing the city of North Eastmoor to the south, and instead taking a sharp turn northwards towards Harlby. The route passes through Nafferton without stopping, on its journey towards Taylor. The line is planned to extend into the central station within Taylor, which would force the train to reverse out of the station on the last leg towards Mercury, where it terminates.

Construction

The initial phase of construction began in 1686 AN with the extension of Mercury's existing network towards Castilona and Qavaqaqqaqqaniitqeqertaq. The second phase, the westbound extension of the line from Požun towards the border with Normark, began in 1690 AN, and was completed in 1694 AN.

Proposed extension

The government of Mercury have proposed an extension to the route, tentatively referred to as TKE-2, which would extend south from Mercury through Tow Law and West Grinstead, before turning west into Ostland, reaching the capital Reichsborg, then heading south towards Arevacia and Ciudad de Anahuaco. The extension would ultimately aim to connect to Nouvelle Alexandrie, however the exact route at this point is as yet undetermined.

Following a series of natural disasters and regional conflicts, Moorland emerged as the stabilizing force within the area and opted to take the helm with the TKE-2 project. After expanding the territory of Nevermoor westward around the Dunn Mountains, survey teams began mapping out a new route for the TKE extension. This route would take it along the River Lorne valley to the city of Blackend, then east towards Raveness. A spur would connect Raveness and eastern cities such as Newcastle-Upon-Eastmoor. The main route would continue south into Burwood, over to St Joseph's, and then south to Fort Hunter and the Ports of Newhaven. From there the line would be picked up by Anahuaco and head south to Nouvelle Alexandrie. Work on the Moorland route is expected to begin in 1729. By VII.1729 work was completed on the Dunn Mountains Viaduct, a major bypass connector into Moorland. Engineers expect the rail to reach Raveness by the end of the year. In late 1730 the rail line extension had exceeded expectations and been extended to Raveness, then south to St. Joseph's and Kingsburgh, with work on the southern tier ongoing to Fort Hunter, which is expected to take another year or two. However, rail service between Mercury and Moorland officially opened in XI.1730 with passenger stations now readily available as far south as Ostkirk.

Dunn Mountains Viaduct