NUMIC 2.0: "Sharing the road"
Citizens' dialogue on the road-aligned railway track on 13 June 2024
Planned route extension in the direction of Zeisigwald and Reichenbrand
On 13 June 2024, a successful public dialogue on the expansion of Chemnitz's tram network took place at Chemnitz Stadtbad as part of the innovative research project "New Urban Mobility Awareness" (NUMIC 2.0). Under the title "Citizens' dialogue on the 'Sharing the road' tram network", around 100 interested citizens took the opportunity tointerested citizens took the opportunity to find out more about the concept of the "road-aligned railway body".
In cooperation with Chemnitzer Verkehrs-AG (CVAG), the principle of the overhead line track and the planning process for the tram network extension in the direction of Zeisigwald were explained at the event. The event also provided a platform for an open dialogue about the future of urban mobility. The participants were all open-minded and curious about the new concept, which envisages the shared use of trams and other road users.
The concept of a tramway flush with the road promises a more efficient use of public space and improved connections to different parts of the city. Citizens had the opportunity to ask questions, make suggestions and exchange ideas with the city.
The NUMIC team from Chemnitz University of Technology provided participants with a 3D image of the planned tram route in virtual reality, allowing them to experience at first hand where the tram is to be integrated into the urban space. This innovative technology was enthusiastically received and visualised the first potential changes.
The combination of public participation, innovative technology and various participation concepts provided valuable insights into the expectations and needs of the population with regard to transport planning. The citizens' dialogue highlighted the importance of Chemnitz residents' involvement in shaping their city. This was emphasised by the great interest in public transport and the broad approval of the concept.
The NUMIC team is now carefully evaluating the feedback and suggestions collected in order to optimise the further planning of the tram network expansion and future public participation formats. The early and comprehensive involvement of the public contributes significantly to the acceptance of new transport concepts and helps to recognise and resolve potential conflicts at an early stage. Further participation formats are also planned for future planning phases in order to continue to actively involve citizens in the process.
What does the SVC's cycling concept generally look like?
The City of Chemnitz's cycling concept aims to promote and expand cycling in the city. This includes, among other things, the construction of new cycle traffic facilities and improving safety for cyclists. Further information on the cycling concept can be found on the City of Chemnitz website:
> Cycling concept of the city of Chemnitz
Where will which cycle lanes be created?
Existing forms of guidance are protective lanes or cycle lanes on the carriageway, combined pedestrian and cycle paths and cycle paths next to the carriageway. When planning tram routes, cycle lanes are provided in both directions of travel. Cycle lanes may only be used by cycle traffic on a regular basis and therefore represent a safe form of guidance. However, they also offer sufficient space to organise the exceptional use of refuse collection vehicles. The aim is not to route cycle traffic on hard shoulders.
What other extensions to the tram network are planned?
- New line, Leipziger Strasse from Wittgensdorfer Strasse to Chemnitz Centre (as part of the Chemnitz model) - CM4
- New line, Str. Der Nationen- August Bebel Str.- Thomas Mann Platz- Palmstr- Heinrich-Schütz Str.-Zeisigwald Str.
- New line Schönau-Guerickestraße directly via Zwickauer Straße to Kirche Reichenbrand.
What is the timetable for this? What is the rough timeline?
- Chemnitz Model 4: Planning since the end of 2020; commissioning to Konkordiapark/Leipziger Straße (first section) expected from 2029, commissioning to Borna (second section) and to Chemnitz Centre (third section) not yet scheduled
- Zeisigwald: Planning since early 2024, commissioning expected from 2031 at the earliest*
- Reichenbrand: Planning ahead from 2025, commissioning expected from 2032/33 at the earliest*
* = Uncertain
What plans are there for Line 1 (Guericke-Straße section) and Line 8 (Kaßberg)?
- Line 1-The current plans envisage a significant extension of tram line 1. From Guerickestraße, the tram will run directly via Zwickauer Straße to Reichenbrand. This measure is intended to achieve several goals at once: Improving the connections to Siegmar and Reichenbrand, urban development, accessibility and reducing parallel public transport services.
- Line 8 (Kaßberg) - A specific line route has not yet been defined as the site is not yet available.
How can safety for motorcyclists be guaranteed?
Various solutions are being sought and experiences from other cities are being considered in order to create safer roads for motorbikes.
Where can I find out more about the route planning?
Information on the route planning for the new tram lines can be found on the CVAG website: www.cvag.de. There are also regular information events where you can find out about the planning of the new lines. The dates of the information events can be found on the CVAG website.
Will all lines be renewed at the same time? When will which media be renewed?
All media will be checked and renewed if necessary.
How will Sachsenallee / CFC stadium be integrated?
Both destinations will be directly connected with their own stops.
Where will the terminus be located?
It will be in the Bethanien hospital area.
How will the hospital staff be taken into account?
With regard to access to the hospital by public transport with the tram, there will be a major improvement in quality for all users. Irrespective of this, all the interests and concerns of the Zeisigwaldkliniken Bethanien will be coordinated directly with the hospital.
When will the route be communicated? What does the route look like?
The routing has already been communicated and will be as follows: Straße der Nationen, Thomas-Mann-Platz to Zei-sigwaldstraße.
How will it be ensured that ambulances / taxis can get through? To what extent are emergency services taken into account?
Emergency services can use the flush carriageway and the carriageway and therefore have priority at all times.
What alternatives are there to the flush carriageway? What variants are there?
Due to the limited road space available in the direction of Zeisigwald, the best available solution is a railway track flush with the road.
Where, when and how will the route be visualised?
CVAG is currently carrying out the visualisation, it should be successful by the end of 2024.
What will be done. What is being done to ensure that the footpaths are suitable for the sea?
CVAG is planning the new tram lines to be barrier-free and therefore safe to use for people with visual impairments. This includes, among other things
- Tactile guidance systems: guidance systems on the pavement that make it easier for people with visual impairments to find their way around.
- Lowered kerbs: Kerbs at bus stops will be lowered to make it easier for people with wheelchairs or walking frames to cross the road.
When is the planned realisation period? When will construction start?
From today's perspective, construction is not expected to start until 2029 at the earliest. The construction period is at least 2 years and can be extended if necessary.
Will the route be even more congested by traffic?
The expected increase in public transport use would reduce motorised private transport.
What does the planned reform of the entire route network look like? What are the prospects for the route?
A "reform" of the route network requires the expansion of the tram infrastructure in order to achieve a route network with a real network effect for the tram. We are therefore pursuing the ambitious expansion of the route network, as mentioned above. In addition to the Kaßberg tram, other components include a line in the direction of Hilbersdorf Ebersdorf as part of CM3. The extent to which Sonnenberg and other parts of the city will also become part of the target network will be determined by the ongoing network development studies. The time frame in which such a network, consisting of the aforementioned sections, can be realised also depends on the availability of financial resources.
Should neighbourhood buses be expanded further?
As part of the Zeisigwald, neighbourhood buses are not planned.
Are turning loops planned?
With regard to Zeisigwald - intermediate turning loops are available, the further detailed design of the turning facility as a turning loop or turning system will be determined in the course of the respective route planning.
When will the next public participation take place?
The specific date has not yet been set.
How and according to what criteria will the road space be divided up?
The road space is divided up according to various criteria such as quality of stay, traffic volume, speed limits, type of use, public transport, cycling, pedestrians, greenery, parking and accessibility. Planning is carried out as part of traffic planning with the help of road cross-sections and traffic models.
What solutions are there for private transport at bus stops?
A so-called time island can be an option for organising individual traffic in the area of bus stops. With time islands, the lane is closed by traffic lights when the tram enters to allow passengers to pass safely on/off the tram. If the tram continues its journey, private traffic can also continue. The situation is comparable to that of today's bus traffic.
How much is the funding? How big is Chemnitz's own contribution?
A framework funding application was submitted in parallel to the planning. The concrete costs (currently cost estimates) will be determined in the course of the upcoming design planning and the concrete funding application will be submitted on this basis. A funding rate of up to 90% of the eligible costs is assumed. Non-eligible costs and own contributions are to be borne by the respective project partners.
What are the plans for the Schönau line?
The plan is to extend the existing line beyond Schönau to the Reichenbrand church. The basic feasibility has already been demonstrated. Planning is expected to begin in the course of 2025.
What interactions are there with the Chemnitz model?
All route network plans, whether Chemnitz Model or other projects, are interlinked and thought through together. The section up to Thomas-Mann-Platz is the first part of the Chemnitz Model (CM 3), a new line in the direction of Hilbersdorf | Ebersdorf and Hainchen. The tramway to Zeisigwald is being built from Thomas-Mann-Platz.
Can normal trams run on the line? (Why not)
All CVAG tram types and City-Bahn vehicles can run on all CVAG routes in the city of Chemnitz because they have a tram licence. There are no restrictions in this respect. This also applies to all new lines.
Why are there gas-powered buses and not electric buses?
Gas-powered buses are currently a more environmentally friendly alternative to diesel-powered buses. CVAG has already tested electric buses in the recent past, and further long-term tests are imminent. In principle, CVAG is currently determining all the prerequisites to be created for the use of electric buses (adaptation in the depot, charging concepts, availability, investment costs, etc.). However, the current problem is that electric buses, which are significantly more cost-intensive to purchase than conventionally powered vehicles, do not enjoy any special financial support. A viable solution must therefore be found for all the necessary investments in vehicles and infrastructure.
What space does the railway body / turning body need?
In detail, this depends on the design of the railway body (flush with the road, special or independent as well as the curve radii). In a straight line, both directional tracks are built with a track centre distance of at least 3.10 to a maximum of 5.85. However, the exact space required depends on other criteria, which may vary from line to line.
Why are high platforms built instead of lowering the vehicle floor to pavement or street level? The industry can find a solution here! Costs for the barrier-free expansion of stops could be avoided.
For technical and safety reasons, high platforms are favoured over lowered vehicle floors. Although lowered vehicle floors could improve accessibility, this would require significant changes to the infrastructure and vehicle design, which is often impractical and costly. High platforms, on the other hand, offer a more reliable and efficient solution to ensure accessibility and safety on public transport.