Regensburg model

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The Regensburg model is a model for an urban rail system linked to the surrounding area in the Regensburg area , similar to the Karlsruhe model .

description

The significant difference to other models is that a tram does not run into the surrounding area, but the train from the surrounding area drives through the city.

This approach is known as a regional train with an inner-city development function.

This approach was derived from the Nordhausen model by the Heidelberg traffic planner Robert Wittek-Brix of the planning company LTE Lightrail Transit Enterprises GmbH.

The key difference to earlier proposals is the very low entry barriers. While in Regensburg a total investment volume of approx. 300 million euros was estimated in the last report and compared with a benefit of 30 million euros, which was well below the benefit-cost factor of more than 1 required for the funding, the LTE traffic planners assume one significantly lower investment threshold.

Fundamental questions

requirements

  • The city of Regensburg has approx. 150,000 inhabitants, the surrounding area of ​​the surrounding districts (Regensburg, Schwandorf, Kelheim, Straubing-Bogen, Landshut) approx. 350,000 inhabitants.
  • In the south-east of Regensburg are the large plants and employers, which are connected from the south, north and west.
  • Only 3 Danube crossings (north-south) are available for motorized private transport: A93, Nibelungenbrücke and Osttangente. The capacities at peak times are far exceeded here.
  • The routes in the Regensburger Stern are partly electrified and partly not. The non-electrified route runs from Regensburg towards Hof.
  • The Regensburger Stern routes cannot accommodate any additional traffic.

Solution approach

  • In the absence of electrification to the north and a lack of capacity for additional transport, inner-city development can only be planned via existing regional transport with diesel / battery hybrid drives.
  • In Regensburg, an inner-city rail connection is proposed, starting from the Hof route from Isarstrasse, via the ALEX Center, the Danube shopping center, Unterer Wöhrd, Galgenbergbrück; this swings back into the DB network towards Kelheim and Langquaid behind the Regensburg arcades a.
  • In this way, commuters (employees of the plants, shopping centers, old town) can get to their destinations directly from the north, south and west.
    Service axis
    City Railway Regensburg

Investments

This route has a length of 10 km. In the standardized approach, 10 million euros are set for each kilometer of double track flush with the street, including the infrastructure of stops, excluding engineering structures. The investment in this section of inner-city track systems amounts to approx. 60 million euros. Since in the Regensburg model light railcars run through the city as regional trains, the fleet must be exchanged for roadworthy light railcars with hybrid drive (overhead line / diesel / battery).

Differences from other systems

  • No inner-city overhead line is required due to the diesel / battery hybrid operation.
  • No additional trains are required.
  • A tram depot is not to be built.
  • An additional deposit is not necessary.
  • A power station does not need to be built.
  • Additional drivers are not required.

Funding opportunities

The federal and state funding options amount to between 70 and 90 percent of the investment amount.

Press releases

Forum Regensburg: The experts' findings repeatedly led to one conclusion: the hurdles to changing from a bus city to a light rail are too great. The LTE concept seems to start right at the point that the threshold is set as low as possible, because 90% of the requirements for inner-city rail already exist, only 10% would have to be recreated. In the business administration it is said that the creation and operation of the inner-city route of the regional railway with inner-city development function takes place economically at marginal costs. To put it popularly, this inner-city tram route is, from the point of view of the Regensburg Forum, a "waste product" of the regional railway. This would have laid the foundation for the system to grow with its own success. That means successive expansion, after the connection of Langquaid and Burglengenfeld, the expansion to Kelheim and then in a second step the connection of the university clinic, university, stadium and P + R parking lot on the motorway.

Individual evidence

  1. ↑ Stadtbahn study 2006. (PDF) INTRAPLAN Consult GmbH, accessed on September 13, 2016 .
  2. ↑ Mittelbayerische.de: New variant: train travels through the city. Retrieved September 13, 2016 .
  3. ^ Robert Witte-Brix: Regional train with inner-city development function. (PDF) Robert Witte-Brix, accessed on August 1, 2016 .