Infrastruct

This proposal assumes construction of the Šaľa – Nitra rail line. That link would allow trains from Bratislava to enter Nitra from the south, over a shorter route (about 85 km), via the Bratislava – Budapest line.

Via a new tunnel in Nitra, and a new line eastwards, they could reach the existing line along the Hron valley – the line to Zvolen. It is possible for trains to do that already, but the route is indirect and inconvenient. The existing line runs in the ‘wrong direction’ at first, and then over the Tribeč mountains, passing north of Mount Zobor to Jelenec. From there, the existing line passes through Zlaté Moravce, and joins the Hron valley line at Kozárovce. In general the existing route follows the edge of the mountains. Most of the new alignment would be somewhat further south, but it would join the Hron valley line at Psiare, 2 km north of Kozárovce.

The first requirement is a new eastern exit from Nitra. Since it would be used by trains coming from the south, it would logically run north from Nitra station, and then east. That is only possible with a tunnel, of about 3 km. This option would allow a new station in eastern Nitra, and possibly under the city centre as well. With 85 000 inhabitants, Nitra is large enough to justify extra stations. Two possible alignments are shown. The southern option (blue) would enter tunnel just before Nitra station, with underground platforms alongside the existing station.

The new line would then parallel the main road out of city to east, Zlatomoravecka cesta. It would parallel this road for 14 km to Jelenec, where it would join the existing rail alignment (line to Zlaté Moravce). Probably, a short tunnel under ridge at Kolíňany would be necessary.

Passing Jelenec, the new line can follow the existing straight alignment. It would then run parallel to the existing line, rejoining it at Choča. From Choča, trains could use the existing line to Zlaté Moravce station. (The town has 13 000 inhabitants, the Zlaté Moravce district 43 000). The new line would diverge at Choča, south-eastwards toward Kozárovce. The alignment shown is only schematic, but the geography implies a route north of Tesárske Mlyňany, south of Volkovce, and north of Kozárovce. The alignment shown crosses several ridges and valleys: the ridges are 30-50 m higher than the stream in the valley. Some viaducts and short tunnels may be necessary.

North of Kozárovce the line would split. The south fork would turn into the existing Kozárovce station. Trains would continue over the relatively straight and level line to Levice. This town has 35 000 inhabitants, and is capital of the Levice district (118 000).

The north fork would join the Hron valley line at Psiare, where the valley narrows before passing through the mountains. The line in the valley must be upgraded, as part of the total route to Zvolen, but that is not considered further here. On the image, the corridor along the Hron valley is clearly visible, with the basin around Žiar_nad_Hronom. The larger town of Zvolen (population 43 000) is 20 km further.

The total length of the new alignment from Nitra station to Psiare, would be about 42-44 km. It would improve inter-regional services from Nitra to 4 other district capitals (Zlaté Moravce , Levice, and Zvolen).

Nitra (population 85 000) is located at the edge of the Danube plain, at the foot of the Tribeč mountains. It is the capital of Nitra district, population 164 000.

Nitra from the north, public domain image by Igor Marhevský

Nitra is linked to the Bratislava – Žilina rail line, by a branch from Leopoldov, which enters Nitra from the north. There is another branch line from the south, from Nové Zámky on the main Bratislava – Budapest line. This is convenient for Budapest – Nitra journeys, but not from Bratislava.

The solution is a new link to Nitra, from Šaľa – 61 km from Bratislava, on the Budapest line. This proposal assumes upgrading of the Bratislava – Budapest line, for speeds of 200 km/h and increased capacity. This is a classic example of a ‘missing link’ in a rail network: it is obvious to anyone who looks at the map. Probably, it has been proposed many times before. In combination with a new line east, it would also allow re-routing of the Bratislava – Zvolen route through Nitra. (The present route via Šurany and Levice is indirect, and Nitra is the only regional centre between Bratislava and Zvolen).

The new line would start just east of Šaľa, where the rail line crosses the Váh river. From there it would turn north-east in a straight line to Nitra. The straight line would take it neatly past the edge of the fertiliser plant Duslo Šaľa and the village of Cabaj-Čápor (population 3500). It would join the line from Nové Zámky , about 2-3 km from Nitra station. The new section would be 20 km long.

Nitra would then be about 85 km from Bratislava. With two stops, at Senec and Šaľa, inter-regional services should take about 45 minutes.

This proposed tram network for Aachen complements the proposed urban-regional metro Aachen (S-Bahn Aachen). It generally uses the routes of the former Aachen tram network, which finally closed in 1974.

Click to enlarge…

The proposed lines and stations in central Aachen, with Vaals branch

Reopening of tram lines in Aachen has been an issue in local politics for some years. Until recently, that was seen in the context of Euregiobahn services. The initiative STADTBAHN-jetzt! proposed its extension to central Aachen, with dual-system or diesel vehicles. The lines proposed here are urban tram lines, and not compatible with the Euregiobahn vehicles (or its low frequency). More recently the Initiative AC-Bahn presented a plan for a 2-line tram network (central line with 4 branches). Three are identical to lines proposed here, which is inevitable since they are former tram routes. The other line, a new tram alignment to the RWTH campus at Melaten, is a proposal supported by the RWTH itself. It is not included here, because the proposed S-Bahn Aachen includes a new line to Vaals via the campus and Klinikum (academic hospital).

The proposed network would consist of 6 radial branches outside the city centre, operated as 3 lines. The would follow historic main roads out of the city, which take their name from their destination. One line would run north-west to south-east, from Roermonder Strasse to Trierer Strasse. Three others would run on the Vaalser Strasse, the Jülicher Strasse, and the Krefelder Strasse. Only the line to Colynshof would not use a major exit road: it would leave the city centre via Mozartstrasse.

The main problem for trams in Aachen, is the steep gradients on some streets – the city is located at the edge of the Eifel mountains. For instance, the alignment Sandkaulstrasse – Krefelder Strasse is a logical route out of the centre, but probably too steep for trams. An alternative is an existing bus route (34, 51) to the Krefelder Strasse, via the Passstrasse.

Another alternative for a line along the Krefelder Strasse, is a tram line along the old rail line from Aachen-Nord – Jülich, at least as far as Würselen. Part of the line is in use as an industrial siding: a tram line would not prevent that, but it would be incompatible with regional rail services on the remaining section, to Jülich itself. (The AC-Bahn proposal includes an unspecified connection from this rail line, to the tram network).

In the city centre there would be two alignments, crossing at the existing bus station (Bushof). The line from the Roermonder Strasse would run via the Malteserstrasse, to avoid the narrow Pontstrasse and the old city gate (Ponttor). Via Hirschgraben and and Seilgraben, it would reach the bus station. It would leave the centre via the Stiftstrasse, crossing a pedestrianised zone, and then passing the Adalbert church. The other line in the centre would run via Kapuzinergraben and Peterstrasse.

….

The alignment from Kapuzinergraben to Colynshof, via Goethestrasse and Kaiser Friedrich Allee, is relatively level (it partly follows a stream). This is a former tram route anyway.

Gradient may be a problem on the line to Vaals. From Kapuzinergraben, it would run via Alexianergraben and Löhergraben, and then make a right-angle turn into Jakobstrasse. The Vaalser Strasse splits off just after this bend. The first section of this road is steep in places, especially near the railway bridge – which the old tram line avoided. Only a detailed study can decide, if the direct route is available for modern trams.

The line from the Adalbert-Kirche would continue along Adalbertsteinweg and then Triererstrasse. This road begins to rise after Rothe Erde station: over the whole route the gradient is about 2%, but it is locally steeper. Nevertheless, the old tram line ran all the way to Brand, and so does the line proposed by AC-Bahn.

Eulersweg is the logical terminus for the line along the Krefelder Strasse, at the edge of the continuous built-up area and just before the Autobahn A4. The line via Jülicher Strasse would end in the centre of the village of Haaren, or again at the A4.

Apart from local gradients, there are no major technical or planning issues for this tram network in Aachen. The streets are wide enough, and no major new infrastructure is required. Another possible line, along the west side of the city centre (Wilhelmstrasse) and via Burtscheid to Steinebrück, would raise planning issues. This is a former tram route, but the Burtscheider Markt and Kapellenstrasse are now pedestrianised (and gentrified), so there would be local opposition to the return of the tram.

Aachen once had 11 radial tram lines (and a trolleybus line). They ran along all the main roads out of the city. There is clearly great potential for expansion, from any basic network.

Revised with new maps: Herzogenrath-Stolberg S-Bahn line.