In Örebro, the car traffic share does not tend to decrease. The crowdedness on some of the bus routes is high at times. Investigations show that the residents of Örebro want a city centre whose street environment is more restrictive of car traffic and better for pedestrians, cyclists and public transport. To decrease the car traffic share a rapid, convenient, clear, effective and environmental friendly public transport with high frequency and strong capacity in a short, direct and logical network is needed. A modern tramway fulfils these criteria. At first, this report describes factors that are important to take into consideration when planning a tramway. Thereafter it comes with – from analysis of, among other things, the population density and travel pattern – suggestions for tramway routes through Örebro. Where more than one conceivable route alternative has been identified, comparisons have been made to illustrate their pros and cons. A big part of the work has been devoted to – after considering the physical condition of the street space – showing problems and possibilities, and coming up with proposals for the design. These are some of the conclusions made by the report (-gatan = the… street, -vägen = the… road): A good starting point would be "tramwayfication" of the bus routes 1 to 4 and their wickerwork structure. To avoid a big demand of complementing bus service the mean value of the tramways stop spacing in Örebro should not be bigger than 700 meters. To give Vivalla an effective and attractive tramway it has to go straight through the area. A route that goes via the Hedgatan/Kryptongatan intersection, between Baronbackarna and Vivalla centre, would be better than a route passing next to the Vivalla school. This is dependent, however, on new buildings being concentrated to the Vivalla/Lundby passage and the development of Vallby into no more than a low-density residential area. A route along Malmgatan and Järnvägsgatan would be better than a route along Västra Nobelgatan and Östra Nobelgatan or Kilsgatan and Olaigatan. Hedgatan between Långgatan and Trängkårsvägen, Västra Nobelgatan between Västerplan and Hertig Karls Allé (including the intersection Västra Nobelgatan/Hertig Karls Allé), Västra Nobelgatan between Lövstagatan and Gustavsgatan, Rudbecksgatan between Trädgårds-gatan and Mogatan, and Åstadalsvägen between Rundstigen and Barkvägen are places that can be tricky when it comes to the construction of a tramway and therefore require specific solutions. For streets that could be subject to a future tramway, it would be more efficient and more cost effective to adjust the physical environment of the street – the sewage and drainage systems, for example – at the same time as any pre planned routine maintenance. The housing areas along the current public transport passages should be made more concentrated; especially on those streets which could be subjected to a future tramway. New constructions that could make the conditions worse for a future tramway should not be started. For example, the parking area in front of the main entrance to the hospital (USÖ) and the area immediately south of the roundabout next to the university should not be built on before plans for a future tramway have been finalised.
| Identifer | oai:union.ndltd.org:UPSALLA1/oai:DiVA.org:kth-106811 |
| Date | January 2012 |
| Creators | Granath, Christian |
| Publisher | KTH, Trafik och logistik |
| Source Sets | DiVA Archive at Upsalla University |
| Language | Swedish |
| Detected Language | English |
| Type | Student thesis, info:eu-repo/semantics/bachelorThesis, text |
| Format | application/pdf |
| Rights | info:eu-repo/semantics/openAccess |
| Relation | TSC-MT ; 12.033 |
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