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Two entrances leading to the Młyńskie Roundabout stop, designed on level -1, will be roofed. It will be more comfortable for users and will protect the infrastructure against unfavorable weather conditions.

So far, the design provided for roofed access to the underground platforms only at the Polsadu Roundabout stop. That was the requirement imposed on the private partner at the very beginning of works on KST IV. However, the number of staircases has increased since that time. Following the change instruction from the City of Kraków, the Młyńskie Roundabout hub was redesigned so that the tramway would take a grade-separated route at -1 level.

With the changes introduced, the trackbed is located on level -1 and communication with level 0 is through two exits featuring traditional stairs and lifts. Initially no roof was designed here which was reflected in the architectural and building design filed for approval under the ZRID (building permit) procedure.

Roofed stops to make passengers comfortable

After consultations with the public entity, Gülermak adopted a solution with roofed stops also on the Młyńskie Roundabout. It is more practical and more comfortable for passengers. Exits resembling those proposed at Polsadu Roundabout will make it more comfortable on rainy days, but also protect the infrastructure against the effects of unfavorable weather conditions. The design features modern finishing materials such as steel, glass and facade cladding to create a consistent color concept throughout the stop.

For more about the main theme of the architectural design on the stops along KST IV go here.

1,055 new tress and almost 25,000 shrubs, grasses, perennials and creepers will be planted along the planned tram route to Mistrzejowice. ZZM approved the location and type of compensation plantings.

The private partner has received approved greenery design for the location of compensation plantings. Design works lasting several weeks – involving the relocation of planned and existing systems, adjustments to sidewalks or bicycle paths geometric layout – and a pile of new approvals allowed to locate virtually all new trees and shrubs in the area covered by the investment. This means that lawns along the trackbed and pedestrian and bicycle routes will be planted with trees in the proportion of 1:1. These trees will offer shade to pedestrians, cyclists and public transport users.

Fewer noise barriers, more greenery

A number of changes compared to the initial design assumptions was possible following the change instruction from the public entity at the request of residents (regarding, among others, reduced traffic noise, and thus reduced number of noise barriers). As a result, more space was regained for new plantings along the footways and bicycle routes. However, the current shape of the greenery design was also influenced by the relocated systems, e.g. heating or water and sewage systems – these required re-arrangements. The approval from all municipal units turned out to be necessary. Excellent cooperation at the design stage made it possible to achieve the assumed goal. As a result, the private partner proposed locations for 1,055 new trees and 24,761 seedlings of shrubs, grasses, perennials and creepers.

Urban-resistant species

On hot days, some trees will offer shade for public transport users waiting for a tram or bus. – Almost each stop features trees in a permeable surface with the use of solutions enabling the future growth of the root ball in a separate space under the pavement – says Agnieszka Gurgacz, environmental protection specialist with Gülermak. Similar solutions are designed for trees planted within sidewalks.

Only native species of trees and tall shrubs are chosen for wide vegetated strips, such as broad-leaved linden, rowan, white dogwood and forsythia, and ground cover roses in narrow ones. Those selected are resistant to harsh urban conditions like drought, salinity, high temperature and absorb traffic pollution.

Forested terminus, wildflower meadow, rain garden

Unusual solutions were proposed at the most important points along the tram route. The Mistrzejowice Terminus will be forested with several dozen trees, including birches and linden trees. The composition will also feature carefully selected shrubs and grasses. A wildflower meadow will be set up at the Barei Roundabout. The popular acacia locust growing on the central island of the roundabout will be joined by eight new seedlings of this species. Rain garden will be established in the immediate vicinity. In the current design it has gained additional planting species in order to adapt it to changing weather conditions. At the Młyńskie Roundabout, a delightful composition of maples, roses and varieties of ornamental grasses will be introduced.

ZZM also approved the announced ’green’ trackbed covered with sedum mats wherever technically allowed. The drought-resistant and easy-to-maintain sedum was also designed on the roofs of bus waiting shelters – to put in place the so-called ‘green stops’.

The new route to Mistrzejowice ushers in major changes not only where the tracks are introduced for the first time. The current terminus will gain a new look and, above all, functionality.

It will be yet another terminus recently upgraded as part of a large municipal investment. This one is specific though. During the construction of the Łagiewnicka Route, the Kurdwanów Terminus was never completely redeveloped. It only gained the possibility of entering and leaving from the opposite side to serve tramways from Zakopiańska Street. The Krowodrza Górka Terminus currently being redeveloped will become less important. The main traffic will go to the new terminus on Górka Narodowa. Much fewer trams will end in the current location, which is also reflected in the parameters of the new infrastructure.

It will be completely different in the case of the Mistrzejowice Terminus. It will be built from scratch and its length will almost double. Once the investment is completed, it will be hosting much more trams than today.

About time

– The terminus in Mistrzejowice was launched in November 1974. It deserves a complete redevelopment after half a century – says Marcin Hanczakowski, Director of Kraków Municipal Road Authority (ZDMK). – The new version, unveiled to the residents after the works are completed, will meet all current standards. It will be much more functional and will make it easier for pedestrians to access the tram – adds the Director.

What exactly will change? Firstly, it will serve two directions: trams can go both towards Prądnik Czerwony and towards Nowa Huta. There will be two 65-meter-long platforms on the route, and two more 45-meter-long on the terminus to allow safe exit and boarding of trams. There will be modern information displays, shelters and facilities for the disabled.

For different groups

An important change will be the shift of the pedestrian crossing over Jancarza Street towards the west – the route and the travel time to

bus terminus on the opposite side will shorten. This is how the new terminus will offer easier switch between trams and buses. Right next to the tram platforms, there will also be a bus stop transferred from the intersection with Załuskich Street. Pedestrians can be sure they will no longer have to use shortcut footpaths – pavements have been designed in each major direction so that they can safely and comfortably move around the entire terminus. At the aforementioned intersection with Załuskich Street – as requested by the residents – there will be an additional right turn lane from Jancarza Street.

Designers have not forgotten about cyclists. A separate bicycle path will reach the terminus along the southern side of Jancarza Street, connected to the existing shared zone on the eastern side of the terminus. There will also be a bicycle parking. In the future, the city also plans to a bicycle path along the opposite side of Jancarza Street.

New arrangement

As announced, the terminus will be functional and green. – The terminus will be forested. Several dozen trees will be planted between the alleys, including Norway maple, black pine, warty birch and small-leaved linden. The composition will be complemented by carefully selected shrubs and grasses, including ground covering rose or tufted hairgrass. You can wait for the tram in the shade on one of the benches – says Agnieszka Gurgacz, environmental protection specialist with Gülermak.

Greenery will also be provided on two platforms from the side of Jancarza Street. The trees were designed using solutions supporting future growth of the root ball in a separate space under the pavement.

source: LoveKrakow.pl

The growing costs of electricity consumption prompted local governments to seek savings. One way to cut the bills is to upgrade street lighting. The Bohomolca and Krzesławicka streets planned for redevelopment prove that replacing sodium fixtures with LEDs cuts electricity consumption by as much as half.

Energy sales offers received by local governments and their subordinate units sparked discussions about potential ways of saving it. Greater burden on the budget means less funds for investments the residents are expecting so much. They would find it difficult to accept shorter opening hours of swimming pools or libraries or the lack of Christmas decorations on the streets, so such cuts are considered as a last resort. However, there is something that can bring considerable relief for the budget and the Planet – replacing street lighting with energy-saving ones. It is proved by the calculations for KSTIV project.

How to make savings on street lighting?

Sodium lamps are still common across many cities. These outdated appliances use most of their energy to emit heat instead of lighting up the streets and cannot boast a satisfactory service life. There is no doubt that they must be replaced with more modern fittings and this is slowly happening. There is still much left to do.

Usually, the lighting is replaced along when the remaining street infrastructure is replaced. This will be the case for the Tramway to Mistrzejowice. – Some sections of the planned route still feature sodium lamps, for example at Krzesławicka or Bohomolca Streets. 70W, 100W and 150W fixtures will be replaced here with LEDs with a power of 55W, 60.5W, 70W, respectively. It will reduce energy consumption while the new lighting will be operational for much longer – says Maciej Wołtosz, Electrical Design Coordinator with Gülermak.

Power consumption cut by half

The calculations reveal that the replacement of several dozen sodium fittings at Krzesławicka and Bohomolca Streets will reduce energy consumption by 49.6%. The LEDs used will have a service life of at least twice as long as those to be disassembled.

– In Kraków, we systematically upgrade street lighting, because the savings from such investments are clearly reflected in electricity bills. But that’s not all. This way we are relieving not only the city budget, but also the environment. Reduced energy consumption means less harmful CO2 emissions – says Marcin Hanczakowski, Director of Kraków Municipal Road Authority (ZDMK).

Over 1.5 km of the new tram route to Mistrzejowice will be shared with premetro. The works performed during the construction of the trackbed will be part of the new solution expected by the residents of Kraków.

In the middle of last year, the city officially announced what had already been hinted at by experts and city officials: a traditional metro, built entirely underground, in the case of Kraków is substantively and economically unjustified. The so-called premetro is the alternative. The difference is not about some sections running above the ground (because such solutions are applied for regular subways). It is basically a lighter system that is compatible with the tram infrastructure. Plus, its construction is almost half cheaper than traditional metro. Also, the estimated maintenance costs are over 2.5 times lower – a major advantage from the point of view of the city’s budget.

The route: Wzgórza Krzesławickie – Jasnogórska

The route is planned from Wzgórza Krzesławickie to Bronowice and it will connect other districts on the northern side of Vistula river: Nowa Huta, Bieńczyce, Mistrzejowice, Prądnik Czerwony, Grzegórzki, Stare Miasto and Krowodrza.

The important part is that the route is to be built in stages. It was one of key arguments in favor of choosing this model. Already with the first stage launched, premetro offers a chance for a significant improvement in the efficiency of public transport in the city. The route designers also sought full integration of the recommended variant with other investments. The aim was to support effective use of the tramway network, facilitate transfers and come up with an attractive alternative to traveling by car.

The first step is now

Even before any works start at the Kraków pre-metro project, its first parts will be ready. The new tram route to Mistrzejowice – to be ready in 2025 – will share four stops with the planned premetro line: Dobrego Pasterza, Barei Roundabout, Polsadu Roundabout and Młyńskie Roundabout. Stops at Polsadu and Młyńskie Roundabouts will be underground. The joint section is 1,625 meters in total and it will partly run in a tunnel.

Many ongoing changes

Interestingly, the shared infrastructure was not the initial plan. Paweł Motyka, Deputy Project Manager at Gülermak, says the concept of building the premetro was unveiled when the KST IV tram route construction project was already at an advanced stage and had received the first arrangements. – We had to re-analyze the section shared by both lines, redesign it to handle premetro cars. Shared stations have been redesigned using our proprietary concept to ensure a collision-free traffic service or to enable subsequent expansion. The platforms located on level -1 have been extended to 65 meters – he explains.

That was just the starting point for changes. It was also necessary to analyze and adjust exit widths at underground stops to handle increased passenger flows. Two turnout chambers were designed on the north and south sides of the shared section. The southern side turnouts support extension of the premetro route towards the center, while the northern side ones – the exit of the future tram route to Strzelców Street. The tunnel features a line block system to enable up to 40 trams per hour in each direction. This way the so-called concealed works will be reduced during the construction of the premetro.  It will save money and reduce difficulties during project.

– The new tram route will be coordinated with the premetro. Also, they will share the route between Barei Roundabout and the Młyńskie Roundabout.  Estimates indicate that the city will save money on this project – says Marcin Hanczakowski, Director of Kraków Municipal Road Authority (ZDMK).

source: lovekrakow.pl

What will underground stops look like? When are works planned to be started? How to contact us? We wanted to reach people living and working near the planned KST IV tram route with such information by releasing the first issue of the “Informator” news-sheet.

15 thousand copies of the first issue of the “Informator” were distributed to mailboxes of the neighbors of the future project, directly to passers-by, drivers and to public institutions. The aim of this action was to provide information about the planned construction to those who did not know about it or who knew very little. Although most of the residents search for such information in the Internet, not everyone has access to online information.

Eco-friendly distribution

The “Informator” contains, among others, basic data on the project, a map of the planned route, a letter from the Mayor of Kraków to the residents, an interview with project partners and contact details for stakeholders. Out of concern for our planet, the news-sheet was distributed with the use of an eco-friendly means of transport – a cargo bike. Also an electronic version can be downloaded by clicking on the button below the article.

The second issue of the “Informator” is planned to be released before the commencement of the construction works. It will contain materials about the planned temporary and permanent traffic arrangement designed due to the construction.

The process of re-arrangements regarding limited traffic in Meissnera Street has started. As a result, the number of noise walls along the project will be lower and the space created can be designated for greenery.

– The current street will be narrowed. Thanks to it, there will be less asphalt, more greenery and fewer noise walls – explains the designer, Krzysztof Markowicz from Arcadis, the company responsible for the design of the tram route to Mistrzejowice. More information about the changes to the immediate vicinity of the tram route to Mistrzejowice can be read here.

Tramway to Mistrzejowice meets the expectations of the residents

Implementation of the initiated changes requires not only additional design works but also arrangements with a number of institutions, among others owners of buried services (e.g. water lines, fiber-optical cables) or the City of Kraków’s Municipal Traffic Engineer. The process of arrangements is already underway. Soon, we will know how they will affect the project schedule.

– The designing stage will last a little bit longer but thanks to it, the new tram route will even better meet the expectations of the residents – says Michał Pyclik, spokesman for the Kraków Municipal Road Authority.

Fewer trucks, a quiet bus fleet, narrow roadways – these are some of the assumptions to reduce road noise along the new tram route to Mistrzejowice.

We have recently announced that adjustments to reduce the acoustic nuisance associated with car traffic will be requested at the final stage of design works. Their aim is to reduce the number of noise barriers and trees to be removed as requested by the residents.

The design of Tramway route to Mistrzejowice – the last adjustments 

The Private Partner has already been asked to introduce changes and the chief designer has been requested to make the necessary adjustments. These are:

• adopting the cross-section of the street in accordance with the current permanent traffic organization: 2×1 plus parking lanes, road width of 6.5 m in total on straight sections and the implementation of a band with a usable width of 0.75 m behind the road, along parking spaces;
• the currently designed sidewalk (that was to serve parking spaces as well) to be converted to green area;
• taking into account the use of a modern, silent tram rolling stock by the carrier;
• limiting the traffic of heavy vehicles and introducing an electric bus fleet;
• applying surfaces with improved noise-reduction parameters for locations particularly exposed to its increased level.

How will the changes affect the schedule?

Within the coming month, the Private Partner will analyze the impact of the changes requested on the costs and duration of the investment. Since their scope does not affect the investment area, the application for ZRID (road construction consent) is not necessary again. The amendment will be made only by means of supplementing the documentation.

Fewer noise barriers, more greenery – these design changes respond to the needs voiced by Kraków’s residents. The ideas include limited traffic on Meissnera Street, electrified bus fleet or the use of a noise-reducing surface.

The tram route to Mistrzejowice is built to facilitate commuting for the residents and to align the space along it to the needs of the local community. This is a major challenge for designers who seek trade-offs to satisfy all users of the new infrastructure.

Tramway to Mistrzejowice – the residents’ voices are heard

Protection against noise is a key aspect of any transport investment yet the construction of noise barriers triggers heated discussions. Having listened to the neighbors of the planned tram route to Mistrzejowice, the investment partners decided to analyze possible changes to the design meant to reduce the noise along Meissnera and Młyńska Streets. A preliminary analysis revealed that the number of noise barriers can be reduced along the investment provided the traffic is limited to a single lane in each direction, the bus fleet is electrified and noise-reducing surface is applied – says Paweł Motyka, Deputy Project Manager at Gülermak. With these changes in place, several dozen trees will be saved that had been originally intended for logging due to a collision with the planned infrastructure. – From day one, we kept repeating the investment would be as friendly to the residents as possible and would not excessively interfere in the public space – says Marcin Hanczakowski, Director of Kraków Municipal Road Authority (ZDMK).

An analysis is currently underway of how the initiated design changes will affect the costs and schedule of the investment which was planned for completion at the end of 2024.

Over 18 thousand m² of bike paths will be constructed as part of the construction of the Kraków Fast Tram route (KST), stage 4.  Cyclists will safely and comfortably cover the entire route between the intersection of Meissnera/Mogilska Streets and Mistrzejowice.

Two-way cycle tracks are being designed along Meissnera, Młyńska, Lublańska and Dobrego Pasterza Streets on both sides of the route to the level of Krzesławicka Street. Cycling continuity between Dobrego Pasterza and Bohomolca Streets will be provided along Krzesławicka Street where cyclists will participate in general traffic. Along Bohomolca and Jancarza Streets, a cycle track has been designed on one side of the road to the Mistrzejowice terminus. They will be integrated with the existing network of cycle routes.

Safety and comfort on the cycle track

According to the design, car traffic, cyclists and foot traffic will be separated.  – Sidewalks and cycle track will be separated from each other by means of different pavement texture – says Magdalena Cyran, road design coordinator in Gülermak, the company implementing the KST IV project.

The cycle track pavement will be made of asphalt concrete in order to ensure comfort and safety for cyclists. The applied solutions will guarantee good adhesion on curves and during wet braking. They will minimize the risk of cracks, chips and deflections caused by various factors, e.g. impact of vegetation or low temperatures. Thanks to the red color of the wearing course on cycle crossings, the zone for cyclists will be visible and aesthetic.

The required visibility has been verified and ensured at all spots where the cycle route crosses other travelways. The designer has verified visibility splays and obstacle-free-zones have been introduced where necessary. They will ensure greater visibility both for the vulnerable road users and drivers thanks to which quick reaction will be possible.