Noise protection is regulated by the Federal Immission Control Act. The 16th Federal Immission Control Ordinance contains specifications regarding the maximum noise level depending on the use of the area. In the upcoming planning phase of the light rail extension, the noise emissions will be calculated using the relevant calculation regulations and compared with the limit values. In general, emissions should be kept as low as possible. This can be achieved, for example, by a straight route, a route in a cut (possibly in combination with a noise barrier) and external platforms that shield the noise in the rail-wheel area.

The existing level crossings at Friedlandstraße, Otto-Hahn-Straße, Schlesienstraße, In den Dauen and Friedrich-Wöhler-Straße will continue to be used. The barrier closing times are to be limited to what is absolutely necessary in order to maximize the opportunities for crossing the light rail line and also access to the platforms.

The level crossings will be technically secured to the current standard. The roadway will be secured by means of half barriers, while the side footpaths and cycle paths will be secured by means of full barriers. There will also be appropriate light signals and the necessary signage. For children, additional light signals will be installed at a child-friendly viewing height. For visually impaired people, the level crossings will be equipped with tactile guidance and appropriate acoustics will be installed.

The level crossings will be optimized in terms of barrier closing times. As part of the design planning, appropriate traffic routing in the vicinity of the level crossings will also be considered in more detail in order to keep traffic disruption to a minimum. Compared to traffic signal-controlled crossings, the overall impact of level crossings is estimated to be lower, as the "closure times" are significantly shorter.

The four stations resulted from the feasibility study and the preliminary planning, whereby several variants were examined. The variant with four stops on the route between the existing Buschdorf light rail stop and the planned Friedrich-Wöhler-Straße/Nordbahnhof terminus has been planned in such a way that all users (both from the residential areas and the business park) are optimally connected. The original specification from the political committees envisaged the Friedlandstraße/Otto-Hahn-Straße/Schlesienstraße/Friedrich-Wöhler-Straße stops on the shorter section between the existing Buschdorf light rail stop and the Friedrich-Wöhler-Straße terminus at the south-western tip of the Nordfriedhof cemetery. In contrast, the distances between stops have already been increased, especially in the residential area. A further reduction or consolidation of the Friedlandstraße and Schlesienstraße stops is not planned due to the resulting longer access routes, as the travel times, which also include the access times to the stops, would be significantly longer as a result. The location of the stops was also considered with regard to future urban developments.

A 10-minute interval is planned for the line extension in both directions. The frequency will be reduced to every 15 minutes in the evening and every 30 minutes in the late evening.

As things stand at present, construction is expected to take around three years in total. There will be various construction phases so that construction will not take three years at every point along the route.

In accordance with the specifications of the standardized evaluation, the costs were estimated at 31 million euros net as of 2016. It is possible that 90% of the eligible construction costs will be subsidized by the state of North Rhine-Westphalia and the federal government. Accordingly, the annual operating costs amount to 640,000 euros and the annual maintenance costs for the infrastructure are 300,000 euros.

Since mainly current and former railroad areas as well as public and private green spaces and agricultural areas are used, public traffic areas are only affected to a small extent.

The light rail stops are based on the current design of existing light rail stops in the SWB Bus und Bahn network. There will be facilities for parking bicycles at each stop. The positioning of other mobility options will be examined as the planning progresses. This also includes equipping the stops with seating, lighting and planting.

Access to the individual stations is largely determined by the location of the level crossings and the paths parallel to the railroad. The planning of the possible access points will be considered in more detail in the further course of the planning process.

In principle, the track bed of the existing siding could continue to be used, as the track is designed for much higher axle loads. Due to the double track required for light rail operation, the subgrade (area for track superstructure with track ballast, sleepers and rails) for the track bed must be widened, the alignment must be adapted to the requirements and appropriate track drainage must be ensured. For this reason, the existing track bed cannot continue to be used unchanged and will probably have to be removed in order to construct the track substructure and the track drainage system and to be able to rebuild the superstructure with the tracks on top. The existing tracks have not been maintained by Häfen und Güterverkehr Köln AG for more than ten years, meaning that the wooden sleepers are largely no longer suitable for further use and a new track superstructure with ballast superstructure, sleepers and rails will be constructed.

Existing or former railroad areas are to be used primarily for the light rail extension. In some cases, areas currently used for agriculture are also being sought.

Playgrounds are not directly affected by the measure. If necessary, a new, secure boundary between the track area and adjacent public traffic and green areas will be created to prevent free access to the track area and thus also contribute to the safety of children at play.

As line 63 is a high-floor urban line,  the new streetcars cannot be used. However, if a connection is made with the rail network of line 61, the new streetcars could also run to Buschdorf.

Environmental concerns are examined in advance. This includes the preparation of a species protection report, as part of which the route is examined for protected species and plants. Furthermore, an accompanying landscape conservation plan will be drawn up, in which the impact on nature and the landscape will be described and appropriate compensatory measures proposed as compensation.

Investigations are also planned for the area of noise and vibrations, so that the proportion of noise induced by the light rail at the immission points can be determined on the basis of the topography and taking into account adjacent land uses. If limit values are exceeded, appropriate measures are proposed close to the point of emission. In general, emissions should be kept as low as possible. This can be achieved, for example, by a straight track layout, a track layout in a cut (possibly in combination with a noise barrier) and external platforms that shield the noise in the rail-wheel area. Further preliminary investigations include the load-bearing capacity of the ground and an aerial photo evaluation for explosive ordnance by the explosive ordnance clearance service.

As part of the design planning, an accompanying landscape conservation plan will be drawn up, for which the existing fauna and flora, including the trees, will be recorded. Only after the mapping and assessment by the engineering firms involved can a statement be made on this.

The rescue routes are not affected by the light rail extension, as the existing track of the connecting track or the former at least double-track Rheinuferbahn of the Köln-Bonner-Eisenbahn is mainly used.