Zurich prepares to move with the times

The city of Zurich in north-central Switzerland is experiencing enormous growth. By 2030, jobs and residents in the city are expected to increase by 15% and 20% respectively. Public transport needs to keep pace with this growth as failure to do so could result in gridlock because traffic congestion has long been a problem on the roads. Seven years ago, VBZ (Zurich Public Transport) conducted its first ever systematic network planning study – its aim was to show how this growth could be accommodated.

The need for ‘rolling’ review

Because the growth of an urban area such as Zurich, with more than a million inhabitants, is subject to constant change, the public transport planning strategy for this zone must be kept under ‘rolling’ review. In other words, expansion projects must be regularly monitored in respect of their relevance to the changed situation, their financial viability, feasibility and need, and amended accordingly. Vision and foresight are unquestionably important. However, it would be wrong to base decisions on them alone. What is required is a ‘philosophy of balance’ – that is to say the transport needs of the population should be accorded the same level of importance as the shifting town planning priorities. The long-term economic viability of new lines is a factor, as is the prevailing mood with its short-lived hypes and trends.

All these aspects have been included in the considerations by the VBZ planners when updating the network development strategy. The result of their work is the current ‘züri-linie 2030’ dossier which provides a detailed overview of the planned bus and tram expansion projects in the years up to 2030. At the same time, the dossier is a guide that conveys the intention behind the project which can be summarised in the following four core messages:

● ‘züri-linie 2030’ complements and supports the strategies and goals of Zurich such as the 2,000 watt society, mobility strategy, implementation of the urban traffic initiative (Stadtverkehr 2025) and the spatial development strategy (RES)
● It creates a basis with which to cope with the anticipated medium and long-term mobility developments in Zurich
● The investments required for the project are well thought out and add up economically
● The network development makes a sub stantial contribution to the quality of life in Zurich and thus to the future of the next generations.

Today, trams and buses operate 365 days a year and for more than 20 hours a day. Each year they transport approximately 323 million people (over 880,000 a day) to their destinations in modern, comfortable vehicles and (more often than not) punctually, and at an affordable ticket price. Surveys have consistently confirmed that VBZ’s excellent service is enormously valued by passengers – and we of course want this to stay the same in the future. The fact that this goal represents an immense challenge is underlined by a market analysis undertaken by the traffic planners taking into account the anticipated urban and suburban developments. These are in fact much more dynamic than assumed in 2006 (when compiling the study for the network development up to 2025). It suggests that the urban population is expected to grow by an estimated 70,000 inhabi tants (+20%) and around 55,000 employ ees (+15%). For public transport, which is intended to and will carry a large proportion of the future traffic growth, this means an increase in annual passenger numbers of around 30%, or 100 million by 2030.

Greater dynamism in the north and west of Zurich

Market analysis has revealed that the focus of suburban development will continue to lie in the north and west of the city. The traffic consequences of this are a greater dynamism on the route from Zurich-North (Affoltern, Oerlikon) to Zurich-West (Altstetten), increases in traffic flows from the north and west towards the city centre and between the northern city districts and the airport region as well as towards the Limmat valley. This is manifested in a deviation from the 2006 projections; on the one hand the development prospects for the traffic from Zurich-Affoltern and towards Glattpark, Wallisellen and Dübendorf have a greater importance than assumed, on the other hand the dynamism in the southern urban space (especially the Giesshübel and Binz areas) will probably be less than expected.

These findings have led to a revision and redefinition of the network planning priorities. In the ‘züri-linie 2030’ project, Zurich is seen even more strongly as a polycentric city; in practical terms the VBZ network will be oriented towards the inner city, Oerlikon and Altstetten. Accord ingly, increasing attention will be given to these three centres when planning new lines, in addition, attractive links will be created between these centres. As a fundamental principle, the VBZ network will be better integrated with the S-Bahn stations throughout the catchment area. The network development phases are divided up into the areas ‘already at the planning stage’, ‘short and medium-term’ and ‘long-term’; this procedure applies to both bus and tram lines.

Already at the planning stage

The Hardbrücke tram connection is the most advanced project at the planning stage, scheduled for realisation by 2017. With a new section of track from Hardplatz over part of the Hardbrücke Bridge as far as the Schiffbau stop, it will be possible to extend Line 8 as far as Werdhölzli; this will result in a direct link between the Aussersihl and Zurich-West districts. The extension will provide an optimum connection between Hardbrücke Station and the Zurich tram network. Line 17, introduced in 2011, will be extended as far as Albisgütli during peak periods in a new step at the end of 2013. It will continue to operate between Hardturm and Albisgütli during peak periods even after the inauguration of the Hardbrücke tram link.

Also, in 2020, the ‘new No. 2 line’ is scheduled to enter service together with the Limmattalbahn (LTB). This will involve the existing Line 2 being routed from Lindenplatz along the Altstetterstrasse to Altstetten Station and from there on the LTB tracks as far as Schlieren. Altstetten Station will become a public transport intersection with attractive connections created beyond the city boundaries.

Short- and medium-term

The planned tram lines from Affoltern to the city centre from Affoltern via Oerlikon to Stettbach (the so-called Northern Bypass, or Nord tangente) are based on the previously mentioned newly defined priorities. They are intended to take account of the building and residential development focal points in Northern Zurich and should commence operation in 2023 and 2028 respectively.

Also, the extension of Line 10 as far as Kalkbreite at peak periods as well as additional journeys between Hauptbahnhof (Main Station) / Bellevue and the two Zurich universities on the other hand are primarily intended to relieve existing capacity bottlenecks.

Implementation of the trolleybus strategy is also an important step in the network development. This involves the electrification of Lines 69 and 80 as part of a first phase. This will provide a long-term solution to meeting the growing transport demand and further reduce CO2 emissions.

In addition to the aforementioned trolleybus strategy, two bus line projects stand out in particular. One is swapping line branches 33 and 72 from Albisriederplatz to improve punctuality, the other is the extension of lines 70, 184 and 185 to Wollishofen Station; at present they only travel to the Morgental or Wollishofen stops. Services on existing bus lines, in particular Lines 46 and 89, are also to be increased and improved.

Long-term

One item that has been pushed further back in the planning is the ‘Rosengarten tram’ (on account of the fact that a coordinated tram track/road solution is required1 and the ‘Südtangente’ (Southern tram bypass, on account of the sluggish development in the south). The goal of the network expansions is an attractive and direct connection between Northern Zurich and Zurich-West as well as to link the south of the city better with the centres in the north and west.

Another long-term project involves the new tram line No. 1, which will operate from Farbhof via Hardplatz to the Main Station – thereby preventing future capacity bottlenecks.

Also, the possible tram extensions from Altried and Stettbach, intended to contribute to a network extending beyond the city boundaries, remain an option.

Furthermore, a major long-term bus project is the creation of a new line between Wiedikon and Altstetten Station. This line is also intended to provide better access to the urban develop ment areas of Altstetten and Letzi.

VBZ transport planners are aiming to complement the aforementioned expansion projects with concrete efficiency and capacity improvement measures to the existing bus and tram network. This is because the network is increasingly being stretched to its limits, especially in the city centre. New lines would understandably make this problem even worse. In order to achieve better traffic flow, it is therefore proposed to avoid stationary trams on the Bahnhofbrücke and Quaibrücke bridges as soon as possible. In order to achieve this, an increase in efficiency of traffic control in favour of public transport is needed in the short-term and additional precedence lanes are required in the Central-Bahnhofplatz section. In the long-term, a fundamental re-organisation of both inter sections is needed.

The revenues balance the costs

As mentioned at the outset, an important aspect is putting the network development on an economically sound footing. The estimated investment for the short to medium-term measures and projects based on a time horizon of 2025 shows a requirement of CHF 430 million. Added to this is approximately CHF 24 million per year in higher operating costs for the strategic expansions and CHF 15 million per year for the operation of the capacity expansions. An estimate of revenue for the same time frame has also been produced. With approximately 60 million additional passengers a year and an average income of 70-75 cents per passenger, an annual increase of CHF 40-45 million per annum in revenue is obtained.

With this result it can be stated that the anticipated revenues will cover the additional operating costs – in other words, the network development can be self-supporting.

VBZ has done its homework by developing the ‘züri-linie 2030’ project. The ball is now in the court of the politicians and the voters.

Reference

1. See 2010 referendum.

Biography

Jacques Baumann has dedicated his whole professional life to public transport. After holding different executive positions in Marketing and Distribution with Swiss Federal Railways (SBB), Jacques became Divisional Head of Marketing with VBZ (Zurich Public Transport) in 2000. As Deputy Director, Jacques is responsible for planning, marketing and distri – bution of the public transport system in Zurich and approximately 15 communities around Zurich.