International Report continued
ing on the first and fourth axles, with the second and third axles driven to handle difficult conditions in the winter. Though large, they are highly maneuverable, capable of making 90-degree turns in the same place as a standard 40-ft. bus. The latest models now being deliv-
24
November 2012
ered have lithium-ion batteries kept fully charged from the overhead wires to store electrical energy. These buses can run up to one mile off line if a diversion is necessary. It also means that they are totally emission-free at all times. Although electricity is comparatively inexpensive in Switzerland, VBZ ensures energy recapture through regenerative braking while descending the many hills. The electrical power sources for trams and trolleybuses are inter-connected. The electrical energy generated during
braking of a trolleybus feeds into the power network for trams. The VBZ electrical system is in 40 segments. If one goes down, the remaining 39 are unaffected. At the last census in Switzerland as a whole, there were 671 cars per 1,000 people. In Zurich that figure is around 360 per 1,000 and decreasing. Andreas Uhl says there is no need to own a car, considering the high cost of parking in the city centre. There is an excellent city-wide mobility system, where members can rent a car or transit van by the hour or day, whenever they require. Furthermore, as in many European cities, it is not easy to get around by car. Public transport benefits from priority systems, often creating faster point-to-point journey times. Already, around 60 percent of commuting in Zurich is by public transport. Last year, the citizens of Zurich held a referendum on the future of public transport. The objective was to achieve a 10 percent increase in the present modal split between public and private transport by 2020. More than 50 percent voted in favor of the proposal. VBZ reckons that every resident of the city is within 300 yards of the nearest transport stop. There is a simple zonal fare system with tickets pre-purchased from machines at each stop. Local taxpayers meet 40 percent of the costs of VBZ. The new targets will mean that at least two of the busiest routes currently operated by diesel buses will convert to trolleybuses. I asked Daniela and Andreas the reason for such as massive endorsement of public transport. They reckoned there was no one specific factor. Many people already enjoyed the convenience and frequency of the VBZ system, but others were concerned about traffic congestion, traffic noise, air pollution and emissions. Bearing in mind that snow normally starts to fall in Zurich in November and can be bitterly cold, this shows great confidence in public transport. There is no metro system in Zurich. The city lies at one end of a large lake and is bisected by a fast-flowing river. The water table is quite high in the relatively flat city centre, making tunnelling difficult and very expensive. VBZ reckons that it costs around $75 million per mile to build a new tram line,
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