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In order to overcome this limitation, several new designs of tram were introduced. The first design, known as the P16 or Karpfen , could not run on some existing routes, and only one batch of 15 motor tram and trailer pairs was built.

A later design, which used articulation to avoid the problems of the P16, was eventually more successful and vehicles were delivered by This car became popularly known as the Mirage.

Despite the planning and new rolling stock, a referendum in rejected the Tiefbahn. However the proponents of going underground instead proposed a full scale metro , the Zürich U-Bahn system.

This would have been standard gauge and electrified using a third rail, and hence incompatible with the tram system.

The lines would have extended further into the suburbs and provided faster transit times than the tramways, which would have been curtailed so as not to compete with the U-Bahn.

However this would have been at the expense of a coarser grained network, with much longer distances between U-Bahn stations than between the tram stops they replaced.

In , the U-Bahn proposal too was rejected in a referendum, but not before several stretches of U-Bahn tunnel had been built. One section of the putative U-Bahn has since been adapted, as described below, for use by trams, whilst another now forms the terminus of the Uetliberg and Sihltal railway lines under the Hauptbahnhof.

In , the first tram extension since took place, with the extension of route 4 from Hardturm to Werdhölzli. Unlike the older lines, this extension was built mostly on reserved track, a precedent to be followed by most subsequent extensions.

The Werdhölzli extension was followed in by the extension of routes 7 and 9 into new residential areas to the north-east of Zürich. This used one of the stretches of tunnel that had been built for the rejected U-Bahn, between Milchbuck and Schwamendingen.

The tram route was extended through the tunnel before splitting at Schwamendingen to serve the area beyond, using new surface track. Because the tunnels and stations had been built with island platforms , whilst Zürich trams only have doors on their nearside , the section through the tunnel uses left-hand running.

From onwards, the VBZ tram fleet was further updated, with the introduction of Zürich's variant of the Tram design used by several Swiss tram systems.

Several sub-classes of the Tram were purchased, including articulated and non-articulated variants, and some without drivers cabs that could only operate in multiple with other cars.

Eventually of these vehicles were delivered, with the last of the class delivered in From the s onwards, the system was increasingly acclaimed for its success in maintaining a high share of the modal split , and the Zürich model of transport provision was named after it.

Beyond the tramway, the Zürich S-Bahn rail network was introduced to serve the region beyond the city boundaries, taking on some of the role that was originally planned for the U-Bahn.

In , the city's urban and regional transport were integrated by the introduction of the ZVV and its zone-based common fare structure. In , the VBZ took delivery of the first prototypes of a brand-new low-floor design of tram, known as the Cobra.

In order to increase the number of low-floor trams in service, 23 trams from the otherwise high-floor Tram fleet were rebuilt between and with the addition of a low-floor centre section.

From the s onwards, the Glattal region to the north of Zürich experienced a rapid boom as population and industry spilled over from nearby Zürich, partly driven by the presence of Zürich Airport.

Whilst the airport is served by the city's S-Bahn rail network , the economic growth and resulting congestion led to a need for a finer-grained form of public transport.

The responsible transport authority the Verkehrsbetriebe Glattal or VBG responded by constructing a new light rail system, the Glattalbahn.

This was built to be compatible with Zürich's tram network, with which it connects at several points on the city boundary.

The system opened in stages between and The arrival of new trams between and led to the departure of older vehicles. The Karpfen last ran in regular service in , and the Mirage in Many members of both classes have been transferred to Vinnytsia in Ukraine.

The resulting reorganisation of routes included a new route 17 from Hauptbahnhof to Werdhölzli via Escher-Wyss-Platz, and the diversion of route 4, which had previously served Werdhölzli, to Altstetten.

In September , city route 2 was extended from Farbhof to Geissweid, a distance of 2. The new route operates over the first section of the Limmattalbahn to open, and replaces trolleybus route 31 over that section.

Once the Limmatalbahn is completed, it will also carry a separate regional light rail service from Bahnhof Altstetten to Killwangen-Spreitenbach , although that service will not form part of the city tram network and will be operated by BDWM.

The extension of route 2, together with a delay to the delivery of the Bombardier Flexity trams on order see Future developments , required a reorganisation of other routes in order to free up trams for route 2.

In addition two Mirage trams, withdrawn from service nearly ten years earlier but held in reserve, were reinstated to cover some peak workings.

The first of the new Flexity trams arrived in Zürich on 13 November , but it is not expected to enter passenger service until the summer of The Zürich Tram Museum , located at the former tram depot at Burgwies on tram route 11 , preserves many examples of Zürich's former tramcar fleet, along with other related exhibits.

The following tram routes make up the urban and Glattalbahn route network: [1] [7] [27]. All journeys on routes 6, 10 and 12 are operated by low-floor trams, whilst at least every other journey on lines 2, 3, 4, 7, 9, 11, 13 and 14 are provided by such vehicles.

Most, but not all, tram stops are configured to allow passengers in wheelchairs to board low-floor trams. Of the three routes that operate in part over Glattalbahn tracks, routes 10 and 12 are operated by the VBZ on behalf of the Verkehrsbetriebe Glattal VBG , normally using tramcars in the VBG's own predominantly white colour scheme, whilst route 11 is operated by the VBZ on its own behalf, normally using vehicles in its own livery.

The FB trains operate largely in the street for this section of their route, sharing track with VBZ tram routes, but are categorised as route S18 of the city's S-Bahn railway network rather than as part of the tram network.

Beyond Rehalp the trains use the FB's own segregated tracks to reach their outer terminus at Esslingen. On the last weekend of each month, the Zürich Tram Museum operates tram route 21 from the city centre to the museum at Burgwies up to Rehalp at Saturdays , using their own heritage rolling stock.

There are The tracks are electrified using overhead line at V DC , utilising a supply system shared with the city's trolleybus network.

The VBZ infrastructure within Zürich is largely street based, with varying degrees of segregation from other street traffic and significant sections where trams run in unrestricted traffic lanes.

In the city centre the tram tracks run through largely pedestrianised streets, and in one place in the suburbs the trams use a tunnel originally constructed for the never completed Zürich U-Bahn system.

Many of Zürich's tram stops have been equipped with boarding platforms raised to match the floor height of the low floor trams, although there are still examples of stops where passengers must board from street level.

Zürich's trams are single-ended, with doors on only one side, although Forchbahn trains are double-ended and double-sided. In consequence all terminal locations are equipped with turning loops , and all tram stops are to the nearside of the tram.

Zürich's tram fleet is kept in the five operational depots of Hard, Irchel, Kalkbreite, Oerlikon and Wollishofen, together with a permanent way yard at Hardturm.

Whilst these depots have the capability to undertake minor maintenance, heavier maintenance is the responsibility of the VBZ's central workshop at Altstetten.

This is connected to the tram network, and also has a rail connection to the Swiss Federal Railway system, allowing the delivery of infrastructure items and vehicles by rail.

In addition to the above depots and workshops, two other former tram depots, at Burgweis and Wartau, are also still connected to the tram network.

Burgweis depot now houses the Tram-Museum Zürich main collection, whilst Wartau is used as a workshop by that organisation.

The rail connections permit the occasional operation of preserved trams on the VBZ network. As of , the VBZ owns tram vehicles, which between them cover over 16 million vehicle-kilometres per year.

All regular public services are covered by vehicles of two basic classes, with the remainder of the fleet made up of a number of assorted works vehicles, including some used for the cargo tram service, and heritage vehicles.

The heritage fleet sees occasional use on special services. Like the rest of the VBZ network, Zürich's tram network operates on a proof-of-payment system.

All tram stops are equipped with ticket machines, and passengers are required to purchase a ticket before boarding the vehicle.

Passengers may board through any door and are not required to show tickets on boarding. Instead, tickets are randomly checked by roving teams of fare inspectors, and fines are imposed on passengers found without one.

Tram services are operated within the fare and ticketing system provided by the cantonal public transport authority, the Zürcher Verkehrsverbund ZVV.

This system covers the whole of the canton of Zürich and thus covers travel on other modes and services, provided by many other operators, and includes the Zürich S-Bahn suburban rail network.

Free transfer is permitted between different vehicles, routes, modes and operators, provided a ticket valid for the whole journey is held. The ZVV system is zone-based, with fares for individual journeys set by the zones the journey passes through.

The Zürich tram network extends over just two of these zones, with zone covering the city routes, and zone covering the Stadtbahn Glattal routes.

Both single journey and day tickets are available, as are a number of passes with longer validities.

Besides its passenger transport activities, VBZ, jointly with the city refuse and recycling department ERZ, operates the cargo tram to collect bulky waste.

The cargo tram serves 10 different collection points around Zürich, calling at each on different days of the month. The collected refuse is taken to a specially constructed siding at the ERZ yard adjacent to the Werdhölzli tram terminus.

The service was introduced in , as an attempt to reduce the amount of bulky waste items dumped illegally every year.

As Zürich has an extensive tram network serving most neighbourhoods, and many suitable sidings not used by regular services, it was decided to use the tram network.

In its first year of operation it was responsible for the collection of tonnes long tons; short tons of waste.

The collected waste is carried in two standard refuse containers, which are mounted on four-wheeled flat wagons.

These are hauled by car , a former Swiss Standard Tram, originally delivered to Zürich in , and converted into a works car in The VBZ has long intended to order a new generation of tram cars, to replace the high-floor Tram trams currently in service.

By , it had conducted trials of three existing tram types on its network. It then requested tenders for the supply of 30 new trams, together with an option for the supply of a further 70 vehicles.

In response, by April five suppliers had submitted bids. As of February , no decision had been made as to which supplier to select, with reports of conflict between city and canton authorities.

In May , it was announced that VBZ had awarded a contract worth million Swiss Francs to Bombardier Transportation for the supply of 70 7-section Flexity 2 trams, with an option for a further 70, to be delivered between and Both Stadler Rail and Siemens filed complaints with the Administrative Court of the Canton of Zürich , causing the finalisation of the contract to be suspended, but the court ruled in February that VBZ could conclude the contract with Bombardier.

After both Stadler and Siemens decided not to appeal this decision to the Federal Supreme Court of Switzerland , the contract was finally signed on 2 March The first car of the order arrived in Zürich in November , but they are not expected to enter passenger service until the summer of In the Limmat Valley, between Bahnhof Altstetten and Bahnhof Killwangen-Spreitenbach , the Limmattal light rail line is under construction, after being approved by a referendum held in November The first section of the line opened in September , and this section connects to the VBZ tram system at Farbhof, the former terminus of route 2.

That route has been extended over the light rail line as far as Schlieren , as a partial replacement for trolleybus route Work is now underway on the rest of the line, and once that is completed it will also carry a regional light rail service between Bahnhof Altstetten and Killwangen-Spreitenbach.

There are also plans for a number of other extensions to be built up to From Wikipedia, the free encyclopedia. Trams in Zürich Bahnhofstrasse, Zürich's premier shopping street.

Trains portal Switzerland portal. Retrieved Stadt Zürich [City of Zürich]. Archived from the original on Tram-Museum Zürich. ViaStoria - University of Bern.

Retrieved 16 April October Railway Gazette International. City of Zürich. Zürich Tram Museum. Neue Zürcher Zeitung in German.

Retrieved 25 November Tages Anzeiger in German. Retrieved 17 May Railway Gazette. Archived from the original on 18 May Retrieved 18 May Skip to main content.

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