Zurich model: Difference between revisions
Chris j wood (talk | contribs) mNo edit summary |
m Moving Category:Transport in Zürich to Category:Transport in Zurich per Wikipedia:Categories for discussion/Speedy |
||
| (28 intermediate revisions by 13 users not shown) | |||
| Line 1: | Line 1: | ||
{{ |
{{Refimprove|date=September 2009}} |
||
''' |
The '''Zurich model''' is the approach by the city of [[Zurich]] in Switzerland that permitted its [[public transportation]] system to achieve and maintain a high market share. Many other cities have emulated elements of it, especially when new tram systems were introduced. |
||
==History== |
==History== |
||
In the |
In the 1970s, Zurich was planning to move many of the tram lines in its central area into tunnels. This project was rejected in a [[referendum]]. In the 1970s, a project to create an underground railway was similarly rejected.<ref name=tutttctlr>{{cite news | first = Andrew | last = Moglestue | title = Zürich: Top city — thanks to light rail | work = [[Tramways & Urban Transit]] | publisher = Ian Allan Ltd / Light Rail Transit Association | pages = 130–134 | date = April 2005}}</ref><ref name=tuttcraag>{{cite news | first = Andrew | last = Moglestue | title = Zürich: The Cobra rules, all above ground | work = [[Tramways & Urban Transit]] | publisher = Ian Allan Ltd / Light Rail Transit Association | pages = 180–184 | date = May 2005}}</ref><ref name=zacait>{{cite web | first = Andrew | last = Moglestue | url = http://www.proaktiva.ch/tram/zurich/zurich05_0.html | title = Zürich: A city and its trams | date = December 2005 | access-date = 2011-08-10}}</ref> |
||
Despite the failures of these attempts to provide |
Despite the failures of these attempts to provide Zurich with a different kind of transportation system, public transportation in Zurich has maintained a high [[modal split]], with 65% of people commuting within the city doing so by public transport and only 17% using cars.<ref name=tutttctlr/><ref name=zacait/> In his book, ''[[Status Anxiety]]'', Alain de Botton has suggested why the model is so effective: |
||
{{quote| There are communities ... whose public realms exude respect in their principles and architecture, and whose citizens are therefore under less compulsion to retreat to a private domain. Indeed, we may find that some of our ambitions for personal glory fade when the public spaces and facilities to which we enjoy access are themselves glorious to behold: in such context, ordinary citizenship may come to seem an adequate goal. In Switzerland’s largest city, for instance, the need to own a car in order to avoid sharing a bus or train with strangers loses some of the urgency it has in Los Angeles or London, thanks to Zurich’s superlative tram network, which is clean, safe, warm and edifying in its punctuality and technical prowess. There is little reason to travel in an automotive cocoon when, for a fare of only a few francs, an efficient, stately tramway will provide transportation from point A to point B at a level of comfort an emperor might have envied.<ref>Alain de Boton, Status Anxiety, Vintage Books, 2005, p. 250</ref>}} |
|||
==Elements of the model== |
==Elements of the model== |
||
| Line 11: | Line 12: | ||
*High priorities at intersections. |
*High priorities at intersections. |
||
*Low impact of road congestion on operations. |
*Low impact of road congestion on operations. |
||
*[[Parking minimums and maximums|Parking maximums]] (introduced in 1989), followed by parking limits in the downtown (1996).<ref>{{cite web|last1=Norman Garrick|first1=Christopher McCahill|title=Lessons From Zurich's Parking Revolution|url=http://www.citylab.com/commute/2012/08/lessons-zurichs-parking-revolution/2874/|website=CityLab|publisher=The Atlantic (August 8, 2012)|access-date=5 October 2016}}</ref> |
|||
==See also== |
==See also== |
||
*[[Health impact of light rail systems]] |
|||
*[[Zürich trams]] |
|||
*[[Karlsruhe model]] |
|||
*[[Melbourne Principles]] |
|||
*[[Trams in Zurich]] |
|||
*[[Trolleybuses in Zurich]] |
|||
*[[Verkehrsbetriebe Zürich]] |
|||
*[[Zürcher Verkehrsverbund]] |
|||
*[[Zurich S-Bahn]] |
|||
==References== |
==References== |
||
| Line 20: | Line 29: | ||
{{DEFAULTSORT:Zurich Model}} |
{{DEFAULTSORT:Zurich Model}} |
||
[[Category:Public transport in Switzerland]] |
[[Category:Public transport in Switzerland]] |
||
[[Category:Transport in Zurich]] |
|||
[[Category:Transportation planning]] |
|||
| ⚫ | |||
| ⚫ | |||
Latest revision as of 23:13, 20 October 2024
 | This article needs additional citations for verification. (September 2009) |
The Zurich model is the approach by the city of Zurich in Switzerland that permitted its public transportation system to achieve and maintain a high market share. Many other cities have emulated elements of it, especially when new tram systems were introduced.
History
[edit]In the 1970s, Zurich was planning to move many of the tram lines in its central area into tunnels. This project was rejected in a referendum. In the 1970s, a project to create an underground railway was similarly rejected.[1][2][3]
Despite the failures of these attempts to provide Zurich with a different kind of transportation system, public transportation in Zurich has maintained a high modal split, with 65% of people commuting within the city doing so by public transport and only 17% using cars.[1][3] In his book, Status Anxiety, Alain de Botton has suggested why the model is so effective:
There are communities ... whose public realms exude respect in their principles and architecture, and whose citizens are therefore under less compulsion to retreat to a private domain. Indeed, we may find that some of our ambitions for personal glory fade when the public spaces and facilities to which we enjoy access are themselves glorious to behold: in such context, ordinary citizenship may come to seem an adequate goal. In Switzerland’s largest city, for instance, the need to own a car in order to avoid sharing a bus or train with strangers loses some of the urgency it has in Los Angeles or London, thanks to Zurich’s superlative tram network, which is clean, safe, warm and edifying in its punctuality and technical prowess. There is little reason to travel in an automotive cocoon when, for a fare of only a few francs, an efficient, stately tramway will provide transportation from point A to point B at a level of comfort an emperor might have envied.[4]
Elements of the model
[edit]- A dense network providing many direct connections and short headways.
- High priorities at intersections.
- Low impact of road congestion on operations.
- Parking maximums (introduced in 1989), followed by parking limits in the downtown (1996).[5]
See also
[edit]- Health impact of light rail systems
- Karlsruhe model
- Melbourne Principles
- Trams in Zurich
- Trolleybuses in Zurich
- Verkehrsbetriebe Zürich
- Zürcher Verkehrsverbund
- Zurich S-Bahn
References
[edit]- ^ a b Moglestue, Andrew (April 2005). "Zürich: Top city — thanks to light rail". Tramways & Urban Transit. Ian Allan Ltd / Light Rail Transit Association. pp. 130–134.
- ^ Moglestue, Andrew (May 2005). "Zürich: The Cobra rules, all above ground". Tramways & Urban Transit. Ian Allan Ltd / Light Rail Transit Association. pp. 180–184.
- ^ a b Moglestue, Andrew (December 2005). "Zürich: A city and its trams". Retrieved 2011-08-10.
- ^ Alain de Boton, Status Anxiety, Vintage Books, 2005, p. 250
- ^ Norman Garrick, Christopher McCahill. "Lessons From Zurich's Parking Revolution". CityLab. The Atlantic (August 8, 2012). Retrieved 5 October 2016.
 | This article about transport in Switzerland is a stub. You can help Wikipedia by expanding it. |