Changes delay the project and make it more expensive. The trigger is, among other things, that the speed on the Wehntalerstrasse could be more severely limited.
In the next decade, the tram will also run in Zurich Affoltern.
The new tram with seven stops between the radio studio and Holzerhurd is on course. From 2030, it will offer a direct connection between the Affoltern district and downtown Zurich. Just a month ago, the Federal Council assured co-financing of the new route, 40 percent of around 280 million francs, by including its construction in the next agglomeration program.
Nevertheless, there is a delay and higher costs, which is why an additional loan of almost two million Swiss francs is necessary for the project planning. The canton and city have approved the amount, as they announced in separate media releases on Thursday.
The triggers are changes in urban transport policy. On the one hand, the intention to introduce speed limits on supra-municipal roads, although this is not planned along the route of the Affoltern tram. On the other hand, the newly planned preferred cycling routes in Zurich North are changing the situation.
Make the best possible use of your investment
The city council still plans to keep the speed limit at 50 km/h as part of the road noise reduction measures on Wehntalerstrasse. However, because it cannot be ruled out that 30 km/h will be introduced later, for example due to an appeal, the authorities responsible for the project in the city and canton of Zurich have decided to build their own line for a good half of the route, in technical jargon an “independent railway body ». Tempo 30 would not apply to the tram here. That was not foreseen in the preliminary project.
“Such a large investment in public transport should also develop the best possible benefit,” says Thomas Kellenberger, spokesman for the Zurich Transport Association (ZVV). It should not be the case that the travel times would deteriorate again later. When bike routes still had to be integrated into the project, it was decided to adapt the entire project planning.
But who will bear the higher costs for the construction of the independent railway bed? The canton and the ZVV reject additional expenses due to Tempo 30, the city agreed to pre-finance them.
The present decision is not a precedent because it is a different case, says Kellenberger. The question of additional costs primarily affects operation, i.e. if more vehicles or courses have to be used due to speed restrictions and more staff have to be hired. In the case of the Affoltern tram, the city and canton jointly decided to make changes to this important construction project.
First ride at the end of 2029 at the earliest
In detail, the Affoltern tram will have its own green route to the Neuaffoltern stop and then again from Zehntenhausplatz, with the exception of one section each just before the two end points. Only trams run on it, and it also stands out from the rest of the street, which increases safety. This section includes 2.2 of the 4 km long new line. According to a VBZ announcement, this allows an attractive travel time of around 17 minutes between Zehntenhausplatz and the main station.
On the central, 1.7-kilometer section between Neuaffoltern and Zehntenhausplatz, buses also run on the common, wide route. A lower speed limit would also apply to public transport vehicles. In this case, and once the tram north tangent from Affoltern via Oerlikon to Stettbach is built, this section could subsequently be expanded into an independent railway body.
With the adjustment, the total costs for the project increase to 23 million Swiss francs. The VBZ assume that this work will take a year longer and can be completed by the end of 2023. If the cantonal council and possibly the voters agree to the financing and the building permit becomes legally binding, construction work can begin in 2026. Then the Affoltern tram could start operating at the end of 2029 at the earliest.