Trolleybuses in Zürich

The trolleybus Zurich is the trolleybus system of the Swiss city of Zurich. The Zurich Public Transport ( VBZ) run - in addition to the tram Zurich and various bus lines - seven trolleybus lines, which are integrated into the Zurich Transport Network ( CRVO ). The entire route length is 53.8 kilometers. 54.1 million passengers annually transported, provided 117.2 million passenger kilometers and driven 5.4 million car kilometers. 2011 overcame the trolley so that 18.5 percent of the total ITR ridership.

• 2.1 Current Inventory
• 2.2 Former stock
• 2.3 Disposal

Line network

Current

It pervert the diameter line 31, the tangential lines 32, 33 and 72, the radial line 46 and line 34, which connects the peripherally located Quartier Witikon at the terminus of the tram on Klusplatz. In the rush hours in addition complements the amplifier line 71 the net.

The line 31 to Schlieren crosses the only trolleybus line the outskirts of Zurich. This route was created in 1956 as a replacement for the tram line 1 and a portion of the line 2, which emerged from the Limmat -tram. All lines except the lines 34 and 71 wear characteristic colors.

The data for the total travel time and number of stops are shown separately for the direction of travel and the corresponding opposite direction given under path, wherein the first value for the specified direction is. There are one way all stops included the departure and final destination considered.

On the line 46 also additional amplifiers rates between Lehenstrasse and Central ( in the morning) or between Bahnhofquai / HB and Lehenstrasse run (in the afternoon ). However, these are basically driven by diesel buses.

History

The trolleybus Zurich was opened by the then Municipal Tram Zurich, short St. St. Z., on 27 May 1939. After the trolley and Lausanne Trolleybus Winterthur, he was the third modern trolleybus Switzerland. De facto belonged to the trolleybus operation initially to legally independent transport company bus operation of the Municipal Tram Zurich. This was founded in 1927 as a motor vehicle operating the Municipal Tram Zurich and in 1935 renamed. It was only in March 1949 both operating parts were merged, it emerged the transport companies of the city of Zurich, 1978 Zurich transport services. Since the opening of the trolleybus system developed as follows:

A special feature is the catenary crossing in Friesenberg where the line 32 which operated at 1200 volts DC Uetlibergbahn crosses. In contrast, failed to electrify the bus line 62 at the contact line of the Swiss Federal Railways: A catenary crossing in Affoltern was not approved because of the high voltage of 15,000 volts for safety reasons.

The line C and 34 was isolated between its opening in 1946 and 1956 by remaining trolleybus network. The vehicle exchange was carried out by so-called bracket car on tram tracks. To date, the trolleybus overhead line network is closely connected to the tram: For example, only two rectifier stations are provided solely by trolleybus. In some places the return line to the rectifier on the rails of the tram takes place. On the premises of Central Workshop Altstetten also exists a special trolleybus test track, this ring route is not connected to the rest of the trolleybus network.

Future

Transport companies and Zurich city plan the trolleybus network to further expand in the future. For 2017, the bus lines 69 ( Milchbuck Bucheggplatz -ETH Hönggerberg) and 80 ( Bahnhof Oerlikon -ETH Hönggerberg - Triemlispital ) is provided to switch to electric mode. The hilly routes that open up the university location from different directions, are already partially prepared for the use of trolley buses and well suited for the conversion. The current ridership and development potential also promise a worthwhile use of double articulated trolleybuses to Hönggerberg lines. The advantages of electric operation from the perspective of compensate transport operators and city council the higher investment costs, especially with regard to the implementation of the 2000- watt society. Expenditures in the amount of 44 million Swiss francs are estimated for the new infrastructure.

Rolling stock

Current inventory

The trolleybus Zurich are currently following series are available:

The double articulated trolleybuses initially had only the line 31 as the root path on which they received the service since 2008 and serve all courses in September 2007. Since 2009, individual rounds of the line 32 wrong with double articulated cars before even this was completely reorganized the timetable change in December 2012 lighTrams. The associated increase in capacity - while clock thinning of five to six minutes - could the run at peak times of 18 reduced to 14 courses and the trolleybus total stock will be reduced accordingly. For the use of double- articulated cars individual stops of the two lines had to be rebuilt because they are around seven meters longer than a conventional articulated cars. Advance made ​​in early 2006, a sample of extensive use of a double-joint car from Geneva Trolleybus.

A Swiss Trolley 3 in front of the deep wells railway station, the terminus of the line 33

A lighTram on line 31

Former stock

Initially stood trolleybus Zurich six solo car available, they come from the manufacturers Saurer, Tüscher, FBW and SWS, differed technically or dare structurally from each other and carried the car numbers 51 to 56 By 1957, the number of two-axle vehicles of various types increased to 57 units.

1957 received the ITR of FBW, SWS and MFO first articulated trolley prototype of type GTr51 her, he wore the number 101 The subsequent series Procurement 1959-1964 included the carriage 102 to 133, the second joint car series from 1974/1975 consisted of the car 70 to 100 and came from FBW. These were known to so-called VST - unit trolleybuses of the type 91 GTL, locally also known under the nickname Jumbo. With them, the last solo vehicle could be replaced.

Some vehicles of the first two articulated trolley series, the seven cars 73, 105, 107, 109, 111, 129 and 132 were issued in 1991 and 1992, after Chile. There are 105 and 129 in the Valparaíso trolleybus still in use today, the former is built in 1959 with the world's oldest Gelenktrolleybus in regular passenger service.

The articulated cars of the 1950s were replaced by the first series of the type O 405 GTZ. These included the Prototype 1 (built in 1986) and the production car 2-36 ( model years 1988-1989 ) and was replaced by the low-floor Swisstrolley 3. The second joint car series from the 1970s was accordingly detached from the second series O 405 GTZ.

A single piece was the duo bus number 51 of the type O 405 GNTD. This first low-floor Trolley Zurich was between October 1997 and March 1999 in the sample application.

The former articulated trolley 105, here in 2005 when Chilean Valparaíso trolleybus

The former articulated trolley 122, here in 2006 as a carriage 217 in Sibiu, Romania

Disposal

All vehicles used by the garage Hardau from. It is planned to use in the future, the outdoor of the depot Kalkbreite for parking trolleybuses. The additional space required is related to the further procurement of double articulated trolleybuses. The heavy maintenance and the vehicles are in the central workshop Altstetten.