Nine professorships at ETH Zurich and EPF Lausanne have been investigating these questions for a good year and a half. This research initiative is led by transport researcher Kay Axhausen, who is retiring in January 2024 (see box). The initial findings are now available, and the researchers have visualised their solutions and published them this week on a story-\u200bmap website. Story mapping presents the vision of the E-\u200bBike City as a story in text and images, making it easy to understand.<\/p>\n\n\n\n
In a future E-\u200bBike City, people will be able to use half the city\u2019s road space when they are out and about on foot or travelling by bicycle, e-\u200bbike, cargo bike, e-\u200bscooter or other small modes (what\u2019s known as micromobility). Today, over 80 percent of urban street space is reserved for cars and car parking; only about 11.7 percent is earmarked for e-\u200bbikes and bicycles. For the most part, cyclists and e-\u200bbikers share the roads with cars.<\/p>\n\n\n\n
More space for people instead of cars<\/h4>\n\n\n\n
In the E-\u200bBike City, by contrast, the lanes for cars, public transport (trams, buses), two-\u200bwheelers (bicycles, e-\u200bbikes) and the pavement for pedestrians would generally be separated from each other. Rather than widening roads or building new ones, this would involve repurposing the existing space. The E-\u200bBike City\u2019s road network would largely consist of single-\u200blane, one-\u200bway streets, with lanes for bikes and e-\u200bbikes usually located to the left and right of the one-\u200bway street. Public transport, meanwhile, would continue to use its existing separate lanes. \u201cA redesign like this would give more space back to people,\u201d Axhausen says.<\/p>\n\n\n\n
To present the innovations of the E-\u200bBike City as realistically as possible, the researchers selected three typical examples from the city of Zurich: Bellevue square and Quaibr\u00fccke bridge near Lake Zurich, Birchstrasse in north Zurich and Winterthurer-\u200b\/Letzistrasse in the Oberstrass district. Using these examples, they show how different a street would look if it were designed to be bike-\u200bfriendly instead of car-\u200bfriendly. An image comparison slider can be used to directly compare the current road space and its possible future state.<\/p>\n\n\n
![\"ETH_E-Bike-City01\"](\"https:\/\/www.sonnenseite.com\/wp-content\/uploads\/2023\/12\/ETH_E-Bike-City01.jpg\")
<\/a>The design of the E-\u200bBike City follows certain principles. Based on the existing road network, one half of each road is converted into a safe and comfortable cycle lane that can be used by bikes, e\u2011bikes, cargo bikes, e-\u200bscooters, etc. The other half of the road is still used for cars (petrol-\u200b or battery-\u200bpowered), so access to residential and office buildings is guaranteed.<\/p>\n\n\n\n
Four steps to an e-\u200bbike-friendly Bellevue<\/h4>\n\n\n\n
On their story-\u200bmap website, the ETH researchers use the example of Zurich\u2019s Bellevue square and Quaibr\u00fccke bridge to show how the E-\u200bBike City principles could be implemented in four steps:<\/p>\n\n\n\n
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- Step 1:<\/strong> Public transport, which currently crosses the Quaibr\u00fccke bridge in one lane in the middle, will still have right of way. Most of the tram tracks and bus lanes remain unchanged. Where separate tram and bus lanes are not possible, shared lanes with cars ensure a seamless public transport network.<\/li>\n\n\n\n
- Step 2:<\/strong> The road network for cars provides access to every building so that all important access routes (e.g. for tradespeople, people with mobility issues or physical disabilities), emergency services (ambulance, fire brigade, police) and deliveries are possible.<\/li>\n\n\n\n
- Step 3:<\/strong> The remaining street space is used for micromobility as well as for wider pavements and new green spaces. The ETH researchers found that 37 percent of Zurich\u2019s streets today are suitable for conversion along these lines.<\/li>\n\n\n\n
- Step 4:<\/strong> The more city dwellers who subsequently decide to live car-\u200bfree, the more parking spaces can gradually be converted into bicycle parking, greenery and playgrounds. Sufficient loading zones and short-\u200bterm parking spaces ensure access for emergency, delivery and transport vehicles.<\/li>\n<\/ul>\n\n\n\n
Dynamic road use combats congestion<\/h4>\n\n\n\n
In addition to these key actions, the ETH and EPFL researchers are investigating further measures. For example, the switch to a one-\u200bway urban road network might cause congestion, but dynamic road use could reduce the probability of that happening. Depending on the time of day, traffic signals could be used to control the direction in which cars and bicycles use the road and how many lanes they can occupy. The team is also looking into how road users will accept the E-\u200bBike City; for example, motorists may feel disadvantaged if cyclists are given priority. \u201cIn the research project, we\u2019re examining how viable and cost-\u200beffective the basic assumption and principles of the E-\u200bBike City are, and what conditions are necessary for possible conversion,\u201d Axhausen says.<\/p>\n\n\n
\n![\"ETH_E-Bike-City02\"](\"https:\/\/www.sonnenseite.com\/wp-content\/uploads\/2023\/12\/ETH_E-Bike-City02.jpg\")
<\/a>In the E-\u200bBike City, the urban road network for cars consists largely of one-\u200bway streets, whereas two-\u200bwheelers have dedicated lanes for both directions of travel. (Image: L. Ballo \/ D-\u200bBAUG, ETH Zurich)<\/figcaption><\/figure>\n<\/div>\n\n\n Closer to politics than ever before<\/h4>\n\n\n\n
For Axhausen, the E-\u200bBike City project also marks the end of his career as Professor of Transport Planning at ETH Zurich, although he will continue to supervise the project following his retirement. Having joined ETH in 1999, Axhausen earned a reputation as a researcher who delves deep into transport issues with a keen analytical eye and precise economic and mathematical models.<\/p>\n\n\n\n
One particular achievement was the MATSim transport simulation system, which he and his research group have helped to develop over the past 20 years. Axhausen says the system has had \u201ca major, resounding impact.\u201d Today, MATSim can simulate numerous aspects of traffic behaviour. \u201cThe largest application that we can currently simulate in a reasonable computing time covers the whole of Germany \u2013 that\u2019s the transport decisions of 85 to 90 million people.\u201d<\/p>\n\n\n\n
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\u201cOur vision is to make the city of the future more comfortable, quieter, greener and healthier than it is today.\u201d<\/p>\nKay Axhausen<\/cite><\/blockquote>\n\n\n\n
Bridging the conflicting goals of transport and climate policy<\/h4>\n\n\n\n
\u201cAs a researcher, I\u2019ve never directly participated in transport policy debates before,\u201d says Axhausen. \u201cBut with the E-\u200bBike City project it\u2019s different; we\u2019re actually getting more actively involved in transport policy.\u201d For example, the story-\u200bmap website and the findings of the E-\u200bBike City project were presented this week to Simone Brander, the Zurich City Council member responsible for transport. This involvement has much to do with climate change, a topic that overshadows many traffic problems, such as the classic traffic jam problem, and requires new solutions.<\/p>\n\n\n\n
\u201cIn view of global warming, we can\u2019t continue with our previous approach to transport planning. We need new transport policy ideas for cities. The E-\u200bBike City is also a model of how the transport sector can reduce its greenhouse gas emissions,\u201d Axhausen points out. \u201cThis project is intended to show that bicycles and e-\u200bbikes can serve as a standard means of transport in the city. Our vision is to make the city more comfortable, quieter, greener and healthier than it is today.\u201d<\/p>\n\n\n\n
- Step 2:<\/strong> The road network for cars provides access to every building so that all important access routes (e.g. for tradespeople, people with mobility issues or physical disabilities), emergency services (ambulance, fire brigade, police) and deliveries are possible.<\/li>\n\n\n\n
![<\/a><\/p>\n\n\nSource<\/h5>\r\n\n\n\nETH Z\u00fcrich 2023<\/a><\/p>\nDiese Meldung teilen<\/div>](\"\/en\/news-and-events\/eth-news\/news\/2023\/11\/how-zurich-has-to-change-its-roads-to-have-more-e-bikes-than-cars\/_jcr_content\/wide_content\/image_942892922\/image.imageformat.lightbox.988904136.jpg\"){kind=link}