Transport Policy Hits Dead End Due to Vision Shortfall

What is E-Bike City: a vision, a research project or a policy recommendation?

Kay Axhausen: E-Bike City is a research project involving seven ETH professors. We have investigated how urban transport spaces need to be designed if they are to be consistently geared towards pedestrians, cyclists and public transport. We also wanted to develop a vision for transport planning: this has to be a catalyst for a transport policy that thinks beyond the status quo. The lack of vision has led transport policy down a dead end, as demonstrated by the rejection of the motorway expansion plan by Swiss voters last year. With E-Bike City, we are presenting a vision that can be implemented in practice.

The objective of this research project is politically controversial.

Instead of focusing on traditional transport planning goals, such as shorter journey times or optimised traffic flows, the E-Bike City project concentrated on the effects of climate change. We investigated what cities can do to ensure that transport policy contributes to climate targets. E-Bike City is a vision - a conceptual model designed to stimulate discussion. We see ourselves as researchers: we don't impose rules, we make suggestions.

What is your assessment after three years of research on the E-Bike City?

A city geared towards e-bikes can work - differently, but efficiently. Although some people would have to make more adjustments than others, on the whole the pros outweigh the cons. For motorists, an E-Bike City would mean restrictions, but it would also create new alternatives and improve quality of life.

What distinguishes an E-Bike City from a city with today's transport infrastructure?

Half of the road space would be reserved for slow traffic. This would increase safety for cyclists, who currently often have to ride too close to motorised traffic. Although drivers had to travel longer distances due to the reduction in space, all addresses and private parking spaces remained accessible, including for the police, emergency services and delivery vehicles. Public transport would not be restricted. This means that the E-Bike City would remain fully functional.

What does the E-Bike City look like from the perspective of e-bike user or regular cyclists?

Cyclists would have significantly more space in their own lane, which would be much further away from cars and trucks. This would increase their sense of safety, and because the cycle lanes would be wider, cyclists would have a greater ability to choose their own speed, reducing conflicts among them.

What solution does the E-Bike City offer for the different speeds of e-bikes, scooters and battery-free bikes?

More space makes overtaking easier and reduces the risk of accidents. At the same time, new patterns of behaviour would have to be established in an E-Bike City, where there are a lot more people on the road. The average speed of all road users is likely to be higher in the E-Bike City than it is today. We estimate 16 to 17 kilometres per hour, depending on driving behaviour. The deciding factor will be how people adapt, especially drivers.

What makes this change so challenging?

For most households, the car is the most expensive consumer good and an integral part of everyday life. Time management and lifestyle are often closely linked to it. This makes it difficult to switch, especially for expensive vehicles. A study we conducted showed that owners of large cars are more reluctant to switch to bikes. But we need a change in transport policy if we are to take climate targets seriously.

How likely do you think it is that the E-Bike City will become a reality?

Implementing the E-Bike City requires a referendum in Switzerland. Around 70 per cent of adults in Switzerland own a car. In the city of Zurich, that figure is around 40 per cent. That means a large part of the population would have to be convinced that bike-friendly urban redevelopment would have a positive impact - for people's health, for example.

What health benefits come to mind?

Fewer accidents, fewer emissions and more daily exercise. The deciding political factor will be whether a majority can be convinced of these advantages.

How will space in the E-Bike City be divided sensibly between cyclists and pedestrians?

The pavements will remain the same width as they are today. In addition, the road space would be redesigned to create separate lanes for e-bikes and bicycles and it would be separated from pedestrians and cars. This reduces mixing and increases safety. Today, many cyclists switch to the pavement for safety reasons.

How does an E-Bike City affect car traffic and daily traffic jams?

In the E-Bike City concept, most roads will be converted into single-lane one-way streets for cars. This will give all road users sufficient space. Traffic simulations for Zurich show that with this road design, around half of the passenger kilometres travelled by car can be shifted to public transport, e-bikes, bicycles and walking.

How can urban traffic be organised with only one-way streets for cars? Today, there is a hierarchy of road types. In Zurich, for example, there are national motorways, cantonal high-capacity and main roads, and urban neighbourhood roads.

Not all main roads would become one-way streets, but targeted adjustments would create space for slow traffic without restricting access for cars. We have demonstrated how this can be achieved in a plan for Zurich.

Does this plan apply only to Zurich?

Yes, Zurich is our case study. But the concept can be applied to other cities. ETH students have already developed similar plans for Basel and Aarau.

What adjustments does the E-Bike City require in terms of signage and traffic controls?

The traffic light programs would be adapted to the newly designed road space. However, the logic behind the signalling would remain the same: it should continue to minimise waiting times and efficiently control traffic during peak and off-peak hours.

What changes will there be for public transport in the E-Bike City?

Public transport will remain largely unchanged. The routes will remain the same. As public transport is likely to gain in market share, it will need to increase its frequency to meet rising demand.

Is the E-Bike City a response to population growth in Swiss cities?

The project was triggered by climate change. Population growth increases traffic-related emissions. The E-Bike City is a solution for growing cities, as people in urban areas travel shorter distances on average. For short distances, walking, cycling and public transport are more attractive options than driving.

What are the effects of an E-Bike City on the environment and costs?

CO₂ emissions could be cut by around 40%. At the same time, a reduction in accidents could save up to 76 million Swiss francs annually. Mobility will also become cheaper for households. Driving a mid-range car costs around 75 centimes per kilometre, public transport around 20 centimes, and cycling even less. Overall, the E-Bike City has the potential to convert current damages of around 500 million Swiss francs into long-term benefits of around 1 billion Swiss francs.

How much does e-bike-focused urban redevelopment cost?

Depending on construction standards, implementing the E-Bike City would cost between CHF 300 million and CHF 650 million. However, investing in new roads or expanding public transport is also expensive. The E-Bike City is a comparatively inexpensive solution.

How well has the E-Bike City been accepted?

In a representative survey of 6,500 participants, 44% were in favour of the E-Bike City, while the same number rejected it. Many consider the measures to be effective, but express concerns about fairness and possible restrictions in daily life.

Would the E-Bike City have to be implemented exactly as described in the research, or could local authorities adapt the concept flexibly?

Adjustments are possible and desirable for every local authority. The E-Bike City concepts are currently being tested and developed further in collaboration with local councils. What this is showing is that in practice, you need refinements and additions. Information campaigns and referendums would be required before roll-out.