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Challenges and Chances for SBB in Small and Mid-sized Communities Railway Stations and Spatial Development in Small and Mid-sized Communities in Switzerland
Author(s): Soltaniehha, Mahdokht; Niedermaier, Mathias; Sonderegger, Rolf
Publication Date: 2016
Permanent Link: https://doi.org/10.3929/ethz-a-010797704
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ETH Library Challenges and Chances for SBB in Small and Mid-sized Communities
Railway Stations and Spatial Development in Small and Mid-sized Communities in Switzerland
IRL – Institut für Raum- und Landschaftsentwicklung Professur für Raumentwicklung Imprint
Editor ETH Zurich Institute for Spatial and Landscape Development Chair of Spatial Development Prof. Dr. Bernd Scholl Stefano-Franscini-Platz 5 8093 Zurich
Authors Mahdokht Soltaniehha Mathias Niedermaier Rolf Sonderegger
English editor WordsWork, Beverly Zumbühl
Project partners at the SBB Stephan Osterwald Michael Loose
SBB Research Advisory Board Prof. Dr. rer.pol. Thomas Bieger, University of St.Gallen Prof. Dr. Michel Bierlaire, EPFL Lausanne Prof. Dr. Dr. Matthias P. Finger, EPFL Lausanne Prof. Dr. Christian Laesser, University of St.Gallen Prof. Dr. Rico Maggi, University of Lugano (USI) Prof. Dr. Ulrich Weidmann, ETH Zurich Andreas Meyer, CEO of Schweizerische Bundesbahnen AG (Swiss Federal Railways, SBB).
Project management Mahdokht Soltaniehha Mathias Niedermaier (Deputy)
Print Druckzentrum ETH Hönggerberg, Zurich
Photo credit Mahdokht Soltaniehha: Pages 8, 36 and cover photo Rolf Sonderegger: Pages 28 and 56
Data sources Amt für Raumentwicklung (ARE) Bundesamt für Statistik (BFS) Kantonale Geodaten AG, BE, SO, ZH Professur für Raumentwicklung, ETH Zürich - Raum+ Daten Schweizerische Bundesbahnen (SBB) swisstopo © 2015 (JA100120 JD100042) Wüest & Partner (W+P)
1
Final Report: SBB research fund Challenges and Chances for SBB in Small and Mid-sized Communities Railway Stations and Spatial Development in Small and Mid-sized Communities in Switzerland
Citation suggestion: Scholl, B., Soltaniehha, M., Niedermaier, M. and Sonderegger, R. (2016). Challenges and Chances for SBB in Small and Mid-sized Communities: Railway Stations and Spatial Development in Small and Mid-sized Communities in Switzerland. Final report. ETH Zurich. Zurich.
2 3 List of content
Preface 5
Summary 7
1. Introduction 10 1.1 Purpose of the Study 11 1.2 Definition of Terms 12 1.3 Questions and Hypotheses 13 1.3 Methodology 14
2. Overview and Assessment of the Current Situation 15 2.1 Rail Network 15 2.2 Corridor Communities Characteristics 19 2.3 Settlement Reserves 20
3. Actors and Decision-Making Processes for Railway Station Development 23 3.1 Confederation 23 3.2 Cantons 23 3.3 Regions 24 3.4 Communities 24 3.5 SBB 25
4. Summary of Preliminary Findings 27
5. Analysis 29 5.1 Study Area 29 5.2 Definition of Mid-sized Communities? 32 5.3 Research Aspects 32 5.4 Corridor Analysis 35
6. Research Results 37 6.1 Pilot Corridor Findings 37 6.2 Three Focus Areas 39 6.3 Corridor Results 44 6.4 General Outcomes 50
7. Concluding Remarks 53 7.1 Discussion 53 7.2 Final Recommendation 54 7.3 Future Research 55
Literature 57 Appendices 59 List of Figures 61 List of Tables 64 Acronyms 65
4 Preface
Land, the very foundation of our living space, is not only in for handling future coordination efforts. The survey method short supply; it is non-renewable. This makes it all the more was based on the experience and knowledge gained from the important to manage land economically. Since the time research project, Raum+, which was developed over the past when the walls and moats of the medieval city were steadily ten years by the Chair for Spatial Development at ETH Zurich demolished, the spatially relevant problems of society have in cooperation with over 300 communities in eleven cantons. been solved by expanding the size of settlement areas, i.e. the growth of cities and towns. The latest expansion of The investigation of 63 small and mid-sized communities settled areas, called sprawl, is mainly the result of the use located within certain important railway corridors, including of automobiles, which has produced many negative impacts 66 railway stations, revealed more than 127 ha of potential and consequences. settlement area in the 300 m catchment area. For the total municipal territory of all communities, the total was over On 3 March 2013, the voters of Switzerland accepted the 1`175 ha. If these areas are used exclusively for housing revision of the spatial planning law, thus deciding that spatial purposes, i.e. with a medium gross floor area ratio of 0.8 and planning should follow a course of settlement redevelopment a simplified 50 m2 per resident, then ca. 20`000 residents (inner development) in order to support sustainability. The could be accommodated in the 300 m catchment area of associated change in paradigm now poses a major challenge those 66 railway stations; using a somewhat lower middle for all the actors involved. In particular, the careful and range density of 0.6, then it becomes 130`000 residents for diligent coordination of future settlement development with the entire community area. However according to the existing the public transport system is one of the core tasks. zoning laws, some parts of these reserves are located in the working zones, which possibly could be transformed The Swiss Federal Railways could be one of the main into residential zones in future zoning plan revisions. These drivers in fulfilling the intention of the new law because numbers are simple estimates, but they demonstrate that the catchment areas of railway stations allow a higher the potential of small and mid-sized communities should population density and therefore a higher building density. not be dismissed. These catchment areas, the land within a radius of 300 m of a railway station, have thus become crystallisation points Tailor-made solutions must be found for the mobilisation for redevelopment. and development of the potential for each of these sites. Particularly in small and mid-sized communities, the railway Small and mid-sized communities will increasingly become station areas are not the only crystallisation points of public the focus of settlement development because potential life; these points also include those spaces important to the settlement areas around railway stations in the larger location’s identity. cities in Switzerland will decline in the next ten to twenty years. According to our research, more than two-thirds of Based on the potential importance and valuation of the potential settlement areas in Switzerland will be found the properties, we propose 16 station areas with high in small and mid-sized communities. potentials for further process. Therefore the SBB should consider initiating development process in such areas, also The goal of our research was therefore the systematic prioritising the other sites for long-term developments. One investigation of potential settlement areas in small and mid- advantage of taking the leading role in these developments sized communities in selected railway corridors. The results for the SBB is to be able to direct the process based on should lead to the recognition of the connection between its general strategies regarding real estate, parking areas, railway lines and local settlement development and thus to mobility hubs, etc. recommendations for the SBB on approaches and methods
5 In the run-up to the formal processes, i.e. zoning plans and especially in the areas that are well connected by public design procedures, informal processes will also play a role transportation, thus mutually complementing one another. in achieving optimal solutions for settlement development and operational offers. Community-related and corridor- In addition, any project of internal redevelopment must related processes, which often include cross-cantonal be carefully coordinated with the capacity of the existing processes, would be reasonable efforts in this direction. infrastructure, also those of the railways. If certain threshold Research findings in this report underline the necessity for values are exceeded, over-concentration and negative a coordinating role (a so called «Kümmerer») between the outcomes must be reckoned with. Extensive additional SBB and communities specifically for small and mid-sized investments in the public transport system could be required. communities, due to the particular situation and scale. These could lead to a quantum leap in accessibility and capacity, which in turn might bring undesirable outcomes This approach goes along with the national strategy of for the location factors of manageability and urban design promoting further development of the network of cities variety, including the small and mid-sized communities and places. The arc of its Central Plateau (from Zurich to of Switzerland’s Central Plateau. The investigation and Lake Geneva) is Switzerland’s main living space, containing recommendations of the selected corridors must also more than five million inhabitants. In addition to utilising the consider these aspects. settlement area potential of the larger cities, it also offers reserves for ca. one million inhabitants in its smaller and The research also showed that there are still numerous open mid-sized communities. questions to be answered. We intend to look into these and other questions within the framework of a plan supported by With one focus on the railway stations and stops of the public the Swiss National Fund. In that respect, the SBB research transport system and another on a sense of proportion funds not only supported the investigation, it also provided an and quality settlement-based development, it would be important foundation for further research on this important possible to pursue the creation of a large, competitive topic. European metropolitan region with differentiated offers and possibilities based the cities and sites of Switzerland‘s We thank the representatives of the Swiss Federal Railways Central Plateau. The structural elements are variously and the members of the Advisory Group for their constructive formed cultural landscapes, urban areas with individual review and support. We would be very pleased when the urban designs and economic profiles, and, in their respective results of our research stimulate an integrative spatial and functional catchment areas, a high number of small and railway development. mid-sized communities. Prof. Dr. Bernd Scholl Combining the railway network with a public transport Zurich, May 2016 system that offers frequent intervals could create a strategic backbone for the national network of cities and locations. It is obvious that advancing sprawl would counteract this approach because it would increase the use of automobiles and cause an accompanying lower density of transport. For high-performance roads that are already at their operating limit, this additional traffic would be hard to manage. Beyond that, it will depend on guiding future settlement development to utilise the existing railway network of cities and locations,
6 Summary
Existing well-functioning railways and significant quantity of land reserves: Are there any possibilities for the SBB railway stations to impulse further development in small and mid-sized communities?
This research addresses the potential opportunities for integrated long-term development around railway stations in small and medium-sized cities in the Swiss Central Plateau. Here, potential for urban and commercial redevelopment is still highly significant, while knowledge, experience and instruments for inner-development (Innenentwicklung) are rather limited so far and the SBB has the possibility to take the leading role for starting redevelopment processes. Using the data from the series of Raum+ projects in different cantons and communities in Switzerland, this research is based on the existing land reserves within community building zones that allow further development by law.
Considering the significant potential of accommodating future population in Switzerland, this research seeks to benefit from the existing infrastructure to decentralize the probable population spill over from the major metropolitan areas such as Zurich, St.Gallen and Basel. Therefore a methodology based on case studies has been designed to examine this hypothesis in a one-year research project. The five settlement corridors branching out of the metropolitan region of Zurich, encompassing railway connections, have been selected. These corridors are Zurich-St.Gallen, Zurich- Basel, Zurich-Biel, Zurich-Schaffhausen and Zurich-Zug.
In collaboration with the SBB (Swiss Federal Railways), the research focuses on the available land reserves in small and medium-sized communities, as well as the existing and possible railway infrastructural development in such communities.
7 As one of the major transportation modes, railways not only have a substantial role in infrastructural network, but it also has an enormous impact on the settlement structure. The influence of railway infrastructure is so excessive that any small change in the network, whether upgrading the railroads or modifying the timetable of the trains, might influence the settlement structure in just a few years. Considering transportation planning and spatial development as two sides of the same coin, this research focuses on the railway development strategies and the mutual influence on the future settlement development. Subsequently, we concentrate on the railway stations as the main gates of the 21st century towns in Switzerland.
According to former researches in this field, majority of the inner-development potentials are among the small and mid-sized communal boundaries in the Central Swiss Plateau 08-legende Quis num dit pelecea natur, coria provit volorepero dolupta- (Grams, 2015). However, when it comes to the tem velia ni dolorrorae estr Etur remosae et evelint. future settlement development based on the projected population growth, these types of communities are the most neglected regions.
8 9 Challenges and Chances for SBB in Small and Mid-sized Communities
1. Introduction
National statistics show future development as two sides of the same Chapter 3 introduces the current settlement development will confront coin; therefore we focus on railway discussion on planning procedures in density thresholds and limited development strategies and the impact small communities and discusses the resources in large agglomeration of future settlement development relevant challenges for collaborative center such as Zurich. This might lead on Switzerland. While we consider planning and decision-making the settlement pattern to either extend railway stations as the main gateways processes related to railway station official building zones (Bauzone) in to all 21st century Swiss communities, development among different actors large cities or to denser developments our concentration is mainly on the and stakeholders, while chapter 4 within current building zones. In both immediate impacts of the railway is dedicated to a summary of the cases, multiple pressures on the stations on the spatial pattern of small previous discussions and reveals that existing infrastructures and resources and mid-sized communities. a consistent analysis of the available are inevitable (Fig. 2). land reserves and spatial threshold is This publication strives to reveal the greatly needed. As one of the major transportation potential hidden in small and mid- modes, railways not only have a sized Swiss communities that are Chapter 5 defines small and mid- substantial role in the infrastructural well connected to the transportation sized communities in the study area network, they also have an enormous network and highly accessible to major by presenting different typology of impact on the settlement structure. urban centers. Moreover, in this study, the communities based on space Since railway networks are mostly we investigated a variety of railway users. Moreover after determining planned to serve large transport station development opportunities the small and mid-sized communities, nodes, such as agglomeration centers, in small and mid-sized communities an analysis on the corridor scale is it is widely argued that they could within their larger regional context. prepared only considering the small also stimulate growth in small and This investigation revealed many and mid-sized communities. Also mid-sized communities connected conflicts as well as opportunities. general approaches and initiatives for to these networks. Changes such as Consequently, a set of categories was smaller scales are discussed in this upgrading the railroads, modifying the introduced to help the actors and the chapter but will be implied in detail in train timetable, making more frequent decision-makers, who have a different chapter 6. stops or conversely fewer train stops perspective of such areas, follow our could have various short-term and results. Chapter 6 is dedicated to the focus long-term effects on future settlement areas and individual corridor sections development (Scholl & Drewello, In the first chapter, a more detailed and offers a closer look at the local 2016). explanation of the purpose and main scale for every station located in the questions of this study are presented. small and mid-sized communities In this research, we consider Additionally, the chapter contains alongside each section. transportation planning and spatial definitions of the major terms used in this manuscript as well as the general In chapter 7 all the research findings approach and methodology of the are presented and different scenarios Existing, well-functioning research. and options are questioned in order railways and a significant to conclude with a classification of quantity of land reserves: What In the second chapter, an overview different cases and their requirements of the current spatial situation in the for further development. Also the possibilities do SBB railway study area, an overview of the existing report ends the discussions with stations offer to help stimulate railway network, important elements recommendations from the authors further development in small of the historical development, and the for different kinds of actors. Finally, and mid-sized communities? prospects of future extensions are the future possibilities to follow-up presented and discussed. this research with similar approaches is outlined.
10 1. Introduction
1.1 Purpose of the Study This research addresses potential opportunities for a more integrated and long-term railway and spatial development alongside the major railway corridors in Switzerland, which end at the agglomeration center of Zurich.
Kilometers Corridor railroads 0102030405
5 corridor communities
Schaffhausen
Basel St.Gallen
Zürich
Zug
Biel/Bienne Figure 1. Study area in five major settlement corridors (Source: Authors | Data: Swisstopo, 2015)
It is part of an extensive study to a more decentralized, yet very attract the proper attention, small and undertaken by the Chair of Spatial compact settlement development mid-sized communities are struggling Development at ETH Zurich pattern, which would also encourage with urban/rural identity questions and investigating the undisclosed aspects a life style oriented towards public poorly used land resources. Some of of an integrated railway and spatial transport. Therefore, this might be a these communities, those located at development, as well as a more chance for both spatial planning actors the edge of agglomeration regions, active collaboration among different and railway-related stakeholders will become dormitory towns or face stakeholders in planning procedures to collaborate more intensively and population shrinkage. in Switzerland. The Chair of Spatial efficiently in order to identify potential Development examined the idea locations as well as conflict areas. The study area consists of five of railways as one possible tool to settlement corridors in the northern activate the significant land reserves During the one-year period of this part of the Swiss Central Plateau in small and mid-sized communities research, the focus was mostly on and has Zurich at the core of this in the Swiss Central Plateau. One small and mid-sized communities, network (Fig.1). It includes seven important reason for such an effort is which do not have a cohesive, railway sections (Fig. 16), including the that these reserves are already among consistent and problem-oriented corresponding communities, which are the official building zones and are well planning procedure (Grams, 2015). our research laboratory and the center connected to different infrastructural While the projects of national and of our examination. networks. In other words, activation of cantonal importance have priority for such land reserves could contribute planners and decision-makers, and
11 Challenges and Chances for SBB in Small and Mid-sized Communities
1.2 Definition of Terms
Some of the terms in this report have unit of investigation is the Kommune: Guiding Plan is the translation of the specific meanings and indicate explicit the local authority district; municipality. Swiss-German term Richtplan, which senses. Since the literature used in this The English translation for the German is a management tool that includes a report is mainly translated from first term Gemeinde is community, local broad framework of guidelines. It needs hand data and sources in German, authority district. This term has to be simultaneously coordinated with some of the following terms explain the been also translated as municipality, different policies and governmental specific meaning of the term as well as depending on size or legal form guidelines (Bundesversammlung der the German origin. (HarperCollins, 2015). Schweizerischen Eidgenossenschaft, 2016). The Swiss Central Plateau refers to The terms ’small’ and ’mid- a plateau that stretches from the city sized’ communities are based on Zoning Plan is the translation of the of Zurich to the Lake of Geneva with population. In this research, mid- German term Zonenplan, which is the Jura Mountains to the northwest sized communities have a range used to indicate the legal use of land and the Swiss Alps to the south. The of inhabitants between 2`000 and for certain purposes as decided by the German term is Schweizer Mittelland, 13`000. According to the initial local authorities (Nutzungsplanung: sometimes also referred to as assessment, mid-sized communities land-use planning). This instrument the Mittellandbogen. Although this with a population above 10`000 are distinguishes the official uses of area covers only about 30% of the at the edge of transformation into designated areas, such as building Switzerland’s land surface, it offers a an urban form, meaning that the zones, agricultural land, and special favourable setting along its rivers and community is large enough to require zones for protection purposes. The lakes for settlement development. a specific level of services and planning regulations defined in this instrument considerations, but still needs to fill are binding to all (Bundesversammlung A central concept that needed to be this gap with economic, industrial der Schweizerischen Eidgenossenschaft, clarified in the early stages of the and other urban activities. For a more 2016). research is the scale of the project. In detailed classification of this research, this study, the smallest governmental see chapter 5.
Densifcation
Brownfeld potentials
Unbuilt potentials
Building zone Non-building zone Largely built-up area
Figure 2. Schematic image of the building zone and inner development potentials in Swiss communities (Source: Nebel, 2014; slightly adapted by the authors)
12 1. Introduction
1.3 Questions and Hypotheses Considering the long-term, solid impact of railway infrastructures on shaping spatial development patterns, this project not only investigates land reserves and current density patterns, it also aims to reveal the potential for future infrastructural upgrades in relation to the inner development potential and settlement thresholds.
As mentioned in section 1.1 Purpose the accessibility and connectivity that cantons) to ensure a good quality of of the Study, this research focuses only the SBB provides in such communities, urban life. on small and mid-sized communities. as well as the number of developable Initially, the idea of taking such land parcels that the SBB owns This process would also open communities under consideration around the railway stations, which opportunities to save extra costs when comes from former research conducted currently are not well utilised. Such constructing extensive infrastructures at the Chair of Spatial Development at properties are often located in a in future. Therefore, we started by the Institute for Spatial and Landscape strategic, central location within the obtaining an overview of the land Development at ETH Zurich in 2011. In communities. However, most of these reserves and population projections this research project, Grams (2015) properties are not adequately taken in different small and mid-sized discovered that the small and mid- into consideration in local or cantonal communities that are also connected sized communities in Switzerland’s planning procedures. For instance, in to the railway network by a railway Central Plateau have a large proportion many cases, SBB properties are not station. of the ‘floor area‘ reserves, almost included in the community‘s zoning two-thirds of the total floor area plan. One reason for this is that they In a broader context, the project aims to reserves in Switzerland. These would have been considered as potential elaborate upon the current situation in be capable of accommodating a large infrastructure sites and not as possible the crowded sprawling urban centers portion of future population growth. sites for future residential or economic in metropolitan areas and to discover In her doctoral thesis, Spielräume development. the potential for transformation from für Dichte, 2011-2014, (Ranges for scattered, low-density settlements Density), Grams found that 93% of all Although there is no assured future to a more compact decentralised Swiss communities have a population spatial structure for the Central pattern that would benefit from a well- below 10‘000 inhabitants and most are Plateau, Grams (2015) showed that the functioning railway system. organised under the militia system.1 estimated population growth could be According to this research, in addition rationally coordinated within the built The major research questions are: to sector governance in small and mid- environment sites inside the official • How would future settlement sized communities, a segmented public building zones of the communities, development affect the railway transportation system also services especially in the small and mid-sized network’s functionality? these areas, at intervals determined communities. • How would an upgrade of the railway by different official cantonal borders stations stimulate inner development (Grams, 2015). The two major hypotheses of this in small and mid-sized communities project are: and activate the existing land reserves We assume that the Swiss Federal in such regions? Railways (SFR) (Schweizerische 1) Railway stations are eligible to • What are the relevant criteria Bundesbahnen - SBB) has a potential enhance the settlement areas, and for changing the role of railway role to trigger or terminate the 2) SBB can take the leading role in stations with consideration for the development trends in such small and this process and assure it through a corresponding community as well as mid-sized communities with railway strong collaboration with the local and the entire railway corridor? stations. This assumption is based on regional governments (community and
1 Communities with militia system lack a cohesive and consistent planning procedure, while there is no full-time planning position in the local government allocated for such experties. This means such communities often get impulsed by the larger scale planning from cantonal and federal strategies (Grams, 2015).
13 Challenges and Chances for SBB in Small and Mid-sized Communities
1.4 Methodology
From a spatial planning perspective, is very crucial to this topic. Up to the in the form of a corridor alongside a one of the main reasons for disregarding present, most station developments railway section. At this level, we have small and mid-sized communities is initiated by the SBB have taken place two methodologies: 1) the focus is the lack of a cohesive, consistent and in large and very large communities. on the communal borders alongside problem-oriented planning procedure In other words, SBB sets its priorities the railway section. The advantage of in the various planning and decision- mainly on stations with a higher this approach is we can investigate making processes in Switzerland number of passenger frequencies and a the corridor with the existing data (Grams, 2015). This makes small reasonable development potential. The within the communal borders, such and mid-sized communities very major factors that make these stations as population projection data (see vulnerable and dependent on the into first priorities vary from one project chapter 5); 2) the second method for large-scale plans from the national to another, but the common indicators the corridor level is mainly made up and cantonal levels. The same situation include a cohesive collaboration among of data produced by this project (see currently holds for the regional railway the main actors, the community‘s chapter 6). This methodology focuses timetable, which is mainly based on the interest and willingness to transform only on the area within a radius of connections between the large nodes such districts, a significant amount of 300 m of the railway stations. The of the corridor, whereas the smaller developable land around the stations data are to compare the corridors. nodes are passively influenced every and neighbouring districts, and the Therefore, the results are shown in time a small change takes place in the corresponding zoning regulations. form of a corridor, but only represent timetable. the area in close vicinity of the railway Clearly, the definitions of small, station (300 m-radius). Assuming the railway stations are mid-sized, large and very large strategic development locations in communities are somewhat relative The influential region level represents small and mid-sized communities, and vary from one situation to another. the region that can potentially be there is no single actor responsible for In our approach, we define a range of affected by development around the development of the stations in such population for each level of community. the railway station. It usually covers communities. In such communities, Communities with a population below a larger area than the community to construct even a small-scale 2‘000 inhabitants are considered borders. development in the vicinity of a station small communities. In the literature, requires a high level of coordination, mid-sized communities are defined The smallest level is the station area, negotiation and compromises among as having a population below 10‘000 which is like an ‘intersection‘ for the the actors and stakeholders. inhabitants (BFS, 2014). various actors, thus becoming a kind of scope for development decisions The SBB, one of the most important Figure 3 illustrates the analysis levels and considerations. In general, actors in developments around railway used in this research, consisting of our approach is to consider the stations, also owns some land parcels a) corridor level, b) influential region collaboration and the various visions in for building stations, parking areas, level, and c) station level. The largest all of these three scales for small and free parcels, etc. The role of SBB as scale is the corridor level, which mid-sized communities with railway owner of these strategic land parcels investigates communities and stations stations.
Figure 3. Symbolic illustration for different levels of assessment focusing on stations (Source: Authors)
14 2. Overview and Assessment of the Current Situation
2. Overview and Assessment of the Current Situation
Determining the current situation is the first step in any research. This chapter gives a quick overview on relevant information the later analysis and recommendations are based on. 2.1 Rail Network
Changes of staion quaniies within the study area 35
30
25
20
15
10 increase increase / decline (count) 5
0
Time period (years)
Opening of new staions Closure of exising staions
Figure 4. Changes of station quantities within the study area (Source: Authors)
The key questions in this research available on the network in 2025 and 20th century, a dense railway network closely relate to the Swiss railway beyond. had been established throughout the network and its positive effects on entire country. This first intense phase a compact urban development. This 2.1.1 Historical of railway network development was chapter addresses in the following development finished in 1916 with the opening of the three brief subchapters the historical Hauenstein Tunnel between Sissach development, future plans and projects In 1847, the first Swiss railway line and Olten, which is within the study as well as the future capacity reserves started to operate between Zurich area. At this time, 107 stations were in and Baden. By the beginning of the operation. By the time of the Second
15 Challenges and Chances for SBB in Small and Mid-sized Communities
05 10 20 30 40 (! Kilometers !(! Schaffhausen ! E ZH-SH ! ! ZH-BS ! ! Basel ! ! ! !( !( ! ! ! ! ! Winterthur !''!( ! ZH-SG ! ! ' !( !!( !! ! ! ! ! ! E ! ! ' ! ! ! ! ! ! ! ! ! E E ! ! ! ! E! !( !(!! E! St. Gallen ! ! ! E !( OL-BS !( !( !( ! ! ! ! ! ! ' ! ! ! ! Aarau ! ! ! ! !( ! !( ! ! !( E '!(!( Olten ! !!! Zürich !( ! ! ! ! ! ! ! ! ! ! ZH-OL ! ! ! OL-BI ! ZH-ZG ! ! E ! ! ! ! !(!!( ''! ! ! Solothurn !( ! !( !( ! Zug ! (! Biel/Bienne General Stations
Corridor railway ! Opened 1847-1955 E Closed !( Small and mid-sized com- Opened 1976-1995 ' Projected (Cantonal munity with railway station !( Opened 1996-2015 Guiding Plan)
Figure 5. Overview of the train stations within the study area (Source: Authors, based on status of 31.12.2015 | Data: Swisstopo, 2015)
05 10 20 30 40 Kilometers Schaffhausen
ZH-SH
Basel ZH-BS Winterthur ZH-SG OL-BS Beginning of preliminary St. Gallen planning for upgrading the Aarau Basel-Central Plateau line ZH-OL Olten Zürich by a 3rd Juratunnel Study capacity enlargement Aarau-Zürich Four-track upgrading by Brüttener tunnel or OL-BI ZH-ZG extension of the Effretikon - Realization of second part of Winterthur line the Zimmerberg base tunnel Solothurn Zug Biel/Bienne
Track Infrastructure 2025 In discussion for STEP 2030 Other rail line Corridor railway two tracks Extension by two additional Corridor railway one track Corridor railway four tracks
Figure 6. Rail infrastructure in the study area 2030 (Source: Authors | Data: BAV 2014a; BAV 2014b; Swisstopo, 2015)
16 2. Overview and Assessment of the Current Situation
World War, the part of the network within the study area. With the opening and poorly frequented were closed within the study area was almost of the Käferberg line in 1969 and the between 1976 and 1995. In the same completely electrified. The increasing Heitersberg line in 1975, an ongoing period, related to the establishment system performance and growing phase of investment and network of the Zurich S-Bahn system, five demand led to the opening of seven expansion was initiated. By the end additional stations went into operation, additional stations along the existing of 2015, various capacity extensions all in the vicinity of Zurich. An additional network (see Fig. 4). and upgrades, such as the third and eleven stations were opened between fourth tracks for Dietikon-Killwangen, 1996 and 2015, this time mainly Between the 1940s and 1970s, the the underground stations Zurich related to the implementation and railways experienced a phase of Museumstrasse and Löwenstrasse and expansion of the S-Bahn systems of stagnation. At this time, investments in the Adler Tunnel between Muttenz and other agglomerations, such as Basel or the transportation infrastructure were Liestal were put into operation. Parallel Zug. Another five stations were closed focused on the road network. Only one to these new stations, the primary between 1996 and 2015 (see Fig. 5). additional station, Kloten-Flughafen, number and distribution of stations was today Kloten-Balsberg, was established revised. Four stations remotely located
2.1.2 Future plans and for completion by 2025. A follow-up Plans (Richtpläne). According to these prospects package, STEP 2030, is in preparation planning instruments, six stations are and will be discussed by the Federal projected, which are also shown in Further extensions of the Swiss Parliament in 2018, while completion Figure 6. railway network are projected for the is planned for 2030 (Bundesamt future. Single construction projects für Verkehr/Swiss Federal Office of are usually bundled into packages. Transport, 2014a). Figure 6 shows the 2.1.3 Future capacity Currently under construction or planned rail infrastructure as of 2025 reserves being planned are the packages as well as the extensions planned for NEAT (Connections to European 2030. Regarding the implementation of The coordination of settlement and High-Performance Network), ZEB additional train stations, information infrastructure development requires an and STEP 2025, which are scheduled can be found in the cantonal Guiding overview of the extent and position of the
Schaffhausen
Stein- Rafz Basel SBB Pratteln Säckingen Frick ZH-BS Eglisau ZH-SH
Bülach Brugg Liestal AG Turgi Oberglatt ZH-SG Zürich Bassers- Winterthur Wil Gossau OL-BS Flughafen dorf Effretikon St.Gallen Sissach Baden
Wettin- Wallisellen Dietlikon Biel/ OL-BI gen Zürich Oerlikon Bienne Lengnau Oensingen Lenzburg Mägenwil Stettbach
Othmar- Killwangen- Zürich Solothurn Olten Aarau Dietikon Stadelhofen singen Spreitenbach HB ZH-OL
Load of section Other Similar speeds on segment Mixed speeds on segment Thalwil Low 1-10 1-6 Other rail line Medium 11-20 7-12 Baar ZH-ZG Metre gauge rail High 21-30 13-18 Station (rail hub) and h Other station(s) Zug
Figure 7. Railway corridor loads until 2025 (regardless of the railway nodes) (Source: Authors | Data: BAV, 2014b)
17 Challenges and Chances for SBB in Small and Mid-sized Communities
respective reserves. We assume that achieve a current overview of capacities Killwangen–Spreitenbach–Aarau and settlement development is desirable and reserves in the corridors studied Olten–Liestal will be heavily used. On in regions with sufficient available in this research, we needed to do our the sections Olten–Solothurn–Biel land reserves and good connections to own analysis. Due to the lack of specific and Winterthur–St.Gallen, capacities the railway network as a main public data, a simplified approach was chosen will be used on a medium level. In transport system. Furthermore, we to identify the future rail network load. these sections, additional train routes assume that it is more efficient to can probably be created, however, increase the infrastructure capacity The number of tracks available in 2025 only under the consideration of in the existing network through minor is shown in Figure 6. The demand for restrictions given by the schedule or actions, such as increasing the number infrastructure in the form of peak- an appropriate corridor upgrade. In of signal blocks where possible, rather time train routes in 2025 is defined in 2030, the bottlenecks between Zurich– than developing expensive extensions, the Schedule Reference Concept 2025 Winterthur as well as Thalwil–Zug may such as additional tracks or new rail (BAV, 2014b).2 Based on this information be removed due to the construction lines. Thus, it is important to know and assumptions about the capacity of the Zimmerberg Tunnel II and the where capacities will still be available of rail lines under conditions of both Brüttener Tunnel, where compared to in future within the study area. mixed speeds and similar speeds, we 2025, only a few additional trains are conducted a section-wise evaluation expected.3 The Federal Department of the of the loads. This section-wise Environment, Transport, Energy and evaluation ignores detailed schedule Beyond 2025–2030, requirements Communications (UVEK) published considerations and capacity constraints imposed on the rail network have not an analysis in 2012 on a long-term in the rail hubs. Figure 7 shows the yet been defined on the level of train perspective for the Swiss rail network. results for the year 2025 in a schematic routes. Requirements imposed on the That report contains an analysis of overview in which section capacities for rail network in 2050 were discussed future passenger capacities and additional train routes are still available by the UVEK in 2012. As shown in shortcuts on the national scale in future without requiring major track Figure 8, a 15-minute train frequency (Bundesamt für Verkehr, 2012). Due to extensions. In 2025, the rail network is expected to be standard between the passage of the Federal Decree on within almost the entire study area will the major agglomerations for long- the Funding and Expansion of Railway be used on a medium to high level of distance trains. The same frequency Infrastructure (FABI) in 2013 and its performance. None of the corridors is expected for the core areas of the approval by the Swiss voters in 2014, offers any considerable free capacity. S-Bahn systems (BAV, 2012). the circumstances have changed. To For example, capacities of the sections
03.5 7 14 21 28 Kilometers Schaffhausen
Winterthur Basel Brugg Wil St.Gallen
Zürich
Olten
1/4h Frequency long distance trains Solothurn Zug 1/2h Frequency long distance trains Freight trafc axis Biel/Bienne S-Bahn with 1/4h frequency in core area
Figure 8. Imposed requirements on railway infrastructure in 2025 (Source: Adapted from BAV, 2012 | Data: Swisstopo, 2015)
2 Increased demand for seating is indirectly represented in the demand for additional train paths. 3 Having no schedule reference concept available for 2030, demand for following additional train paths compared to 2025 is assumed: two additional hourly IC train pairs Zurich – Bern, two additional hourly IR train pairs Zurich - Zug, additional hourly freight train pair on the north-south and east-west corridor (Source: Dokumentation Planungsgrundlagen STEP Ausbauschritt 2030, Bericht, Bundesamt für Verkehr, 2014, S.35f.)
18 2. Overview and Assessment of the Current Situation
2.2 Corridor Communities Characteristics
05 10 20 30 40 Kilometers
Schaffhausen
X Winterthur Basel St.Gallen
X X X X X X X X X X X X X X Aarau Zürich X X X X X X XX Olten X X X XXX X X X X X XX X X X X X X X X X X XX X X X X XX X X X X X X Solothurn X X X Zug X X XX X X Reserves per space user Other Biel/Bienne 1 m2 50 m2 200 m2 X no data Corridor railway Community categories (BFS) Core communities of agglomeration (principle Communities orientated to multiple cores Core communities of agglomeration (secondary core) Core communities outside agglomeration Communities in the commuting zone of agglomeration Rural communities without urban character
Figure 9. Communities based on urban characteristics and prospected population growth (Source: Authors | Data: BFS, 2014; W+P, 2015)
In 2014, the Federal Office of Statistics communities oriented to multiple and Basel. Up to 2025, according to (BFS) published a revised typology of cores, core communities outside the real estate consulting agency Swiss communities, characterising agglomerations and rural Wüst+Partner (W+P, 2015), two-thirds the respective urban character of communities without urban character of the estimated population growth each community. According to the (BFS, 2014). Along the corridors in within the study area is expected to BFS terminology4 the following this study area, all six types can be happen in the 91 core communities of six terms are used in this study to found, as Figure 9 shows. While in the agglomerations. The other one- designate six categories of urban proximity to Zurich, the stations third of population growth is expected character: principle and secondary along the corridors are situated only to spread over 234 other communities, core communities of agglomerations in communities located in or oriented however, the 54 rural communities (communities representing the to the agglomerations, three stations without urban character are not primary or secondary cores of an in rural communities without urban expected to experience any population agglomeration), communities in the character can be found between Olten growth. commuting zone of agglomerations, and Biel, and another between Zurich
4 Based on the original translation of this terms from German to English, BFS used ‘municipality‘ for the term ‘Gemenide‘. However in this document, we consider ‘community‘ as the proper translation for ‘Gemeinde‘, while municipality might be misrepresented as the area with a more obvious urban identity.
19 Challenges and Chances for SBB in Small and Mid-sized Communities
2.3 Settlement Reserves
In general, different types of reserves approach was used in the cantons of The cantonal data are based on data for development are available in the St.Gallen, Thurgau, Basel Landschaft assessments other than Raum+ data. built-up settlement areas. The two and Schaffhausen (see Fig. 10). For the Thus, a consistent analysis of the following subchapters give an cantons of Zurich, Aargau, Solothurn current reserves within the study area overview of the settlement reserves and Bern, Raum+ data have not been is needed to get a better understanding + assessed by the Raum approach and gathered to date, therefore, we had to of where additional settlement reserves on SBB areas. refer to the respective cantonal data. development should be pursued The results of the finished Raum+ in relation to future rail corridor + 2.3.1 Raum data projects show that the reserves in rural capacities. communities in relation to the number The objective of the Raum+ approach of space-users (Raumnutzer) within Figure 11 shows the preliminary results is to gather detailed information on the respective area are higher than in of the available settlement reserves the extent, location and quality of the urban regions. Raum+ also revealed within the study area. The available available settlement reserves. The that the present reserves could absorb reserves are given in m2 per space- Raum+ approach was developed at the increased demand for residential user, which includes inhabitants and the ETH Chair of Spatial Development development indicated by the projected employees. The reserves per space- until 2006 and since then constantly population growth. user range from 2 m2 in Zurich up to optimised. Within our study area, the 199 m2 in Münchwilen (AG). On average,
finished ongoing
0 2550 75 100 Kilometers
Figure 10. Swiss cantons and regions, where Raum+ projects were executed (Source: IRL ETH - Raum+ Project)
20 2. Overview and Assessment of the Current Situation
05 10 20 30 40 Kilometers
Schaffhausen
X Winterthur Basel St.Gallen
X X X X X X X X X X X X X X Aarau X Zürich X X X XX X X X Olten X X X XXX X X X X XX X X X X X XX X X X X X X X X X XX X X X X X X Solothurn X X X Zug X X XX X X Reserves per space user Other Biel/Bienne 1 m2 50 m2 200 m2 X no data Corridor railway Community categories (BFS) Core communities of agglomeration (principle Communities orientated to multiple cores Core communities of agglomeration (secondary core) Core communities outside agglomeration Communities in the commuting zone of agglomeration Rural communities without urban character
Figure 11. Urban character of the target communes and available reserves per space user on communal level (Source: Authors | Data: see appendix I)
each community within the study area 60 has 36 m2 of reserves available. 50
As Figure 12 indicates, the most 40 average: 36 m² extensive reserves, 54 m2 per 30
space-user, are available in rural 20 communities without urban character. 10 The lowest amount, on average 21 m2 per space-user, is available in the 0
Land reserves per space user in per space Land reserves 54m² 43m² 42m² 31m² 30m² 21m² principle core communities of the agglomerations. acter ore) ore)
multiple cores urban char agglomeration communities outside tion (principle c zone of agglomerationcommunities of agglom- Communities orientated to Core eration (secondary c Rural communities without communities of agglomera- Core Communities in the commuting Core
Figure 12. Urban character of the target communes and available reserves per space user on communal level (Source: Authors | Data: see appendix I)
21 Challenges and Chances for SBB in Small and Mid-sized Communities
2.3.2 SBB data SBB one of the main landowners the Infrastructure Division operates in Switzerland (Eidgenössische 0.1 km2 of power supply systems, Apart from the settlement reserves Finanzkontrolle, 2012). Within the including transformer stations and gathered by Raum+, SBB properties study area, SBB properties comprise landlines. The other 5.4 km2 of SBB are expected to comprise a significant 23.7 km2, of which 18.3 km2 belong to properties belong to the Real Estate amount. Nationwide, SBB owns a the SBB Infrastructure Division. These Division, including mainly station total of 93 km2 of land,5 which is properties mainly consist of areas buildings, access areas, safety buffer equivalent to almost half the size dedicated to rail infrastructure, such zones and other areas. of the Canton of Zug. This makes as tracks or signal boxes. In addition,
2,50
2,00
1,50 1,53 Areas outside of building zone* 2 (Ausserhalb der Bauzone*) km 0,42
in Zones for public uses
a (Zonen für Öffentliche Nutzungen) e
ar Center zones (Zentrumszonen) 1,00 0,22 Living zones 0,52 0,06 (Wohnzonen)
0,25 Other building zones 0,07 (weitere Bauzone) 0,07 0,03 0,06 Traffic zones within the building zones 0,50 0,03 0,17 0,23 (Verkehrszonen innerhalb der Bauzonen) 0,11 0,03 0,05 Zones for mixed uses 0,07 (Mischzonen) 0,40 0,36 0,36 Restricted building zones 0,26 (eingeschränkte Bauzonen) 0,00 Working zones Communiies < 2`000 inh. Communiies with Communiies with Communiies > 50`000 inh. (Arbeitszonen) 2`000 - 12`999 inh. 13`000 - 49`999 inh.
Figure 13. Extent of SBB real estate properties within the study area (Source: Authors | Data: SBB, 2015) * Remark to the category of “Auserhalb des Bauzone“; especially in smaller communities, station areas are often not formally part of building zones, although the station areas are located in the built-up area of settlement.
Figure 13 gives an overview of the areas inhabitants. Of these, 0.8 km2 are indicates that SBB owns considerable owned by the SBB Real Estate Division located inside defined building zones, amounts of land in small communities. within the study area. The chart shows while 1.9 km2 are allocated to non- the kind of building zone where these building zones. However, especially Nevertheless, for a deeper 5.4 km2 are located. Although the in smaller communities, station understanding of the challenges and study area covers densely populated areas are often not formally part of opportunities facing SBB, further areas of the Swiss Central Plateau, building zones, although the station analysis is needed on the questions including numerous major cities, half areas are located in the built-up area of how these areas are currently of the properties (2.7 km2) are located of settlement. This short overview used and to what extent they may be in communities with less than 13`000 available for future development.
5 Whereof 77.0 km2 belong to SBB Infrastructure, 14.7 km2 to SBB Real Estate and 1.4 km2 belong to SBB Energy
22 3. Actors and Decison-Making Processes for Railway Station Development
3. Actors and Decision- Making Processes for Railway Station Development
Diverse actors and stakeholders are involved in the development of the railway system and its stations. This chapter gives an overview of the different actors‘ strategies and decision-making processes relevant to the further analysis of station development. 3.1 Confederation
The Swiss Confederation is sole (UVEK, 2015a). Detailed policies and Area 2: Urban Development, Mobility holder of the Swiss Federal Railways measures are defined in the Federal and Infrastructure, the Federal Council (SBB), which is organised as a public Sectoral Plan for Rail Infrastructure identifies the need for redevelopment corporation. Within the current strategy (UVEK, 2015b). The implementation as a key medium-term challenge up to aims for the SBB, the Federal Council is delegated to the SBB, explicitly 2030: “Greater efforts must be made sees the Federal Government‘s role including its affiliates. to use land economically and to guide as the leading position for planning urban development even more strictly the further development of public Regarding future settlement inwards. Inward development should transport. One important aim of the development, the Federal Council be conceived in a way that preserves Federal Government is a demand- recently confirmed the importance of or increases the appeal of urban areas, based extension of the public transport redevelopment as its policy. The Federal while offering a suitable framework of infrastructure that also considers the Council‘s Sustainable Development open spaces and infrastructures to consequent costs. A second important Strategy 2016–2019 sets out priorities meet residents’ needs“ (Swiss Federal aim is to increase the share of rail for sustainable development for the Council, 2016, P 52). transport in transalpine freight traffic mid-term to the long-term. In Action 3.2 Cantons
In the regional transport service, cantonal assignment. An attractive economic and residential locations. the cantons have priority for concept public transport is very important for Cantonal strategies and projects development. The order of regional the cantons, as it can positively affect concerning public transport are train and bus services is also a the attractiveness of the cantons as projected by the responsible cantonal
23 Challenges and Chances for SBB in Small and Mid-sized Communities
departments and coordinated with connections in agglomerated areas give priority to redevelopment before the guiding plans (Richtpläne). A or in peak hours. In the guiding plans new development, among other commonly mentioned aim is to of the cantons of Thurgau, Zurich and updates. The cantons of Aargau, Basel- guarantee attractive connections from Basel-Landschaft, the federal goal Landschaft, Solothurn, St.Gallen, the regions to the cantonal centers, of dealing economically with land Thurgau and Zurich have additionally with good connections to national and resources is also stated. In the cantons published a guiding plan chapter international destinations. Half-hour of Aargau, Bern, Schaffhausen, focusing on the development potential frequencies are the target for regional Solothurn and St.Gallen, the guiding of railway station areas of cantonal train services, with more frequent plans are currently being adjusted to importance.6 3.3 Regions
In some cantons, a regional planning to meet regional requirements. and their hinterlands through these scale also exists between the cantons Elsewhere, planning regions are also planning regions. Neither the planning and the communities. In the Canton organised across cantonal borders, e.g. regions nor the other actors focus on of Zurich, for example, 11 planning Regio Wil, which covers areas of the railway corridors as considered in this regions adjust the goals and standards cantons of St.Gallen and Thurgau. The study. given by the cantonal guiding plans aim is to act on small agglomerations 3.4 Communities
The communities are the lowest especially in the German-speaking Nevertheless, independent of their administration level in Switzerland. area, community assemblies are still size and organisation, communities By law, the communities are the widespread (Schuler et al. 1997). In are of great importance as political and general authority for public issues that this region, communities with less statistical units. do not explicitly fall into the area of than 10`000 inhabitants are typically responsibility of upper administration organised under a ‘militia system‘, and Through good accessibility by public levels or special communities. However, hold regular assemblies where political transport in Switzerland, railway the communities are not ‘equal‘ in many decisions are made by the voting stations are often central locations for aspects. While the most populated citizens. In communities with less than the communities and focal points for community, Zurich, had 390`474 2`000 inhabitants, spatial planning tasks inner development. Useful amenities inhabitants at the end of 2014, the least are often mandated to private planning and services are commonly offered in populated community in Switzerland, offices. Communities with up to 10`000 the direct vicinity. From a spatial and Corrippo, had only 13 inhabitants. inhabitants often engage part-time economic perspective, the already Within the study area, the smallest administrators for spatial planning, good accessibility, which will increase community with a railway station is while work-intensive tasks, such as in future, will enable station areas to Tecknau, canton of Basel-Landschaft, zoning plan revisions, are outsourced become ideal spots for future urban with 860 inhabitants. to external offices. Communities with development. However, according to a more than 10`000 inhabitants are survey in 2009–2010, land-use planning Like the number of inhabitants, the typically organised as a parliamentary had reached or exceeded its capacity political organisation of the communities system. Political decisions are taken in 11.5% of Swiss communities, and is also distinctly different. Community in the community parliament, which for the approval of building permits assemblies or parliaments can take represents the electorate. Here in 11.6% of the communities. These on the role of legislative authority. In spatial planning is often carried out two statistics were in the top ten the majority of Swiss communities, by community planning departments. categories where communities reach
6 This paragraph is based on the cantonal guiding plans listed in the References.
24 3. Actors and Decison-Making Processes for Railway Station Development
their limit of performance (Ladner et zones in direct vicinity to railway settlement areas, which are already al. 2013). Evidence has also shown stations show that local authorities within the building zone. For the period that small communities often have are increasingly concerned with urban 2016–2020, 10 zoning plan revisions are difficulties with putting provisions development around railway stations. projected in the vicinity of the stations. given by the cantonal guiding planning For example, between 2011 and 2015, In the Zurich–Basel corridor, a similar into action. The personnel resources in the Zurich–St.Gallen corridor, seven trend can be observed (see Fig. 14). are restricted, especially in the zoning changes within 300 m around Only one community has delimited the smaller communities, and experience the railway stations were carried out by building zone by rezoning a land parcel is limited regarding redevelopment small and mid-sized communities. Most into a non-building zone in the period (ETH Zurich, 2013). However, ongoing of these changes led to extension of the 2011 to 2015. and projected revisions of building building zones or better use of legally land-use plan revisions within the period 2011 - 2020 Zoning changes within 300 m around stations
6 5 Designation to the building zone 4 Rezoning to other building zones 3 (2016-2020) 2 Rezoning to higher density Rezoning to non-building zone Number of stations considered 1 (2011-2015)
Figure 14. Zoning revisions in 2011-2020, considering zoning changes within 300 m around 22 stations (Source: Authors | Data: see appendix I)
In addition to being potential focal between cantons. In the Canton of Bern, intermediate stations, this can result points for urban development, stations for example, bus services are planned in asynchronous train departures for also act as hubs between rail and and ordered by the canton, while in the opposite directions of travel and, in bus services. Accordingly, community other cantons, the agglomerations some cases, impede the hub function authorities expect that attractive or communities carry out this task of stations in small communities. connections between local buses (AöV, 2014). However, regional train Such cases are typical, especially for and the rail network will be provided. schedules are usually oriented to small communities dealing with the The responsibility for funding and major rail hubs in order to offer good contradictions between higher levels organising community bus lines differs connections to the rail network. At of planning and local particularities. 3.5 SBB
The Swiss Federal Railways (SBB) while Infrastructure provides the Division manages all properties owned operates 60% of the Swiss Rail network. railway installations used by the by SBB. Thus, the SBB Real Estate The corporation is subdivided into four Passenger and Freight Divisions. The portfolio covers a wide range: from divisions: Passenger, Freight/SBB Infrastructure Division is in charge of maintenance depots through office Cargo, Infrastructure and Real Estate. railway installations, such as tracks and complexes to station buildings and The Passenger Division is responsible signal boxes, as well as platforms and diverse structures. The portfolio also for the operation of passenger trains, passenger access routes. The division’s includes properties used for P+R (Park including commuter trains and long- tasks include planning, construction, and Rail), areas used by SBB Cargo distance trains. SBB Cargo handles operation and maintenance of these and empty sites. Special strategic the organisation of freight transport, railway installations. The Real Estate goals were formulated by the Federal
25 Challenges and Chances for SBB in Small and Mid-sized Communities
Government and delegated to SBB against People with Disabilities proximities, is coordinated in an overall Real Estate. The main task requires (Behindertengleichstellungsgesetz) of perspective (Gesamtperspektive) the affiliate to design its stations in 2002 (BehiG, 2013), SBB Infrastructure (Stöckli, 2015). The fields of this an attractive way, develop them into is still investing personnel and financial instrument are considered to be the customer-friendly service centers resources in the enhancement of future rail infrastructure development, and facilitate rail access. Another platforms and disabled-friendly the future transport offer and urban aspect of the task is to coordinate the platform accesses. Moreover, currently area developments. The long-term development with the cantonal and inadequate stations, such as Bern or development of railway system communal authorities. In addition, Winterthur, will be expanded to adapt hubs through the omission of area the Federal Government expects an to the increasing number of station developments is coordinated in active portfolio management and a users. Except for major stations and master plans (Rahmenplan), for profit-oriented development of SBB‘s important rail hubs, the majority of instance, in Winterthur. On behalf estates and properties (UVEK, 2015a). stations already have appropriate of SBB, communication with 49 The Real Estate Division has to transfer station access for the future. Thus, communities is currently managed 150 million Swiss francs annually to from an Infrastructure Division point systematically using the partner the Infrastructure Division. In addition, of view, extension projects, such as the management system (ibid.). The Real Estate has to pay contributions improvement of platform accessibility purpose of partner management is to the recapitalisation of the pension to surrounding development potentials, to coordinate the communication fund. are neither mandatory nor priority. using a designated contact person Therefore, the funding of such projects and a common communication The Federal Government also has to be ensured by community platform (ibid.). However, these assigns special strategic goals to contributions or by sponsorship from instruments concentrate solely on the SBB Infrastructure Division. specific funding schemes, such as major communities. The coordination These goals include an adequately agglomeration programmes. with small communities is grounded maintained infrastructure as well as on project-based collaborations. customer-friendly access for goods SBB Infrastructure and SBB Real Unfortunately, a systematic and passengers to the rail network. Estate are compulsory partners in coordination of station development The scope for the investments the planning of station development in small and mid-sized communities of SBB Infrastructure is strongly projects in communities. Today, is missing (see Fig. 15). driven by an implementation of three instruments are used for the extension projects and regulations. coordination of different actors and For instance, to fulfil the Federal Act interests. The long-term development on the Elimination of Discrimination of railway system hubs, including its
Figure 15. Actors-network on station development (Source: Authors)
26 4. Summary of Preliminary Findings
4. Summary of Preliminary Findings
The overview shows that the SBB rail outside the agglomerated areas, while redevelopment by implementing network is in a continuing period of reserves within the agglomerated building zone revisions in direct vicinity investment and network expansion. areas will remain limited (see Fig. 21). to their stations. However, bottlenecks are already In 2014, on average, 36 m2 per space occurring in the network. Several user were available for development It is clear that the SBB, as a stakeholder, network sections are operating in each community, while an average requires the Infrastructure and Real at maximum capacity. An analysis of 54 m2 was available in rural Estate Divisions to be profit-oriented. for 2025 that considers the funded communities without urban character Both can take a leading role to stimulate extension projects and the future and just 21 m2 in core communities development, but only if this meets their schedule reveals that bottlenecks will of agglomerations (Fig. 12). Further business goals. In recent years, their continue in the study area of the intake reserves are also owned by the SBB, business activities were focused on the areas to Zurich and Basel. Only major which is one of the main landowners development of real estate properties infrastructure extensions could create in Switzerland. Within the study area, in the agglomerations. On the basis additional train routes for these critical the properties comprise a total of of the proposed analysis of reserves sections. Without these improvements, 1`830 ha, of which 540 ha are owned by around the stations of small and mid- additional passenger services could SBB Real Estate. With 250 ha, almost sized communities, the SBB Real only be introduced on medium-use half of SBB Real Estates properties Estate Division needs new parameters sections, such as Olten–Biel or are located in small and mid-sized in order to determine the location of Winterthur–St.Gallen, and only under communities. To assess if a population possible business opportunities in consideration of schedule restrictions. spillover into regions with extensive future. Furthermore, a strategy should building zones will occur in future, a be submitted for the future handling Population prognoses published by better understanding is needed of the of stations in small and mid-sized the real estate consulting agency position and extent of reserves around communities. Since collaboration and Wüst+Partner (2015) show that two- the railway stations in small and mid- negotiation between the communities thirds of the estimated population sized communities. and the SBB is needed for railway growth up to 2025 is expected to station projects, this can help identify affect the 91 core communities of the The Federal Council identified the need the most promising stations for future agglomerations. The other one-third for redevelopment and an economic development, as well as improve of population growth is expected to use of land as a key medium-term collaborations with communities by spread over 234 other communities, of challenge up to the year 2030. The concentrating the available resources which the 54 rural communities without correlating strategy ’redevelopment on auspicious projects. urban character are not expected to before new development’ is increasingly have any population growth. The real embedded in the cantonal guiding estate sector expects the section plans. However, communities still have Olten–Biel, for instance, to have only a difficulties with putting the provisions slight population growth (see Fig. 24). given by the cantonal guiding plans into operation. At the same time, evidence The overview of the available building shows that community authorities are zone reserves clearly shows, however, concerned with urban development that substantial reserves are available around railway stations and facilitate
27 Challenges and Chances for SBB in Small and Mid-sized Communities
30 5. Analysis
5. Analysis
Based on the findings from the general assessment and overviews in previous chapters, this chapter presents the main problems related to an integrated spatial and railway development, especially in small and mid- sized communities.
5.1 Study Area Previous studies have shown that there our study, the larger context consists case studies. Studying settlement and is significant development potential in of regions along the railway networks railway corridors together will lead small and mid-sized communities; where the inhabitants and employees to a simultaneous railway and spatial however, a coherent planning vision is of such regions are potential railway analysis and better coordination, still missing (Grams, 2015). To prepare passengers. Therefore, five groups making it easier to diagnose potential for current and future conflicts in the of communities that are connected development spots as well as problem study area requires classifying the by the same railroads have been areas. This approach provides more communities that indicates the size, chosen for study (Figure 16). This flexibility and wider maneuverability typology and professional planning approach has some benefits, such in trying to resolve problems. status in each target community. as the comparability of communities with different characteristics, which The communities located in the It is also important to consider such will later help assess potential Zurich–Basel corridor have a wide areas within their larger context. In settlement corridors based on pilot range of characteristics, however, the
05 10 20 30 40 Kilometers Schaffhausen ZH-SH Basel ZH-BS ZH-SG
St.Gallen OL-BS
Zürich ZH-OL Olten ZH-ZG OL-BI Zug
Biel/Bienne Railway with station Communities assigned to the respective corridor
Figure 16. Five group of communes connecting to Zurich by railroads (Source: Authors | Data: Swisstopo, 2015a)
29 Challenges and Chances for SBB in Small and Mid-sized Communities
corridor itself can easily be divided Zurich–Basel, which topography and by the ARE (Swiss Federal Office of into three sections. Furthermore, spatial patterns of the settlements vary Spatial Development), the diversity of smaller sections provide a more considerably. communities is visible in each section detailed analysis and more specific (see Fig. 9) (BFS, 2014). suggestions (Figure 17). But it must The variety of communities along each be noted that the sections do not of the railway sections range from represent homogenous areas with agglomeration core communities similar community characteristics. to rural communities without Therefore, we focus on the sections urban characteristics. Using the instead of the entire corridor to avoid classification of Swiss communities complexity, especially in the corridor by urban characteristics conducted
Station situated in a small/ Schaffhausen mid sized community (N total: 66) Neuhausen Corridor section terminals n arte g Neuhausen Rheinfall u A Rafz N=8 gst en u f n lin Hüntwangen-Wil e Basel isera einfeld mp orf al hen haus Ka Rh RheinfeldenMöh Mu Eglisau d c kon s tth ch rs tti orf hlikon e d nter c a wil Stein-Säckingen Niederglatt s u rn a s Kemp Räters Scho Elgg Aa G Es Si Uzwil Fl Frenkendorf- ken Ba Füllinsdorf Ei Oberglatt rick N=14 F Rümlang N=12 Lausen Brugg AG St.Gallen Dietlikon N=6 Itingen Schinznach Bad Turgi Sissach Holderbank Gelterkinden Biel/Bienne Olten AG Neuenhof N=14 Tecknau Wildegg N=9
u h h e n l Zürich ch en r p rg a g a ip te ten SO en holzn A i l gna i s niken zbu ing Kilchberg t erb h ä erd en SelzBellacttis ei er en rs PieterlenL Bettlac D uc DullikenD pperswi n d Oensingenb Hägendorf nw u L Mägenwil N=3 ch-A a Nied er Egerkingen R a hma Rüschlikon b en Ob höne Ot ter Sc ng Wangen bei O ingen Heitersberg Lu l Oberrieden Dorf Wa el M wangen-Spreitenbach ill K Zug
Figure 17. Seven railway sections and the corresponding stations in small and mid-sized communities (Source: Authors)
Seven railway sections are chosen to investigate the ways that different railway connections can influence the small and mid- sized communities. However there are stations with various functionalities in each section. The questions is what criteria should be considered to change or retain the railway station functionality in the network.
30 5. Analysis
Sections Number of Number of Small & Number of Small and Mid-sized Communities Mid-sized Communitie s Communities with Station 1 Zurich-St.Gallen 36 25 (69%) 10 (40%) 2 Zurich-Schaffhausen 31 28 (90%) 7 (25%) 3 Zurich-Zug 15 9 (60%) 3 (33%) 4 Zurich-Olten 59 54 (92%) 9 (17%) 5 Zurich-Basel 79 74 (94%) 14 (19%) 6 Olten-Basel 39 38 (97%) 6 (16%) 7 Olten-Biel 66 65 (98%) 14 (22%) 8 Total 325 293 (90%) 63 (23%)
Source: Table 1. Overview of the communities based on the population classification (Source: Authors | Data: BFS) 5.2 Definition of Small and Mid-sized Communities
Although population density is the relevant to urban economic and urban characteristics of different Swiss classic criteria for the statistical industrial activities. In this study, we communities (BFS, 2014). What the definition of a city, adding the number have developed our classification BFS has produced includes not only the of employees would link this definition based on the definitions of the Swiss number of inhabitants and employees, to other aspects of cities that are Federal Office of Statistics (BFS) for the but also the equivalent number of
05 10 20 30 40 Kilometers
Schaffhausen
Winterthur Basel St.Gallen
Aarau Zürich Olten
Solothurn Zug
Biel/Bienne Corridor railroads Communities grouped according to number of inhabitants Small communities (below 2`000 inhabitants) Large communities (13`000 - 50`000 inhabitants) Mid-sized communities (2`000 - 13`000 inhabitants) Very large communities (over 50`000 inhabitants)
Figure 18. Classification of the communities alongside the corridor railroads based on the size (Source: Authors | Data: BFS, 2014)
31 Challenges and Chances for SBB in Small and Mid-sized Communities
overnight stays at hotels and resorts we have considered communities inhabitants is addressed in this by tourists. This variable is called EBL, with an EBL above 20`000 as large or research instead of the EBL. which stands for residents (Einwohner), very large communities (BFS, 2014). employees (Beschäftigte) and overnight Therefore, the target communities An integrated spatial and infrastructure stays (Logiernächte). in this study consist of the EBLs development is a multi-faceted issue below 20`000 (Figure 18). In this and requires different data. In this EBL= Residents + Employees + study area, the communities with an section, possible opportunities and (overnight stays * 2) / 365 EBL below 20`000 are coincidentally conflicts of this multi-faceted topic are the same as the communities with presented for these aspects: planning The factor 2 is used because of below 13`000 inhabitants. Therefore, processes, land reserves and number double counting of the day or night for simplification, the number of of SBB properties. population. According to this formula,
5.3 Research Aspects
Spatial Development Population Development Services Facilities
Guiding Plan “Richtplan“
- BFS population projection - ARE Typology - SBB Timetable - Mobility Hubs - W+P population projection - Raum+ Data - Modal Split - P&R Context - B&R
- Population projection - Interview with mayors - Network analysis - Station area based on land reserves (‘MuniTalks‘) - Neighboring - Inquiry for future number - Catchment area analysis settlment conetext Content of employees - Density analysis
- Finding the settlement threshold limit (potential areas or hot-spots of future population growth) - Recommendations for the railway station redevlopment (based on the level of service and cummunal features) - Finding a how-to solutions for mid-sized communities to better collaborate with SBB (besides formal Results planning instruments)
Figure 19. Different aspects of the research topic and major approaches (Source: Authors)
provided the basis for the formulation decision-making for railway station 5.3.1 Planning of our methodology, which forms the development, the development of ’context’ of this research. In order to railway station data is more complex. Procedure develop further analyses, new data and This complexity is increased again methodology were also initiated during when the data is required for research. Most of the information related to the project to enlarge the ’content’ of In the following chapters, we try to the 325 communities in the study this research. relate different types of data and was collected from the SBB data, synchronize them, in order to provide federal offices or special initiatives, As different actors and stakeholders homogeneous and comparable case such as the Raum+ projects. This data are involved in the process of studies.
32 5. Analysis
5.3.2 Land Reserves
05 10 20 30 40 Kilometers
Schaffhausen
X Winterthur Basel St.Gallen
X X X X X X X X X X X X X Aarau X X Zürich X X X XX X X X Olten X X X XXX X X X X XX X X X X X X X X X X XX X X X X XX X X X X X X Solothurn X X X Zug X X XX X X Biel/Bienne Reserves per space user Other 1 m2 50 m2 200 m2 X no data Corridor railroads Communities grouped according to number of inhabitants Small communities (below 2`000 inhabitants) Large communities (13`000 - 50`000 inhabitants) Mid-sized communities (2`000 - 13`000 inhabitants) Very large communities (over 50`000 inhabitants)
Figure 20. Overview of the available land reserves per space user within the study area (Source: Authors | Data: see Appendix I)
² 60 Data on the amount of available land reserves is not 50 transparent in all target communities. Although data about
reserves is provided in some cantons, the definition of land 40 average: 36 m² reserves varies from one canton to another. We have chosen Raum+ data as the basis for the land reserve analysis and 30 chosen similar categories from the other cantonal data. Figure 20 illustrates the distribution and the amount of 20
land reserves per space-user, e.g. inhabitants, employees 10 and travellers who stay over night in the study area. The Canton of Solothurn has not provided any data on its land 0 52m² 28m² 11m² 6m² reserves. Nevertheless, we compared the significant amount user in m per space Land reserves of reserves located in the small and mid-sized communities, especially in the western corridors.
The bar chart in Figure 21 indicates the available land reserves in different classes per space-user, which provides Small communities Large communities a setting for a fair comparison. It also shows the limitations Mid-sized communities Very large communities of accommodating additional population in large and very (below 2`000 inhabitants) (over 50`000 inhabitants) (2`000 - 13`000 inhabitants) large communities without considering the potential in (13`000 - 50`000 inhabitants) smaller communities. Figure 21. The amount of available land reserves in m2 per space user in different types of communes (Source: Authors | Data: see Appendix I; BFS, 2014)
33 Challenges and Chances for SBB in Small and Mid-sized Communities
0 50 100 200 400 Meters
300m-radius around the railway station Free parcel Station building Park & Rail Circulation area and bus stops Tracks and infrastructure Industry, cargo and storage Other Land reserves owned by others
Figure 22. An example of the current use of SBB Real Estate properties in six main categories (Source: Authors | Data: Swisstopo, 2015a; SBB Real Estate)
Free parcels indicate the land parcels 5.3.3 SBB Properties available for further development. Naturally, the railway station In addition to the general land reserves, buildings, bus stops and circulation there are also some land reserves areas are essential elements and belonging to the SBB Real Estate parts of the currently functioning Division. Although these land reserves stations. Technical, industrial and are often strategically located, many infrastructural lands are among the of them are not considered in the not-developable parts of the land. zoning plan of small and mid-sized communities. To provide informative In the following chapters, the data for the current use of the land main focus is on the free parcels owned by SBB Real Estate, aerial belonging to SBB Real Estate that images (Swisstopo, 2014a) along with are immediately available for further data on the boundaries of the properties development. These parcels have (SBB Real Estate) was used to identify double-faced importance for both SBB the land parcels. Figure 22 shows the and the community authorities, while six categories developed to distinguish there are potentials for a collaborative developable and available land parcels town center redevelopment or denser from the already functioning and not- housing areas in such well located land developable properties. parcels.
34 5. Analysis
5.4 Corridor Analysis
From a spatial planning perspective, the railway sections available for Station development in the study area Station have different characteristics. Station This is important mainly for their attractiveness and how they can fulfil the housing demand of the small and mid-sized communities in each defined railway section. Figure 23. Schematic sketch of the corridor analysis scale (Source: Authors)
According to the Wüst+Partner data, the population growth of small and mid-sized communities along railway Focusing on the land reserves and housing demand of the small and corridors will vary from one section to in this analysis the following mid-sized communes in each defined another due to differences in housing areas are recognized: railway sections. For instance, based demand, the number of small and mid- (Innenentwicklungspotenziale), which on the current regulations there are sized communities in each section, are unbuilt areas within the building available land reserves for additional and distance from the agglomeration zone with an extent of at least 2`000 m2; 9`000 inhabitants in section Zurich centers, particularly Zurich and empty sites (Baulücken), which are - Olten until 2025. Also based on the Basel. Figure 24 shows the population unbuilt plots within the building zone, population projection, 6`000 more projections from Wüst+Partner data encompassing an extent of less than inhabitants will be accommodated in and the available land reserves within 2`000 m2; new development reserves communities alongside this section. the official building zones of the small (Aussenreserven) for an extent of at Therefore the section has enough land and mid-sized communities that have least 200 m2, which are located within reserves until 2025. the potential to accommodate new the legalized building zones. The reason residents and be available by 2025. is mostly because of the attractiveness
Reserves (Inhabitants) Demand 63 communities (living zones) 22’000 - 68’000 pers. 37’000 pers. Schafhausen
Basel
St.Gallen
Biel/Bienne Olten Zürich
7 Railway sections 66 stations in small/mid-sized communities Corridor section terminals Reserves (2’000 inhabitants per symbol)
Zug Demand (based on pop. projection 2025)
Figure 24. Population growth and inhabitant capacity based on available reserves until 2025 (Source: Authors | Data: W+P, 2015; see Appendix I)
35 Chances and Challenges for SBB in Small and Mid-sized Communities
38 6. Research Results
6. Research Results
There are 63 small and mid-sized Swiss communities as the objects of investigation located alongside 7 important railway sections in this research. This chapter addresses current concerns as well as future development possibilities in the close vicinity of the railway stations in these communities (300 m radius distance from the railway station) from spatial development perspective.
6.1 Pilot Corridor Findings
Pilot case study is a preliminary study of case studies before starting on has a station. Treating the stations as conducted on the small group of cases the study of 63 small and mid-sized nodes, it also serves a larger catchment in order to evaluate feasibility and communities. After completing an area. This catchment area provides time. In this research corridor Zurich- overview of the different community potential passengers and railway users St.Gallen is defined as the pilot types in our case study, the final for the stations along the corridor. If we corridor. The information gained from methodology was applied to all the include this catchment area, the pilot its study was used as the basis for case studies. The railway corridor from corridor then services 35 communities. other corridors. Zurich to St.Gallen was chosen for the Based on our definition, 25 of these pilot case study. communities are small and mid-sized 6.1.1 Strategy communities (see Table 1, chapter 5). The Zurich–St.Gallen corridor connects We chose to concentrate on developing 19 communities directly along its One of the most crucial tasks in research criteria for a smaller set railway line, where each community integrated spatial and infrastructure
Winterthur Aadorf Elgg o Wil (SG)
Kloten Uzwil Sirnach X X St.Gallen Gossau (SG)
Illnau-Effretikon Flawil
Dübendorf Zürich 0 4.5 9 13.5 18 22.5 Kilometers
Communities Stations (daily passengers, DWV 2012) Large and very large communities 400 - 1 500 o Planned station
Small/medium communities not visited 1 501 - 5 000 X Closed station
Small/medium communities visited 5 001 - 20 000 Corridor railwaylines
Influence area of the visited communities 20 001 - 415 000
Figure 25. Visited communities for MuniTalks in addition to the passenger frequency - Pilot corridor (Source: Authors | Data: SBB, 2015; BFS, 2014)
37 Challenges and Chances for SBB in Small and Mid-sized Communities
development is to find the proper method is more suitable for an perimeters for investigation and integrated infrastructural and spatial planning. Here, the main question is if development study, there are practical the regular governmental boundaries difficulties shifting from community are the best perimeter for spatial boundaries to catchment areas. For and transportation planning. For our example, from one community to Legend purposes, we examined government another, the data is not homogenous Built area boundaries, such as communal or or sometimes not even available. Central district cantonal boundaries, to see if they would However, although we initially Land reserves SBB real estate properties still function in an integrated analysis. analysed the pilot corridor (Zurich– If the results of this examination were St.Gallen) based on catchment areas, 300m-radius distric of the railway station negative, then we would need to define a for the other six corridor sections, we Figure 26. Station+ general scheme (Source: new perimeter based on the catchment followed the community and cantonal Authors | Data: Appendix I) area or influential region of the railway boundaries. This is mainly because stations. gathering data for the other areas is the corresponding focus areas in the tough and time-consuming. Finally, to following sections of this chapter. The terms catchment area and influential obtain a consistent analysis, all seven region might seem similar in definition, corridors were examined using the but these are two different concepts. community boundaries. + The catchment area represents the 6.1.3 Station Method: settlement area around the railway stations, where railway users live and 6.1.2 Interviews with We delimited the study perimeter work. Therefore, it is necessary to have Local Authorities to the vicinity of the railway station an estimate of the number of railway for the investigation of the different users for future planning purposes. (Municipality Talks: features of the railway stations in An influential region is the area that Munitalks) the chosen communities. While this could be influenced by the impact of a research focuses on the opportunities transport infrastructural node (in this To discover the potential and the and challenges for SBB, the main case, a railway station). Settlements conflicts of railway stations in small and concentration is on SBB stations are highly responsive to any change mid-sized communities, we conducted and the properties belonging to SBB. in railway network connections. For interviews with community authorities Analysis showed that most of the instance, any change in the timetable or and experts. Interviews with the mayors properties of SBB’s Real Estate Division stop frequencies might not only change (Gemeindepräsidenten) helped clarify are located within a 300 m radius of the the influential region physically, it might the expectations regarding future railway stations. Therefore, a radius of also affect transportation mode choice. settlement growth of the communities 300 m around the railway station has In general, both catchment areas and as well as their expectations regarding been empirically considered for the influential regions could conform to the railway station development. For this further investigation of all 63 small governmental boundaries. However, part of the research, we met with and mid-sized communities. This this actually happens rarely, especially 7 community authorities from the pilot approach allowed all the cases to be when the station is located at the edge of corridor (see Fig. 25) and from three spatially analysed in the same scale, a governmental boundary. In this case, communities in other corridors. The regardless of the size of the community. both catchment areas and influential initial results were incorporated into It also provides a baseline for further regions could cover the neighbouring settlement area by crossing the respective governmental boundaries. Catchment area or communal boundaries? What is the proper In this investigation, we first perimeter to study mutual effects of railway station examined the information to define development and spatial growth in small and mid-sized the catchment area. Although this communities?
38 6. Research Results
comparison among the investigated This method simplifies the conceptual One of the most significant attempts in properties. grasp of the space around railway analyzing the pilot corridor is a detailed stations in small and mid-sized investigation in the influential region, This approach also helps mainly in communities. By illustrating these as well as on the local scale. Figure exploring the location of railway stations figures alongside the railway corridor, 27 shows different scales of analysis in the surrounding neighbourhoods. In a quick overview of the station typology implemented only in the pilot corridor. addition, it reveals information on SBB can be presented in each direction. It was hardly possible to implement this properties and estimates the amount of For instance, Figure 33 shows an detailed investigation for all 66 stations land reserves in the immediate vicinity overview of railway stations in the pilot in a one-year project. However, some of the railway stations. Using this railway corridor Zurich–St.Gallen. of the general issues and concerns are method, spatial discussion analysis was This schematic figure shows a variety still valid for similar communities with developed based on: a) the location of of railway station types in a corridor. the same typology for other railway stations in relation to town centers and Station+ typology is the basis of our sections. Through this initial typology, official building zones, b) the amount analysis in this chapter. In total, it was possible to simplify the results of land reserves, and c) potentially there are 66 railway stations, each for such a large study area (seven developable SBB properties in a 300 m represented by a schematic sketch, sections). radius of the railway stations (Fig. 26). shown in seven different corridor sections. 6.2 Three Focus Areas
We focused on the three areas of Uzwil, as a ’core agglomeration center’ (Fig. the community being somewhat Aadorf and Elgg in order to have clearer 9, chapter 2). Because of Uzwil’s great passive in processes of decision- image of opportunities and conflicts in potential, this is the first community making, especially in local politics. It the small and mid-sized communities. where the catchment area analysis is crucial to be aware of this situation The cases are chosen from the pilot and the Station+ initiative was applied. when redevelopment of the railway corridor. Good documentation of the data and station or other changes in the railway information is the strength of planning corridor capacity or functionality is 6.2.1 Focus Area - Uzwil in this community. Since Uzwil is in the the issue. Considering the catchment Canton of St.Gallen, we have Raum+ area of Station Uzwil, six communities The community of Uzwil is one of data (Fig. 10, chapter 2). However, are assumed to provide passengers the important nodes in the Zurich– the community does not have a full- for this station. Table 2 shows these St.Gallen corridor. Among the BFS time planning professional in the communities and their population in categories (2014), Uzwil is classified local government. This can result in 2013. As shown in Table 2, the catchment
Figure 27. Schematic sketch of all analysis scales for pilot corridor (Source: Authors)
39 Challenges and Chances for SBB in Small and Mid-sized Communities
0 km 1 2 3 4 5km
Niederhelfenschwil Min +210 Max +810
Zuzwil Min +140 Max +530 Niederbüren Wil (SG) Min +40 Max +150
Uzwil Min +680 Max +2470 Oberbüren Min +200 Max +780
Jonschwil Min +130 Oberuzwil Min +320 Max +480 Gossau (SG) Max +1160
Flawil Min +540 Max +2030 Population density Min/max growth of Accessibility by public transport inhabitants/km2 population in % (ÖV-Güteklassen gemäss ARE) <100
100 - 250 30% B 250 - 400 20% C 10% 400 - 550 D Degersheim Min +300 550 - 900 No public transport Max +1050
Figure 28. Catchment area of Station Uzwil & Flawil and potential additional inhabitants based on the available land reserves (Source: Authors | Data: Appendix I) area consists of around 28`000 businesses and retail stores moved Although the railway station stimulated inhabitants, while Uzwil alone has from the historic town center of Uzwil settlement development in both Uzwil around 13`000 inhabitants (BFS, 2014). to the railway station neighborhood. and Oberuzwil, the railway tracks also Since some of these communities are Nowadays, the historic town center still worked as a strong physical barrier, also in other stations‘ catchment areas, preserves its cultural and educational disconnecting the two sides of the e.g. Zuzwil, Jonschwil, Oberbüren, we legacy, while commercial and service settlement area. There is only one used one-half of the population total in providers are located mainly in the underpass for pedestrians and one our calculation for the catchment area fourth town center around Station for motorised traffic to link the two inhabitants of Station Uzwil. Uzwil (Interviews, Uzwil). settlements. Meanwhile, there are many residential and industrial areas The settlement structure is concentrated in a linear area connecting four town centers in 2013 2025 three villages, including Oberbüren, 13‘624 Uzwil and Oberuzwil (see Fig. 29). 6‘632 Historically, there were three town 3‘234 centers in this district, each belonging 5‘490 to one town. By introducing the railway 4‘384 station at the edge of Uzwil community, 4‘238 the fourth center emerged north of 30‘546 the railway station. Over time, the settlement structure developed in Table 2. Population growth in catchment area of Station Uzwil; 2013 a way that improved accessibility to status and 2025 projection (Source: Authors | Data: W+P, 2015; BFS, 2014; the railway station. Gradually, main ARE, 2015)
40 6. Research Results
in the vicinity of the railway station, which makes the location of station very strategic for development.
A 2013 population projection for the catchment area of Uzwil Station showed that approximately 2`000 additional inhabitants are expected by 2025. Around 1`000 of the new population will be accommodated in Uzwil itself (Table 2). Thus, demand for redevelopment will be higher than expected in Uzwil and will need more activation of land reserves.
Needs and requirements When we consider the potential in relation to population growth and the Uzwil Station amount of available land reserves in Catchment area of Uzwil Uzwil and its catchment area, it is clear Station (ofcial Boundaries) that new demands and requirements Main Settlement (Uzwil) will arise. Having a large industrial 0 123 Km district, and two important educational centers (national and regional levels), in Figure 29. Main settlement region in catchment area of Station Uzwil (Source: Authors) addition to the forthcoming residential and business development, Uzwil will Opportunities and conflicts require office buildings and service Due to the strategic location of the Legend Built area districts, which are currently missing in railway station, properties around Central district Uzwil and its surroundings (Gemeinde and close to the railway station have Land reserves Uzwil). Although there is a commercial significant importance. A significant SBB real estate properties town center parallel the Bahnhofstrasse amount of land parcels around the
next to the railway station, there are railway station mostly in the eastern 300m-radius distric of the railway station Uzwil N some settlement areas that are distant side belong to SBB Real Estate. To from the central district on the far side overcome the problem of railway tracks Figure 30. a) Station+ categories in Uzwil Station; + of the railway tracks. This relates to as a physical and land use barrier, there b) Station scheme in Uzwil Station (Source: Authors | Data: Appendix I) both land use planning and accessibility are two means open to SBB Real Estate: level. If the railway tracks function as a physical barrier on the local scale, then 1. by negotiating the use of these There are mutual benefits in both a solution will be needed, perhaps a properties in the Uzwil Structure options for SBB and the Community second underpass more in the direction Plan, of Uzwil. A second underpass was of the northern part of the railway already discussed with the community station. This new accessibility could or authorities (Gemeinde Uzwil, 2015), also affect the land use pattern and however, in 1992 the voters refused the attract more commercial businesses 2. by cooperating in the redevelopment implementation. and services to the remote side of the of the neighbourhood with the railway tracks. Community of Uzwil (Gemeinde Uzwil).
41 Challenges and Chances for SBB in Small and Mid-sized Communities
6.2.2 Focus Area - Aadorf
The problem of the physical barrier Legend Located in the Canton of Thurgau, is still valid in both stations. The Built area Central district Aadorf is another example of a mid- railway tracks keep the town center‘s Land reserves sized community from the pilot activities and main commercial SBB real estate properties corridor. The community has two uses in the northern part of Aadorf railway stations: Aadorf Station and Station. In contrast, on the other side, 300m-radius distric of the railway station Aadorf Guntershausen Station. Currently, both there are only peaceful residential N stations have the same number of train neighbourhoods. Figure 31. a) Station+ categories in Aadorf stops, however, the characteristics of Station; b) Station+ scheme in Aadorf Station the neighbourhoods around these two Needs and requirements (Source: Authors | Data: Appendix I) stations are different. In Aadorf, the The community is expected to face commercial district of the town borders growth of around 1700 additional on the railway station and connects inhabitants in the next 10 years. This The future settlement growth of the station to the northern parts of the will require planning from the early Aadorf will not be oriented towards settlement. But, in Guntershausen, stages. Guntershausen. The tendency is not there are no specific commercial or to overcome the physical barrier service businesses around the railway Opportunities and conflicts of the railway tracks and connect station, and the station currently The upcoming developments are taking the northern part of the town to the functions as a stop only for the place in the northern parts of the town, southern part. neighbouring housing areas. putting pressure on the communal official building zone.
6.2.3 Focus Area - Elgg
to the large urban centers, such as The community of Elgg is another Winterthur and Zurich. This caused Legend Built area example of a mid-sized community. a decline in the historic town center, Central district Since Elgg is located in the Canton which previously provided basic needs Land reserves SBB real estate properties of Zurich, the planning gap between like grocery stores and other amenities. the cantonal and community levels is Now there is an opportunity to revitalise more profound. Elgg is located at the the town center around the railway 300m-radius distric of the railway station Elgg cantonal border, thus providing good station, so that commuters and citizens N railway accessibility (and fair offers for could shop or obtain services before Figure 32. a) Station+ categories in Elgg Station; + tickets into the Canton of Zurich) for or after work. However, the official b) Station scheme in Elgg Station (Source: Authors | Data: Appendix I) other towns in neighbouring cantons. building zone is very restricted and However, it has a low priority on the does not allow filling this gap around cantonal level of planning, which puts the railway station with development. Elgg in a passive role regarding its In addition, Elgg needs the power to without compensation for the land future. Moreover, the location of the preserve the unique identity of its selected. Within the community, the station is remote from the historic cultural characteristics in order to land reserves for the next 5–10 years town center of Elgg and the local bus avoid becoming a commuter town. are located in the most southern part of connection only links the railway station town. At this location, new settlement to one side of the settlement areas and development would not have access to functions as a physical barrier. Opportunities and conflicts the railway station. The conflict is that Much of the agricultural land is in a the strict agricultural land initiative and Needs and requirements very close proximity to the railway the boundaries of the official building An improvement in the railway station. The cultural land initiative zone prevents compact development connections and other means of (Kulturlandinitiative) is very strict in the around the railway station, which could public transport in Elgg resulted in Canton of Zurich, and does not allow serve as a transport hub and a potential an increasing number of commuters development of agricultural lands alternative for the town center.
42 6. Research Results
6.2.4 Pilot Corridor Results: Zurich - St.Gallen
Kilometer 0 2.5 5 10 15 20
Winterthur
Wil
Dietlikon St.Gallen Gossau
Bassersdorf
Zürich
Agglomeration core com. (principle core) Communities oriented to multiple-core Railway stations in small & mid-sized com. Agglomeration core com. (secondary core) Core communities outside of agg. Main nodes Communities in commuting zone Rural communities
ZH SG
Dietlikon Bassersdorf Kemptthal Räterschen Schottikon Elgg Aadorf Guntershausen Eschlikon Sirnach Uzwil Flawil
Built area Central district Land reserves SBB real estate properties
Figure 33. Corridor review: Zurich - St.Gallen (Source: Authors | Data: Appendix II) a) BFS typology in small and mid-sized communities; b) Schematic Station+ sketches in small and mid-sized communities - Pilot corridor
Excluding the large and very large communities of the agglomerations, Also, the chart in Figure 34.a indicates communities, Figure 33.a illustrates while there are profound differences there are land reserves available for the small and mid-sized communities in terms of population, settlement 450–1`400 more inhabitants in close in the pilot corridor (ZH–SG), based structure and infrastructure. Other proximity to the 12 railway stations on the BFS typology. The variety of factors, such as available land (300 m radius) in this corridor. community types, from rural to the reserves, population projections, Considering the role of the SBB in the core community of the agglomeration, passenger prognoses, location of potential development of these areas, is distinct in this frame. Here, this the stations and the SBB properties the pie chart in Figure 34.b shows the typology is considered as a very general were investigated using the Station+ current use of SBB properties around background, since there is a need for method (Fig. 33.b). Figures 33.a and the case studies in the ZH–SG corridor. a more detailed analysis. For example, 33.b together better illustrate the the communities of Uzwil and Sirnach main differences between the railway have been both designated as core stations in different communities.
SBB Real Estate Properties
?7<4):"@ . A:B#" *0, !"## %&"'#() ≈450-1’400 additional inhabitants '&"=6 **, *+, 21 ha
9:&567 ;43(<37= -./ >, 01, 1 ha 2 ha 1 ha 23"'4(&567 8"#& 0+, (ha)
Figure 34. Corridor results: Zurich - St.Gallen (Source: Authors | Data: SBB, Raum+ and cantonal data) a) Development potentials within 300m-radius of the stations in all small and mid-sized communities; b) Current use of SBB Real Estate properties within 300m-radius of the stations in all small and mid-sized communities
43 Challenges and Chances for SBB in Small and Mid-sized Communities
6.3 Corridor Results
Kilometer 0 2.5 5 10 15 20
Rheinfelden Möhlin Stein-Säckingen Basel SBB IC/EC Pratteln
Frick Turgi Brugg Baden Liestal
towards Zurich Agglomeration core com. (principle core) Communities oriented to multiple-core Railway stations in small & mid-sized com. Agglomeration core com. (secondary core) Core communities outside of agg. Main nodes Communities in commuting zone Rural communities
BS ZH
Eiken Kaiseraugst Rheinfelden Rheinfelden Möhlin Mumpf Stein-Säckingen Frick Schinznach Holderbank Wildegg Brugg Turgi Neuenhof Augarten
Figure 35. Corridor review: Zurich - Basel (Source: Authors | Data: Appendix II) a) BFS typology in small and mid-sized communities; b) Schematic Station+ in small and mid-sized communities
Chapter 6.3 shows the result for the between two dense agglomeration land reserves belonging to the SBB other six railway sections, which were cores (Fig. 18). In this area, the role Real Estate Division in a 300 m radius studied besides the pilot corridor Zurich of local public transport and local around the 14 railway stations in small - St.Gallen. governance is important. In addition, and mid-sized communities in this Station+ shows that, regardless of the corridor. The chart also shows that 6.3.1 Zurich - Basel weak spatial structure, some of these there are land reserves available for small communities, such as Frick, 640–2`050 more inhabitants in the The corridor Zurich–Basel (ZH–BS) is one have noteworthy potential to stimulate 300 m radius of the 14 stations (29 ha). of the most important links connecting a more compact and organised The reserve potential in such a small the two agglomerations of Zurich and development, while preserving the distance highlights the importance of Basel. The specific topography resulted agricultural characteristics of the development in this area and might add in a two-pole settlement structure. region. The bar chart in Figure 36.a spatial and economic value to the SBB Many small communities are located shows that there are around 3 ha of properties more quickly.
SBB Real Estate Properties ≈640-2’050 additional inhabitants 29 ha
3 ha 2 ha 1 ha
(ha)
Figure 36. Corridor results: Zurich - Basel (Source: Authors | Data: SBB, Raum+ and cantonal data) a) Development potentials within 300m-radius of the stations in all small and mid-sized communities; b) Current use of SBB Real Estate properties within 300m-radius of the stations in all small and mid-sized communities
44 6. Research Results
Kilometer 0 2.5 5 10 15 20
Aarau IC/EC Lenzburg Dietikon
Zürich HB IC/EC Olten
Agglomeration core com. (principle core) Communities oriented to multiple-core Railway stations in small & mid-sized com. Agglomeration core com. (secondary core) Core communities outside of agg. Main nodes Communities in commuting zone Rural communities
OL ZH
Dulliken Däniken Schönenwerd Rupperswil Lenzburg Othmarsingen Mägenwil Mellingen Killwangen
Figure 37. Corridor review: Zurich - Olten (Source: Authors | Data: Appendix II) a) BFS typology in small and mid-sized communities; b) Schematic Station+ in small and mid-sized communities
6.3.2 Zurich - Olten Wüst+Partner show that most of the However, in Lenzburg, the railway future residents of the small and mid- station has a remote location compared The section Zurich–Olten (ZH–OL) is sized communities will concentrate to the town center, which will make it part of the settlement corridor west around Aarau and Lenzburg, i.e. more challenging for Lenzburg and the of Zurich (Fig. 1). Although the section Schoenenwerd, Rupperswil and SBB to re-think the functionality of the connects directly to the agglomeration Lenzburg. Therefore, having land station as a stop or as a town center. core of Zurich, an increase in available in such communities would demographics change is not expected give the SBB manoeuvrability for Figure 38.b shows that industry and before 2025 in small and mid-sized further development. cargo sector has an important role communities in this region. However, in the highly-used railway section there are still land reserves available Station+ results represent the of Zurich - Olten even around the for 370–1`200 more inhabitants within appropriate location of the stations small stations. However still, there 300 m of the nine stations (Fig. 38.a). regarding town commercial centers are free parcels available for further Population projections from in Schoenenwerd and Rupperswil. development.
SBB Real Estate Properties
≈370-1’200 additional inhabitants 15 ha
2 ha 1 ha
(ha)
Figure 38. Corridor results: Zurich - Olten (Source: Authors | Data: SBB, Raum+ and cantonal data) a) Development potentials within 300m-radius of the stations in all small and mid-sized communities; b) Current use of SBB Real Estate properties within 300m-radius of the stations in all small and mid-sized communities
45 Challenges and Chances for SBB in Small and Mid-sized Communities
Kilometer 0 2.5 5 10 15 20
Agglomeration core com. (principle core) Agglomeration core com. (secondary core) towards Bülach Zurich Communities in commuting zone Oerlikon Communities oriented to multiple-core Schafhausen IC/EC Core communities outside of agg. Rural communities
Railway stations in small & mid-sized com. Main nodes
ZH SH
Rümlang Oberglatt Niederglatt Eglisau Hüntwangen Rafz Neuhausen Neuhausen Rheinfall
Figure 39. Corridor review: Zurich - Schaffhausen (Source: Authors | Data: Appendix II) a) BFS typology in small and mid-sized communities; b) Schematic Station+ in small and mid-sized communities
6.3.3 Zurich - number of free parcels belonging Station+ revealed that there are a to the SBB are available for further significant number of land reserves Schaffhausen development. Nevertheless, there in a 300 m distance (21 ha) from eight is a good chance for a productive Swiss stations in these sections. Regardless of the predominant collaboration with the local government However, a great part of these reserves urban characteristics of this section, because the corresponding are located in non-residential zones, increasing population growth is communities are at the edge of a such as business zones. Therefore, expected in the small and mid-sized large agglomeration core, either there is the potential to accommodate communities in this region (ZH–SH), neighbouring communities of the between 280 and 910 inhabitants more especially from Zurich to Bülach, agglomeration or the agglomeration within the direct vicinity of the railway including Rümlang, Oberglatt and belt communities, and these stations with high accessibility to Niederglatt. communities are aiming to activate public transportation. the maximum spatial potential of their The challenge in this corridor mainly communities. concerns the SBB, since only a small
SBB Real Estate Properties
≈280-910 additional inhabitants 21 ha
1 ha 2 ha
(ha)
Figure 40. Corridor results: Zurich - Schaffhausen (Source: Authors | Data: SBB, Raum+ and cantonal data) a) Development potentials within 300m-radius of the stations in all small and mid-sized communities; b) Current use of SBB Real Estate properties within 300m-radius of the stations in all small and mid-sized communities
46 6. Research Results
6.3.4 Zurich - Zug
Thalwil Compared to the other railway sections, the corridor Zurich–Zug (ZH–ZG) is rather short, consisting towards Zürich HB of only three railway stations in small and mid-sized communities. Zug According to the Wüst+Partner IC/EC population projection, the expected Kilometer population growth will mostly happen 0 2.5 5 10 15 20 in larger communities in this section. Agglomeration core com. (principle core) Railway stations in Therefore, the small and mid-sized Agglomeration core com. (secondary core) small & mid-sized com. communities will have either a Communities in commuting zone Main nodes constant population growth or a small Communities oriented to multiple-core increase within the next ten years. Core communities outside of agg. Rural communities Station+ also revealed that the SBB has no land reserves for further development in the small and mid- ZH ZG sized communities in this section.
Additionally, there are limited reserves Kilchberg Rüschlikon Oberrieden in the immediate vicinity of the three stations (Fig. 42.a). As a primary Figure 41. Corridor review: Zurich - Zug (Source: Authors | Data: Appendix II) observation, evidence and numbers a) BFS typology in small and mid-sized communities; for the population and community b) Schematic Station+ in small and mid-sized communities typology prove how good accessibility precedes compact development and supports the maximum settlement In conclusion, a tendency towards in this section could be an example of potential. further development of the stations best-practice in an integrated spatial in small and mid-sized communities and infrastructural framework. Moreover, Figure 42.b shows the in the Zurich–Zug corridor has already amount of land allocated to Park&Ride reached its full capacity for the next is relatively small. This may be ten years. In other words, there is no because the investigation shows a priority for station development in high level of local public transport, small and mid-sized communities in which requires fewer parking spaces. this corridor, but the spatial structure
SBB Real Estate Properties
≈100-310 additional inhabitants 3 ha
(ha)
Figure 42. Corridor results: Zurich - Zug (Source: Authors | Data: SBB, Raum+ and cantonal data) a) Development potentials within 300m-radius of the stations in all small and mid-sized communities; b) Current use of SBB Real Estate properties within 300m-radius of the stations in all small and mid-sized communities
47 Challenges and Chances for SBB in Small and Mid-sized Communities
towards Basel SBB Pratteln
towards Zurich Kilometer 0 2.5 5 10 15 20 towards Agglomeration core com. (principle core) Railway stations in Olten Agglomeration core com. (secondary core) small & mid-sized com. Communities in commuting zone Communities oriented to multiple-core Main nodes Core communities outside of agg. Rural communities
BS OL
Frenkendorf Lausen Itingen Sissach Gelterkinden Tecknau
Figure 43. Corridor review: Basel - Olten (Source: Authors | Data: Appendix II) a) BFS typology in small and mid-sized communities; b) Schematic Station+ in small and mid-sized communities
6.3.5 Basel - Olten development in these areas. Based expects an increase in population as on the available land reserves in well as number of passengers in the In the Basel–Olten (BS-OL) section, residential zone and the population next ten years. However, here the Station+ revealed insignificant amounts projection by Wüst+Partner, it is very challenge is the inadequate amount of land reserves within a 300 m radius likely that future housing demand will of land reserves ready for activation in of the six railway stations in small and exceed the available land reserves, this period of time. mid-sized communities. In addition, including land reserves in floor area, the SBB only has a small amount in small and mid-sized communities of property available for further in this section. For example, Sisach
SBB Real Estate Properties
≈150-440 additional inhabitants 4 ha
1 ha 1 ha
(ha)
Figure 44. Corridor results: Basel - Olten (Source: Authors | Data: SBB, Raum+ and cantonal data) a) Development potentials within 300m-radius of the stations in all small and mid-sized communities; b) Current use of SBB Real Estate properties within 300m-radius of the stations in all small and mid-sized communities
48 6. Research Results
Oensingen towards Grenchen Olten Süd
Biel/Bienne Solothurn
Agglomeration core com. (principle core) Communities oriented to multiple-core Railway stations in small & mid-sized com. Agglomeration core com. (secondary core) Core communities outside of agg. Main nodes Kilometer Communities in commuting zone Rural communities 0 2.5 5 10 15 20
BI OL
Pieterlen Lengnau Bettlach Selzach Bellach Lutterbach Deitingen Wangen an Niederbipp Oensingen Oberbuchsiten Egerkingen Haegendorf Wangen bei Attisholz der Aare Olten
Figure 45. Corridor review: Olten - Biel (Source: Authors | Data: Appendix II) a) BFS typology in small and mid-sized communities; b) Schematic Station+ in small and mid-sized communities
in this section (35 ha, Fig. 46.a). This initially requires a holistic regional 6.3.6 Olten - Biel initial result highlights the potential programme to clarify the main for the corresponding communities strategies regarding a sustainable The section between Olten and Biel to reconsider their general strategies regional development by local and has a unique distinction, while there either towards attracting population or regional authorities. are not only many small communities delimiting the official building zones, located in this region, but also most of i.e. more compact development. the communities have rural and / or agricultural characteristics. Most of Moreover, shrinkage in this region is the communities in this section will not totally inevitable. With regard to the confront shrinkage within the next significant amount of land reserves in ten years, based on the Wüst+Partner small and mid-sized communities, it is population projections. At the same reasonable to activate such potential time, Station+ revealed a significant through stimulation from public amount of available land reserves transport improvement. However, this
SBB Real Estate Properties ≈700-2’170 additional inhabitants 35 ha
4 ha 1 ha 1 ha
(ha)
Figure 46. Corridor results: Olten - Biel (Source: Authors | Data: SBB, Raum+ and cantonal data) a) Development potentials within 300m-radius of the stations in all small and mid-sized communities; b) Current use of SBB Real Estate properties within 300m-radius of the stations in all small and mid-sized communities
49 Challenges and Chances for SBB in Small and Mid-sized Communities
6.4 General Outcomes
≈2’700-8’500 additional inhabitants SBB Real Estate Properties other 127 ha
work zone
living zones
11 ha 9 ha 4 ha
(ha)
Figure 47. Corridor results: All communities in 7 corridor sections (Source: Authors | Data: SBB, Raum+ and cantonal data) a) Development potentials within 300m-radius of the stations in all small and mid-sized communities; b) Current use of SBB Real Estate properties within 300m-radius of the stations in all small and mid-sized communities
In conclusion, the investigation in sections for all 66 stations in small a radius of 300 m of the railway and mid-sized communities within stations in small and mid-sized this radius. Considering the zoning communities proves a latent potential of the land reserves, there is a range in those areas with high accessibility of between 2`700–8`500 additional to public transportation, either inhabitant capacities in the immediate railways or local buses. Figure 47.a neighbourhoods of the railway stations indicates the land reserves and the in the studied areas. SBB properties available in different
Station situated in a small/ Schaffhausen mid sized community (N total: 66) IC Corridor section terminals IR S/R N=8 IR Basel S/R Cargo IC IR S/R
N=14 N=12 IC IR St.Gallen S/RN=6 Cargo Biel/Bienne Olten N=14 N=9
IR IC IR Zürich S/R S/R IC Cargo Cargo IR N=3 S/R
Zug
Figure 48. Overview of the train types in each railway section (Source: Authors | Data: SBB data)
50 6. Research Results
6.4.1 Where to take action?
Several indicators are required to However, following the long-term into consideration in form of “Rate of answer the questions: Where to development perspectives for stations Transformability“ (RoT). take action, and Which stations and in large and very large communities, communities have priority for further stations in smaller communities also development? Among all the railway require a clear development vision. stations in the study area, stations Altogether, compared to the large and located in large and very large very large communities, the number communities attract more attention of small and mid-sized communities for further development because is quite significant in the Swiss they benefit from an organised and Central Plateau. Therefore, based on consistent planning system for short the analysis in 6.2, some of the most and long-term development. important indicators have been taken
6.4.2 Rate of Transformability Model
As one of the aims of this study is to focus 3. the prognosis for future station category with 39 stations and third on better collaboration among different users category with 11 stations, which have stakeholders concerning railway 4. the population projection in the respectively second and third priorities station development, particularly corresponding community are not in an urgent need for further community authorities and the SBB, development actions. we have applied the same approach in Figure 49 summarize the results of Station+. This means that regardless of the RoT derived from 66 stations in the settlement spatial structure, only the small and mid-sized communities. the data in the immediate vicinity of the The first category consists of 16 railway station are taken into analysis, stations, which have the highest Rate but especially the reserves belonging to of Transformability and potentials the SBB Real Estate Division. for further development. These communities often have to deal with To find the priorities of development, both rural and urban characteristics, we have developed a rating model to since there is no clear aspects of distinguish among the different types urban/rural regions in such areas. of stations by weighting the indicators Therefore there are opportunities with the most effect (Table 3: Rate for the SBB not only to help such of Transformability). In the Rate of communities to configure a compact Transformability model, four spatial and sustainable spatial development by and railway-related indicators are collaborating in a railway station and weighted for each station in small town center development, but also to and mid-sized communities. These follow its general strategies regarding indicators consist of: re-thinking of P&R areasand mobility hubs in such regions. This research 1. the location of the station suggest that communities with stations 2. the size of free parcels belonging to in the firts category to start a close the SBB Real Estate collaboration with the SBB. The second
51 Challenges and Chances for SBB in Small and Mid-sized Communities
Priority I
IndicatorsWeight Range Aadorf Uzwil Flawil Position Oberglatt Niederglatt Bassersdorf 0.3 of station 0.6 - 1 Population 0.2 projection 600 - 2800
Station user Kaiseraugst Frick Wildegg Turgi Stein-Säckingen Rümlang prognosis 0.2 600 - 3600 SBB ownership 0.3 0.1 - 1.3 ha RoT - 0.7 - 1 Sissach Oensingen Rupperswil Schönenwerd
Neuenhof Dietlikon Elgg Guntershausen Eschlikon Sirnach Priority II
IndicatorsWeight Range Mumpf Möhlin Rheinfelden Position Killwangen Brugg Schinznach 0.3 of station 0.3 - 0.6 Population 0.2 projection 300 - 2000 Däniken Station user Mellingen Mägenwil Othmarsingen Lenzburg Dulliken prognosis 0.2 300 - 2000 SBB ownership 0.3 0 - 0.4 ha 0.3 - 0.6 Bettlach Lengnau Pieterlen RoT - Wangen an Wangen bei Lutterbach der Aare Olten Attisholz
Egerkingen Rafz Eglisau Deitingen Hägendorf Niederbipp
Kilchberg Rüschlikon Oberrieden Bellach Gelterkinden Itingen Lausen Frenkendorf Neuhausen
Priority III
IndicatorsWeight Range Position 0.3 0 - 0.4 Rheinfelden of station Selzach Oberbuchsiten Hüntwangen Neuenhausen Tecknau Augarten Population am Rheinfall 0.2 projection -300 - 400 Station user prognosis 0.2 0 - 300 Eiken SBB Kemptthal Räterschen Schottikon Holderbank ownership 0.3 0 - 0.3 ha RoT - 0 - 0.2
Table 3. List of stations based on Rate of Transformability categories (Source: Authors | Data: Appendix I)
52 7. Concluding Remarks
7. Concluding Remarks
7.1 Discussion
This research project was conducted higher accuracy, future investigations parcels owned by SBB, underlines as part of the collaborated effort could take the reserves in gross floor that chances for development are toward a more integrated spatial areas into account. The activation of notably high for SBB in cases of and railway development. More gross floor area reserves would allow availability of its own assets. It was particularly, the project focused on further development within the built- initially discussed to introduce an an analysis of land alongside SBB up settlement areas (Nebel et al., additional indicator describing the railway corridors in the vicinity of 2012). level of profession present on the railway stations to explore potential community planning level. However, settlement areas. In chapter 2.3, In order to categorize the chances an evident indicator for the planning an analysis of the rail network‘s for redevelopment potential around profession could neither be found in future capacities was introduced the railway stations in small and literature nor be defined in the study. that allowed limited and simplified mid-sized communities, the Rate of Especially in small communities, the conclusions. However according to Transformability (RoT) was introduced planning level depends eminently on the SBB Infrastructure Division, only a in chapter 6.8. The rating is based on the expert knowledge and dedication simulation of infrastructure and train four single indicators and a weighting of the (avocational) employees, capacities as well as a consideration factor for each indicator. The main which impedes the description of the of current trainload factors would objective of the RoT is to offer a planning profession by a quantifiable allow a more detailed conclusion on simple data-based categorization of factor. It needs to be concluded that the future distribution of bottlenecks the development potential around a change of the indicators as well as and overcapacities in the rail network railway stations up to 2025. The four other weighting would result into other (Appendix II). indicators are the prognosis of the categorization results. number of future station users, the The results of land reserves‘ analyses population projection of the respective The initial assumption that certain are presented in chapter 5.4. These communities, the location of the railway corridors and sections can be were based on the approach proven by stations and the potential development characterized by similar development the Raum+ projects, as well as cantonal areas owned by SBB Real Estate. potentials of their stations could data for those cantons that do not have Considering the population projection only partly be verified. Especially the Raum+ database. The analysis of the within the community boundaries corridor sections closely located to the land reserves and the visualizations of facilitated the use of available data, agglomerated area of Zurich, comprise reserves per space user as comparable however led to some limitations. station types of all categories. It figures could be validly carried over Further specific information could be became apparent that the stations from the Raum+ projects to the study reached, if population projection data and their particular potential differ area. However, this approach still leads were considered not related to the highly from one to another. On to the minimum amount of available respective community, but related to the corridor sections Olten–Basel land reserves, since the potential for the stations‘ influence area. The fourth and Olten–Biel, however, similar densification is disregarded. To reach indicator describing the extent of free challenges for the covered stations
53 Challenges and Chances for SBB in Small and Mid-sized Communities
could be identified. Generally, it needs owners and actors of the real estate strict observance of redevelopment to be added that the conclusions of market contradicts a strict observance strategies and result in an undesirable this study are based on supposing the of the redevelopment strategy, since loosening in the long term. Under such strategy “redevelopment before new for these new developments can be circumstances, the results of this study development” is strictly embarked on in much more profitable. A change of were widely questioned. future. Albeit a strong interest by land opinion in publicity may threaten a
7.2 Final Recommendations
Based on the findings listed in chapter approach to the entire SBB railway c) No development action is needed 6, the following recommendations are network, almost 100 railway stations at the 11 stations that fall under the given to the SBB and the community fall into this category.7 lowest priority. Here, either substantial authorities. free properties, which could enable b) Only after the first category railway future development, are not available, stations were handled, potential or the foreseeable demand is too small 7.2.1 Recommendations development projects at the 39 second- to induce investments needs. It is priority stations should be reviewed. recommended, that – if at all reserves addressed to SBB Distinctively, 11 of these stations are are owned by SBB – the corresponding located on the section Olten–Biel. The areas are sold or rented out to others, a) The results of this research indicate demand for development at the second including the rights for development. that the highest chances for urban priority stations is currently restrained, development can be found around the but may increase suddenly, as soon as d) An adequate strategic coordination 16 ‹first priority› stations. This category reserves in the agglomerated regions platform needs to be introduced to includes stations in small and mid-sized are depleted and demand spills over enhance collaboration between SBB communities along the section Zurich– to the places that still offer sufficient and small and mid-sized communities. Olten, Zurich–Basel, Zurich–St.Gallen, reserves. This process may start A minimum solution could be the Zurich–Schaffhausen and Olten–Biel. after 2025, depending on the future implementation of a ‹permanent point In detail, the category encompasses the circumstances. Thus, the dynamics of contact› at the SBB. This contact stations of Bassersdorf, Aadorf, Uzwil, of development around these stations point should allow the small and Flawil, Kaiseraugst, Stein-Säckingen, should be kept in view in future. If mid-sized communities to exchange Frick, Wildegg, Turgi, Schoenenwerd, required, for the meantime, the lead more targeted with the SBB on project Rupperswil, Oensingen, Rümlang, for developing project outlines at these outlines and spatial planning. The task Oberglatt, Niederglatt and Sissach. At stations is predominantly seen at the of the ‘permanent point of contact‘ these stations, spatial development community authorities. If, however, was, furthermore, to contribute to the confronts a considerable shift in terms no development on SBB properties development of internal strategies of population and urban characteristics. is conceivable in the long term, it is affecting small and mid-sized By supporting station development recommended to dispose of these communities as well as to bunch their in these communities, there are areas. This avoids the blockage of opinions for SBB internal discussions. considerable chances to increase the development intended by others. value of SBB Real Estate properties. e) Automotive modes of transport may It is estimated that generalizing this be available for the private trip to and
7 16 of the in total 122 stations in the study area fall in the first priority category. This equals a share of 13%. The SBB network contained in 2014 a total of 794 stations, which at an equivalent share results in up to 100 first priority category stations on the whole SBB network.
54 7. Concluding Remarks
from the station in the future. A loss profit-oriented developments. Although of importance of P&R facilities may the collaboration with community concomitantly succeed. Thus, the 9 ha authorities is a special strategic of P&R areas owned by SBB Real Estate aim set by the Federal Government, within the study area should be seen the current situation does not allow as future strategic reserve for spatial the SBB to take the leading role for development. However, a date from developments around all stations in which on automotive transport will small and mid-sized communities. The change the current mobility behaviour general responsibility for a consistent can’t be estimated at the moment. planning of the station areas, including the neighbourhoods, rather falls to the 7.2.2 Recommendations communities. Thus, community station planning should be based on a clear addressed to strategy and follow a comprehensive approach, but also regard the demand. Communities SBB can be convinced for adequate participation in the local station The organizational parameters force development, if project outlines are the SBB and its divisions to implement planned based on a clear strategic either public funded projects or, focus. following own projects, to invest in 7.3 Future Research
In order to further reveal the potential but in accordance with the larger in small and mid-sized communities communities’ development. in general planning procedures, it is vital to consider spatial thresholds The future research, under the title and capacities also in large and very of Railway Capacity and Density large communities. However, due to Thresholds for the Future Spatial the time limitation in this project, it Development in Swiss Central Plateau was not feasible to have an overall (SNF-100013_162880), also assesses inclusive analysis for all types of station if the existing formal and informal development in detail. Therefore, an planning instruments could support extended research will be conducted more collaborative approaches in on a following project at the IRL of ETH the subject of railway and spatial Zurich, funded by the Swiss National development in small and mid-sized Funding Organization (SNF). Aim is communities. This research takes to investigate the possible ways of further steps towards detecting the activating the settlement reserves in future general settlement structure different regions, especially alongside in Switzerland in dealing with the heavily used public transport corridors. increasing housing demands and spill The focus of this research will be still on over of the large urban agglomerations. the small and mid-sized communities,
55 Challenges and Chances for SBB in Small and Mid-sized Communities
58 Literature
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Richtplan Kanton Schaffhausen, Genehmigungsvorlage Bundesrat, Verkehr, Öffentlicher Verkehr, 2014
Richtplan Kanton Solothurn, Öffentlicher Personenverkehr, Regionalverkehr, 2000
Richtplan Kanton St.Gallen, Verkehr, Öffentlicher Regionalverkehr, 2015
Richtplan Kanton Thurgau, Verkehr, Öffentlicher Personenverkehr, 2011
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58 Appendices
Appendix I
Data sources: Supplier Year D C A AG) 2015 B G z 2000 2015 A I f I , A K C B 2015 R + 2008 P R (BL) ETH C B BE) 2016 P z F ) 05 01 2016
B C 2015 Raum+ 2014 Professur für Raumentwicklung, Gallen (SG) ETH ich Canton 2015 Raum+ 2013 Professur für Raumentwicklung, Schaffhausen (SH) ETH ich Canton Solothurn 2015 AV – B 28.04.2006 A (SO) A – L 20.11.2015 S Canton Thurgau 2015 + 2014 P ü , (TG) ETH Canton Zürich (ZH) 2015 ä 31.12.2013 G I IS-ZH A w
Transcantonal 2015 I IMA 2012 - 2014 I T ü
Transcantonal 2015 B z 30.11.2009 UVEK, ( ) 01.01.2012 R ARE Transcantonal 2015 VE TOR 01.01.2014 WI TOPO, Administrativ
Data sources for Station+:
Source Year D z B B 2015 Eigentumsv t BB 13.08.2015 I OPO, B 2015 VECTOR200 Level 4 - 01.01.2014 A inistrative Boundaries WI TOPO, B 2015 SWISSIMAGE 2012 2014
U , B 2015 Bauzonen Schweiz 30.11.2009 (har onisiert) 01.01.2012
59 Challenges and Chances for SBB in Small and Mid-sized Communities
Appendix II
Interviews: Supplier D p D C y zw Communi talk 05.08.2015 C u y E Community lk 13.08.2015 C u y A Communi talk 13.08.2015 C u y F aw Communi talk 19.08.2015 C y c Communi talk 28.08.2015 C u y E au Communi talk 21.09.2015 C u y E c Communi talk 29.10.2015 C u y R w Communi talk 05.11.2015 C u y F k Communi talk 05.11.2015 C u y Communi talk 06.11.2015 SBB I uc D capacity 07.10.2015
60 List of Figures
List of figures
Figure 1. Study area in five major settlement corridors 11
Figure 2. Schematic image of the building zone and inner development potentials in Swiss 12 communities
Figure 3. Symbolic illustration for different levels of assessment focusing on stations 14
Figure 4. Changes of station quantities within the study area 15
Figure 5. Overview of the train stations within the study area 16
Figure 6. Rail infrastructure in the study area 2030 16
Figure 7. Railway corridor loads until 2025 (regardless of the railway nodes) 17
Figure 8. Imposed requirements on railway infrastructure in 2025 18
Figure 9. Communities based on urban characteristics and prospected population growth 19
Figure 10. Swiss cantons and regions, where Raum+ projects were executed 20
Figure 11. Urban character of the target communes and available reserves per space user on 21 communal level
Figure 12. Urban character of the target communes and available reserves per space user on 21 communal level
Figure 13. Extent of SBB real estate properties within the study area 22
Figure 14. Zoning revisions in 2011-2020, considering zoning changes within 300 m around 22 25 stations
Figure 15. Actors-network on station development 26
Figure 16. Five group of communes connecting to Zurich by railroads 29
Figure 17. Seven railway sections and the corresponding stations in small and mid-sized 30 communities
Figure 18. Classification of the communities alongside the corridor railroads based on the size 31
Figure 19. Different aspects of the research topic and major approaches 32
Figure 20. Overview of the available land reserves per space user within the study area 33
Figure 21. The amount of available land reserves in m2 per space user in different types of 33 communes
61 Challenges and Chances for SBB in Small and Mid-sized Communities
Figure 22. An example of the current use of SBB Real Estate properties in six main categories 34
Figure 23. Schematic sketch of the corridor analysis scale 35
Figure 24. Population growth and inhabitant capacity based on available reserves until 2025 35
Figure 25. Visited communities for MuniTalks in addition to the passenger frequency - Pilot 37 corridor
Figure 26. Station+ general scheme 38
Figure 27. Schematic sketch of all analysis scales for pilot corridor 39
Figure 28. Catchment area of Station Uzwil & Flawil and potential additional inhabitants 40 based on the available land reserves
Figure 29. Main settlement region in catchment area of Station Uzwil 41
Figure 30. a) Station+ categories in Uzwil Station; b) Station+ scheme in Uzwil Station 41
Figure 31. a) Station+ categories in Aadorf Station; b) Station+ scheme in Aadorf Station 42
Figure 32. a) Station+ categories in Elgg Station; b) Station+ scheme in Elgg Station 42
Figure 33. Corridor review: Zurich - St.Gallen 43
Figure 34. Corridor results: Zurich - St.Gallen 43
Figure 35. Corridor review: Zurich - Basel 44
Figure 36. Corridor results: Zurich - Basel 44
Figure 37. Corridor review: Zurich - Olten 45
Figure 38. Corridor results: Zurich - Olten 45
Figure 39. Corridor review: Zurich - Schaffhausen 46
Figure 40. Corridor results: Zurich - Schaffhausen 46
Figure 41. Corridor review: Zurich - Zug 47
Figure 42. Corridor results: Zurich - Zug 47
Figure 43. Corridor review: Basel - Olten 48
Figure 44. Corridor results: Basel - Olten 48
Figure 45. Corridor review: Olten - Biel 49
62 List of Figures
Figure 46. Corridor results: Olten - Biel 49
Figure 47. Corridor results: All communities in 7 corridor sections 50
Figure 48. Overview of the train types in each railway section 50
63 Challenges and Chances for SBB in Small and Mid-sized Communities
List of tables
Table 1. Overview of the communities based on the population classification 31
Table 2.Population growth in catchment area of Station Uzwil; 2013 status and 2025 projection 40
Table 3. List of stations based on Rate of Transformability categories 52
64 Acronyms
Acronyms
AöV Public transport office (Amt für öffentlichen Verkehr)
BAV Federal Office of Transport (Bundesamt für Verkehr)
BFS Federal Statistical Office (Bundesamt für Statistik)
B+R Bike and ride (Velofahren und Reisen)
DWV Average weekday traffic (durchschnittlicher Werktagsverkehr)
EBL Inhabitants, Employees, Overnight stays (Einwohner, Beschäftigte, Logiernächte)
ETH Swiss Federal Institute of Technology in Zurich (Eidgenössische Technische Hochschule Zürich)
FABI Project to fund and expand the rail infrastructure (Finanzierung und Ausbau der Bahninfrastruktur)
HGVAnG Federal Act of 18 March 2005 on the Connection of Eastern and Western Switzerland to the European High-Speed Rail Network (Bundesgesetz vom 18. März 2005 über den Anschluss der Ost- und der Westschweiz an das europäische Eisenbahn-Hochleistungsnetz)
IRL Institute for Spatial and Landscape Development (Institut für Raum- und Landschaftsentwicklung)
NEAT New Railway Link through the Alps (Neue Eisenbahn-Alpentransversale)
ÖV Public transport (öffentlicher Verkehr)
P+R Park and ride (Parken und Reisen)
ROT Rate of transformability (Abschätzung der Transformierbarkeit)
SBB Swiss federal Railways (Schweizerische Bundesbahnen)
SNF Swiss National Science Foundation (Schweizerischer Nationalfonds zur Förderung der wissenschaftlichen Forschung) STEP Strategic development programme (Strategisches Entwicklungsprogramm)
UVEK Federal Department of the Environment, Transport, Energy and Communications (Eid- genössisches Departement für Umwelt, Verkehr, Energie und Kommunikation)
W+P Wüest and Partner (Wüest und Partner)
ZEB Future development of the rail infrastructure (Zukünftige Entwicklung der Bahninfrastruktur)
65 Contact
ETH Zurich Institute for Spatial and Landscape Development Chair of Spatial Development Stefano-Franscini-Platz 5 8093 Zurich http://www.raumentwicklung.ethz.ch
© ETH Zürich, May 2016