The Duties of the Swiss Federal Roads Office (FEDRO)

Contents Page

The duties of the Swiss Federal Roads Office (FEDRO) 2 FEDRO and its partners Motorways require teamwork 3 Motorways and construction sites Development of the motorway network 4 Classification of motorways 5 The Swiss motorway network 6 Swiss motorway sections scheduled to be opened to traffic between 2010 and 2013 7 Motorway tunnels to be made even safer 8 IFA – Switzerland’s state-of-the-art fire brigade training centre 9 Motorway surfaces 10 Natural hazards along Switzerland’s motorways 11 Total length by road category 12 European trunk roads passing through Switzerland 13 Motorway construction programme for 2010 14 Major roadworks on the motorway network 15 –16 A3/A13: renovation of Sarganserland junction 17 Finance Financing of the motorway network 18 Financing 19 Income and expenditure in the roads sector 20 –21 Future financing of the motorway network 22 –23 Traffic flow and traffic management Traffic flow on the motorways in 2009 24 Traffic volume on Swiss motorways in 2009 25 Transalpine goods traffic in 2009 26 Trend in traffic jams on the motorway network 27 Road traffic and vehicles Electric vehicles in Switzerland 28 Safe roads for everyone 29 Strong measures to improve the level of road safety 30 Improved quality of accident statistics 31 Human-powered mobility Safety of pedestrians 32 Enforcement aids for cantons and municipalities 33 Road traffic and vehicles Number of withdrawn licences more or less unchanged in 2009 34 Registration of new road vehicles and technical details for new cars (2000 to 2009) 35 Inventory of vehicles in Switzerland 36 Names and addresses FEDRO organisational chart 37 Road traffic departments 38

Cantonal police headquarters 39 Swiss Federal Roads Office address list 40 2009/2010 Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft FEDRO and its partners 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

2 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 3 THE DUTIES OF THE SWISS The Swiss Federal Roads Office FEDRO has been owner and operator MOTORWAYS REQUIRE (FEDRO) is the Swiss authority that of Switzerland’s motorway network FEDERAL ROADS OFFICE is responsible for the country’s road since 2008. To perform the associ - TEAMWORK infrastructure and private road ated duties, however, it has to rely transport. As of 1 January 2008, its on support from various partners: range of duties increased signifi - cantonal civil engineering depart - cantly. With the entry into effect of ments (for new stretches), regional the redistribution of financial res- units formed by the cantons (for ponsibility and the accompanying division of duties between the federal government operational maintenance), and cantonal police forces (for matters relating to traffic and the cantons, it assumed the functions of developer and operator of the motorway regulations). network. It belongs to the Federal Department of the Environment, Transport, Energy and Communications (DETEC), and focuses on securing sustainable and safe mobility With the entry into effect of the redistribution of financial Completion of the motorway network responsibility and the accompanying division of duties on the country’s roads. Despite the changes noted above, the cantons are still between the federal government and the cantons, FEDRO offi - involved in matters relating to the motorway network, and cially assumed responsibility for the motorway network on are thus important partners for FEDRO. As was the case before 1 January 2008. Until that date the cantons had been owners, The duties of the Swiss Federal Roads Office are as follows: 2008, the completion of the defined network – i.e. the con - developers and operators of the motorways. struction of new stretches – remains a joint task, with the a) To complete a safe, efficient and economical motorway network and preserve its sub - cantons functioning as developers. Once a new stretch of stance over the long term. motorway has been completed, it becomes the property and b) To secure the functionality of our country’s motorways and their integration into the responsibility of the federal government. pan-European network.

c) To guarantee safe and secure access for road users and vehicles. Orange vehicles To secure the operational maintenance of the motorways d) To enhance the degree of safety on our roads for all users and vehicles. (winter services, cleaning, repair of minor damage, etc.), e) To reduce the burden on the environment attributable to road traffic. FEDRO has concluded service agreements with eleven regional units that are formed by the cantons and are each responsible for a designated section of the motorway network. This model To achieve these goals, FEDRO performs the following main functions: has reduced the number of necessary contacts and shortened the decision-making and communication processes. It also a) It prepares decisions for a coherent policy in the areas of road transport (including means that the know-how of employees of the motorway goods transport by road) and traffic safety at the national and international levels, maintenance depots has been retained to the benefit of the and subsequently implements them. This encompasses the following areas of action: motorways and their users. Their orange maintenance vehi - • Construction, maintenance and operation of the country’s motorways. cles are now a familiar sight to every road user. • Enforcement of the provisions governing the use of the portion of oil tax that has been earmarked for road traffic. Blue lights • Specification of requirements on vehicles and road users, behaviour in road traffic, Cantonal police forces are important partners for securing footpaths, cycle paths and historical routes (human-powered mobility). the smooth and efficient operation of the motorway network. b) It is the highest authority for the supervision of roads of national importance. Their duties range from monitoring and inspection activities, accident services, safety aspects and the prosecution of traf - c) It deals with complaints to the Federal Council against local traffic measures. fic offences, through to the handling of major incidents. Other emergency and damage prevention organisations also perform important services for the motorways, and these, too, are organised at the cantonal level as before. Another important partner is the Swiss Federal Department of Defence, Civil Protection and Sports (DCPS), which on 1 January 2008 assumed responsibility for preventing damage to the Gotthard tunnel. On site, 36 specialist personnel from the logistics base of the army’s infrastructure centre in Andermatt are ready for action, and they are supported by a further 13 stand-by personnel from the infrastructure centre. The DCPS also deployed 4 fire-fighting and rescue specialists during the fire in the Gotthard road tunnel in 2001. 2009/2010 Motorways and construction sites Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Motorways and construction sites 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

4 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 5 BDAEVUEPLROOPGMREANMTM O 2F 0T1H0E In the next few years, some impor - CLASSIFICATION In accordance with the Motorways tant decisions will be made regard - Act dated 8 May 1960 FMÜORT ODRIWE AY NETWORK ing the development of the motor - OF MOTORWAYS NATIONALSTRASSEN way network. New stretches are to be added in accordance with the amended federal resolution on the motorway network. With the “Elim - ination of bottlenecks on the motor - ways” programme, the sections that are most susceptible to congestion are to be im - proved in order to enhance traffic flow. And in the major agglomerations, new stretches of motorway will have to be built in order to solve the growing traffic problems.

New federal resolution on the motorway network In the initial stage, binding decisions have to be made on the following projects: The existing motorway network is primarily based on the 1960 federal resolution on the motorway network. This reso - • Widening of the A1 near Crissier lution no longer sufficiently meets current or future needs. • Widening of the Härkingen-Wiggertal stretch (A1) to 6 Over the past 10 years, more than 30 petitions calling for the lanes incorporation of cantonal roads into the motorway network • Widening of the Zurich northern bypass (A1) to 6 lanes Motorways have been submitted to Parliament, and in view of this the • Widening of the Blegi-Rütihof stretch (A4, canton of Zug) network has been subjected to a comprehensive review. Here, to 6 lanes the criteria are based on the objectives of the federal govern - ment’s transport, regional and spatial planning policies. The The widening of the Härkingen –Wiggertal and Blegi – Rüti - most important requirements are as follows: hof stretches to 6 lanes has already been approved by Parlia - ment within the framework of the stabilisation programme, • Routes for international transit traffic For motor vehicles only For all vehicles and work is already in progress on the A4. The other three • Routes connecting Switzerland with its neighbouring measures will be implemented as soon as plans have been countries finalised. The first stage will cost around 1.5 billion Swiss • Routes connecting Swiss agglomerations francs. In order to eliminate all anticipated bottlenecks, pro- • Routes to major Alpine tourism regions and cantonal capi - jects would have to be implemented that would require a tals total of around 17 billion Swiss francs, but since a total of Category 1 Category 2 Category 3 With these criteria the basis was created for the consistent only 5.5 billion Swiss francs is available in the infrastructure definition of the motorway network, culminating in an fund for lane widening projects, clear priorities will have to amendment to the federal resolution on the motorway net - be set. work. In specific terms, the amendment would mean that existing cantonal roads with a combined length of around Expansion of the existing network is unavoidable Separation of traffic directions Access only at certain points Access as restricted as possible 400 kilometres would be incorporated into the motorway net - In the major urban centres, it will not always be possible work. Parliament will be debating the amendment in 2011 at to solve the congestion problem by constructing additional Access only at certain points Normally no intersections or Intersections or crossroads the earliest. traffic lanes – for example due to a lack of the necessary crossroads at same level normally at same level space. In these cases, it will be necessary to construct new, No intersections or crossroads at “Elimination of bottlenecks on the motorways” and in most cases very costly, stretches. There are two cases same level Emergency lanes desirable No emergency lanes programme in particular in which it will only be possible to effectively FEDRO has carried out studies to determine where addi - eliminate the anticipated bottlenecks by constructing addi - Normally with emergency lanes Preferably no passage through tional traffic lanes should be constructed in order to solve the tional stretches, namely the Morges/Lausanne bypass and the built-up areas capacity problems on overburdened stretches. These studies new Glattal motorway. Parliament will be required to adopt formed the basis for the “Elimination of bottlenecks on the these new stretches into the federal resolution on the motor - motorway network” programme, which the Federal Council way network, and their financing will have to be regulated submitted to Parliament at the end of 2009. outside of the infrastructure fund.

Motorways Expressways and Highways with 4 or more lanes lower-grade motorways with 2 or more lanes 2009/2010 Motorways and construction sites Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Motorways and construction sites 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

6 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 7 THE Approximately 26 kilometres of In 2010 the motorway network will SWISS MOTORWAY motorway were handed over to traf - be extended by slightly more than SWISS MOTORWAY fic in the course of 2009. This one kilometre. This concerns a SECTIONS SCHEDULED TO NETWORK means that the network now meas - stretch of the A8 (Brünigstrasse) in BE OPENED TO TRAFFIC ures almost 1, 790 kilometres. When the canton of Uri. In the period BETWEEN 2010 AND 2013 it is completed according to exist - from 2011 to 2013, more than 20 ing plans it will comprise 1,892.5 kilometres are scheduled to be kilometres. 2 kilometres will be handed over to traffic. added in 2010, and a further 100 kilometres still have to be constructed. Construction of the motorway network is expected to be completed within the next 15 years.

Motorway Canton Stretch Motorway Expressway 4-lane 2-lane

Schaƒhausen Kreuzlingen 2010 Basel Frauenfeld 2022 A8 OW Giswil – Ewil 1.4 km Boncourt Kloten Winterthur St. Gallen St. Margrethen Liestal Baden 2011–2014 Sissach Aarau Olten 2027 / 2011 Delémont Herisau Zürich 2011 2016 2011–2017 Appenzell Solothurn A28 GR Saas bypass 3.7 km Sursee Zug A16 BE Moutier bypass 2.1 km La Chaux-de-Fonds A16 JU Jura cantonal border – Bure 4.6 km 2016 / 2023 Schwyz Neuchâtel Luzern Glarus Sargans 2011 / 2016 2013 Bern Langnau 2019 / 2020 Stans 2012 Sarnen Altdorf 2010 Chur 2022 / 2012 / 2018 Yverdon Fribourg Engelberg A16 BE Moutier – Court 3.1 km Thun A16 BE Loveresse – Tavannes 3.7 km Interlaken Vallorbe Thusis Bulle A8 OW Lungern bypass 3.5 km

Lausanne Airolo 2013 Kandersteg Vevey Nyon Goppenstein A5 NE Serrières – Areuse 1.7 km Sierre Genève Brig Sion 2015 /2019 Bellinzona Locarno

Martigny

Lugano Year of opening

completion

Chiasso in use

“N” or “A”? and expressways and indicating this network in a uniform As of the end of 2009 a total of 1,789.1 kilometres of motorway were in manner as an orientation aid for road users. In the associated operation: Major roads are generally designated with an “N” (= National) consultation procedure, this proposal met with overwhelming and a number, and this applies to motorways and express - • 7-lane stretches 1.2 km approval, and in view of this a basic network was defined ways, as well as to “normal” main roads (e.g. the Simplon • 6-lane stretches 80.7 km together with the cantonal authorities, and was designated route). However, “N” numbers are never displayed on these • 4-lane stretches 1324.3 km by a new sign (a white number on a red background). How - roads, and are mostly used in association with construction • 3-lane stretches 1.9 km ever, this network comprised not only motorways, but also projects on major roads. • 2-lane stretches 269.5 km various cantonal stretches of motorway and expressways, and • Mixed stretches 111.5 km In connection with the designation of European trunk in the mid-1990s it was therefore decided to designate all roads, in 1993 the Federal Department of Justice and Police motorways and expressways in a uniform manner using an “A” This corresponds to 94.5 percent of the planned network. (FDJP) proposed creating a basic network of major motorways and a number. 2009/2010 Motorways and construction sites Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Motorways and construction sites 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

8 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 9 MOTORWAY TUNNELS Switzerland’s motorway tunnels are In an emergency, well-trained fire IFA: SWITZERLAND’S among the safest in the world. fighters can quickly and efficiently TO BE MADE EVEN SAFER Nonetheless, standards and guide - come to the rescue. Fires in tunnels STATE-OF-THE-ART lines are constantly being devel - are among the most difficult and FIRE BRIGADE oped, and in view of this the Swiss dangerous incidents for emergency TRAINING CENTRE Federal Roads Office (FEDRO) has personnel, and the IFA (Intercan - launched a comprehensive renova - tonal Fire Brigade Training Centre) tion programme. The main improve - offers them a chance to train under ments will be carried out between 2012 and 2016, and the total costs are expected to realistic conditions. amount to around 1.2 billion Swiss francs.

Since the disastrous fires that occurred in 1999 and 2001 Priorities of the retrofitting programme Approximately 3,000 fire brigade personnel are on call in the Mont Blanc, Tauern and Gotthard road tunnels, efforts throughout the entire motorway network, and at the two The costs for retrofitting the 126 tunnels will amount to aimed at improving tunnel safety have been intensifying most important road tunnels through the Alps (Gotthard and approximately 1.2 billion Swiss francs. Preparatory work has throughout Europe. In 2000 the Swiss Tunnels Task Force had San Bernardino), special fire brigades are also ready for already commenced, and the main tasks will be carried out already published a comprehensive list of measures to action round the clock. These crews play an important role in between 2012 and 2016. The programme is scheduled to be improve safety in road tunnels. Most of those measures have road safety, both on the open road but even more so in tun - completed in 2020. meanwhile been implemented, and Switzerland’s road tunnels nels. Fire fighting in tunnels places extremely high demands are now among the safest in the world. FEDRO specified the following priorities for the retrofitting on emergency crews. Fire fighters usually have to take very In the meantime, however, since the last changes were programme: high risks in order to save lives and minimise damage. There - introduced in 2004, standards and guidelines relating to fore in order to protect road users as well as themselves, they 1. Indication of safety installations (easily recognisable safety installations in road tunnels have undergone further need the best possible training and preparation. signs, optical guidance facilities, clearly marked escape development and grown more stringent as a result of new sci - The Intercantonal Fire Brigade Training Centre (IFA) offers routes and well-lit exits) entific findings and practical experience. training opportunities for every conceivable emergency situ - FEDRO therefore decided to examine the ventilation sys - 2. Tunnel ventilation (ventilation and extraction systems ation at its facilities in Balsthal and Lungern, which are the tems, escape routes, indication of safety installations and that reduce the build-up of smoke and evacuate it as effi - only ones of their kind in Europe. Here, members of fire energy supply systems in all road tunnels, and found that 126 ciently as possible) brigades can practice fighting fires in tunnels under realistic out of 220 tunnels do not meet the latest requirements, or conditions. The training facilities were opened in autumn 3. Escape routes in tunnels with high traffic volumes only partially meet them. FEDRO therefore decided to launch 2009, thereby realising another of the measures proposed by a comprehensive programme for the purpose of upgrading the 4. Escape routes in tunnels with lower traffic volumes FEDRO’s Tunnels Task Force. The federal government con - safety equipment in tunnels on the motorway network. tributed approximately 30 million francs towards the costs of Another factor that was taken into account concerns the the IFA. difference between the current condition of a tunnel and its status after retrofitting: the more a tunnel deviates from the latest standards, the higher up it is placed on the priority list. And the time at which a tunnel is to be retrofitted will depend on whether the tunnel concerned is located on a stretch of motorway for which maintenance work has already been scheduled.

The Swiss motorway network with a total length of almost 1,800 kilometres has a high proportion of tunnels: there are cur - rently 220 tunnels in operation with an Photos: IFS accumulated length of 220 kilometres, which means that every eighth kilometre runs underground. When it is completed, the motorway network will comprise more than 270 tunnels with a total length of 290 kilometres. 2009/2010 Motorways and construction sites Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Motorways and construction sites 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

10 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 11 MOTORWAY SURFACES The demands placed on road sur - Around 240 kilometres of Switzer - NATURAL HAZARDS faces are constantly increasing. The land’s motorway network have to be most important requirements are a protected against natural hazards ALONG SWITZERLAND’S long service life, short installation such as rockfalls, landslides and MOTORWAYS times and safety for road users. But mudslides, etc. Every eighth kilo - environmental requirements also metre is exposed to such potential have to be met: road surfaces have hazards, and the risks are particu - to be quiet and where possible larly high for stretches in mountain should be constructed using recyclable materials. regions.

The demands placed on Switzerland’s motorways are Operational maintenance The problem of natural hazards applies especially to the A2 Risk management at FEDRO extremely high: every day they have to handle around two- The materials used for motorway surfaces have to be in the canton of Uri, the A9 in Valais (Simplon route) and the The associated risks have to be identified and evaluated as thirds of the total traffic volume on Swiss roads, i.e. more robust and of very high quality so that operational mainte - A13 (San Bernardino route).In all, approximately 240 of the precisely and comprehensively as possible. At the same time, than six million vehicles. Yet in terms of length the motor - nance (e.g. repair of cracks) can be kept to a minimum. 1,800 kilometres of motorway are exposed to natural hazards. protective measures have to be defined, together with the ways only make up approximately three percent of the coun - Repairs to surfaces also have to be able to be carried out dur - FEDRO therefore wants to secure a uniform approach to safety action to be taken in the event of an incident and how the try’s overall road network. In order to ensure that the motor - ing off-peak periods, i.e. primarily at night. issues and risk management throughout the entire motorway damage is to be repaired. Risk management therefore encom - ways satisfy these demands safely, without disruption and network and has thus developed a risk-based, nation-wide, Safety passes the following steps: with as little environmental impact as possible, the road sur - network-related approach to dealing with natural hazards. Road surfaces have to retain their degree of grip and their faces have to meet a broad variety of requirements. 1. Risk analysis longitudinal and latitudinal evenness (resistance to forma - This standardised method enables FEDRO to carry out com - A risk analysis helps identify danger spots and the poten - Long service life tion of grooves) for as long as possible. These two require - parative studies of natural hazards (rockfalls, landslides, tial extent of damage that could result. For this purpose the Today, FEDRO expects road surfaces to offer a service life ments are particularly important when it comes to ensuring mudslides, etc.) throughout the country. In this way, protec - following questions have to be answered: of 25 years, while the structural layers have to last for 50 road safety. tive measures can be prioritised and implemented in accor - What occurs where and how frequently? What is the extent years. dance with the available financial resources. Noise prevention of the resulting damage? Here, instruments include hazard Short installation times Modern low-noise surfaces make a valuable contribution Fortunately, fatalities resulting from occurrences of this indication maps, general hazard maps and risk assessments. Road works on heavily frequented sections of motorway towards the reduction of traffic noise. Renovating motorway sort are extremely rare, but damage to the motorway infra - 2. Evaluation of risks impede traffic flow and meet with little acceptance by road stretches with such surfaces is an important measure for com - structure is often considerable and can only be repaired at FEDRO evaluates the risks on the basis of its analysis. The users. It is therefore essential to install high quality surfaces plying with and maintaining the legally required noise enormous expense. If a stretch has to be closed for a lengthy aim is to clearly define protection objectives: What has to be as quickly as possible so that they can be used immediately thresholds. period, this gives rise to costs for the economy and the popu - protected? Where are protective measures essential, and afterwards. In this way, the duration of road works can be lation that can far exceed the actual costs of the damage. Recycling of materials where not? kept within reasonable bounds. When a stretch of motorway is undergoing renovation, as 3. Planning of measures many valuable construction materials (gravel, cement, bitu - Based on the evaluation, measures are defined that are men) as possible should be recycled. FEDRO uses these valu - intended to reduce the level of risk in the areas concerned. able resources both for financial reasons and in order to pro - These measures may be of a structural or organisational tect the environment. nature. Structural measures include nets to protect against Harmlessness of materials rockfall and basins to collect material resulting from land - Materials used for road surfaces must be clean and safe, slides or mudslides, while organisational measures may, for and must not cause pollution either during installation (pro - example, take the form of precautionary closure of a stretch if tection of workers) or when the road is in use (protection of there is a risk of an avalanche. local residents).

Reduction of CO 2 emissions This requirement applies to the future. Low-temperature surfaces have not yet been sufficiently developed for this technology to permit the attainment of the level of robust - ness and length of service life required for motorways. Once this technology becomes available it will be possible to achieve major savings in energy consumption during road construction, since the surface materials will not need to be heated to such high temperatures as they are today. Lawinengalerie Wilerplanggen Erstellen Planie mit Dozer nach Foto: ARGE Pizol Lawinenniedergang 2009/2010 Motorways and construction sites Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Motorways and construction sites 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

12 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 13 Motorways in use Switzerland’s motorways are also EUROPEAN major axes for international road TOTAL LENGTH BY ROAD CATEGORY traffic. Eleven European trunk roads TRUNK ROADS pass through Switzerland, almost Canton Motorways Expressways Mixed- Total km PASSING THROUGH traffic entirely via the motorway network. roads SWITZERLAND These trunk roads are readily iden - 7-lane 6-lane 4-lane 3-lane 2-lane tifiable by a white “E” and road planned in use planned in use planned in use planned in use planned in use planned in use planned in use number on a green background.

ZH ––37.1 29.7 110.9 105.5 – 1.9 11.1 11.1 ––159.1 148.2

BE ––13.2 13.2 136.7 124.4 ––62.6 43.8 19.4 19.4 231.9 200.8

Dortmund LU ––2.6 2.6 55.9 55.9 ––––––58.5 58.5 Amsterdam Stuttgart Würzburg Hoek van Holland Karlsruhe Paris UR ––––53.0 37.1 ––6.3 16.3 10.0 16.1 69.3 69.5

Mulhouse Schaffhausen München SZ ––––52.7 43.2 –––2.2 – 4.3 52.7 49.7 Belfort Kreuzlingen Lindau Basel Kreuzlingen OW ––––1.8 1.8 ––31.1 17.8 1.0 13.3 33.9 32.9 Frauenfeld Bregenz Boncourt Baden Kloten Winterthur St. Gallen St. Margrethen Sissach Liestal Aarau NW ––––22.9 22.9 ––0.9 2.9 2.0 – 25.8 25.8 Brest Herisau Delémont Olten Zürich Appenzell GL ––––16.6 16.6 ––––––16.6 16.6 Solothurn Feldkirch Constanta Sursee Zug ZG ––––17.7 17.7 ––––––17.7 17.7 La Chaux-de-Fonds

Luzern Glarus Neuchâtel Sargans FR ––––84.2 84.2 ––––––84.2 84.2 Schwyz Bern Langmau Metz Stans Besançon Sarnen Altdorf SO ––––43.8 43.8 ––––––43.8 43.8 Chur

Yverdon Fribourg Engelberg Thun

BS ––3.5 3.5 8.0 6.0 ––––––11.5 9.5 Interlaken Vallorbe Thusis Bulle BL ––9.5 9.5 20.7 20.7 ––––––30.2 30.2 Lausanne Airolo Metz Kandersteg SH ––––1.9 –––17.2 17.2 ––19.1 17.2 Vevey Dijon Nyon Goppenstein SG ––––139.8 139.8 ––––––139.8 139.8 Sierre Genève Brig Sion Bellinzona GR ––––50.2 43.6 ––112.1 90.8 – 27.9 162.3 162.3 Locarno

Martigny

AG – 1.2 11.5 11.5 87.8 86.6 ––––––99.3 99.3 Lugano Nantes Mâcon TG ––––47.3 42.8 ––––––47.3 42.8

Chambéry Gd-St-Bernard Marseille Chiasso TI ––7.3 7.3 108.8 101.7 ––20.7 27.8 ––136.8 136.8 Mt-Blanc Aosta Milano Como Tortona Roma VD ––3.4 3.4 189.8 189.1 ––12.8 12.8 ––206.0 205.3 Genova E 21: (Dijon) –Geneva E 41: (Stuttgart) –Schaffhausen –Zurich –Altdorf VS ––––89.6 60.1 ––15.6 15.6 28.6 28.6 133.8 104.3 E 23: (Besançon) –Vallorbe –Lausanne E 43: (Bregenz) –St Margrethen –Buchs –Chur –San Bernar - E 25: (Mulhouse) –Basel –Härkingen junction –Bern– Lau - dino –Bellinzona NE ––––32.9 32.9 ––3.0 3.0 1.9 1.9 37.8 37.8 sanne –Geneva –(Mont Blanc) E 54: (Waldshut) –Schaffhausen –(Singen) GE ––––27.2 27.2 ––––––27.2 27.2 E 27: (Belfort) –Porrentruy –Bern –Martigny –Grand St Ber - E 60: (Mulhouse) –Basel –Zurich –Winterthur – nard –(Aosta Valley) St Gallen –St Margrethen –(Feldkirch) JU –––––20.7 ––47.9 8.2 ––47.9 28.9 E 35: (Offenburg) –Basel –Härkingen junction –Lucerne –Alt - E 62: (Macon) –Geneva –Lausanne –Martigny – dorf –St Gotthard –Bellinzona –Lugano –Chiasso – Simplon –(Milan) Total – 1.2 88.1 80.7 1,400.2 1,324.3 – 1.9 341.3 269.5 62.9 111.5 1,892.5 1,789.1 (Como) E 712: Geneva –(Chambéry) 2009/2010 Motorways and construction sites Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Motorways and construction sites 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

14 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 15 MOTORWAY The federal government is to invest Roadworks on motorways are an MAJOR ROADWORKS almost 2.1 billion Swiss francs in annoyance for road users and a major CONSTRUCTION the motorway network in 2010. Of challenge for planners. The require - ON THE PROGRAMME this amount, 945 million have been ments maintenance sites must ful - MOTORWAY NETWORK FOR 2010 budgeted for the construction of fil are extremely complex: restric - new stretches, and almost 1.15 bil - tions on traffic have to be kept to a lion will be spent on the expansion minimum, work has to be completed and maintenance of the existing as quickly as possible, and the network. Parliament approved the necessary credit facilities during the winter 2009 costs should not be too high. The work itself has to meet the highest quality standards. session, and the Swiss Federal Department of the Environment, Transport, Energy and FEDRO’s job is to find the ideal solution for each individual project, and it is therefore Communications (DETEC) subsequently approved the various construction programmes. continuously reviewing and optimising its road maintenance philosophy.

Construction of new stretches: Expansion and maintenance programme: Until 20 years ago, the focus was on constructing new Reviewing and adapting maintenance philosophy motorways, while expansion and maintenance of the existing As a further step towards the completion of the motorway Parliament has approved a total of 1.145 billion Swiss Parts of the motorway network are now fairly old, but the infrastructure were only of secondary importance. But today, network, in 2010 work will commence on the stretch between francs for financing the expansion and maintenance of motor - volume of traffic is still increasing every year, especially in more money is spent on expansion and maintenance than on Delémont East and the border between the cantons of Jura way stretches already in operation. The required resources are and around the major urban centres. This means that the the construction of new stretches, and this will be the case to and Bern. to be provided from the earmarked funds for road traffic. need for maintenance and expansion will also continue to an increasing extent in the future. The motorway network is The other priorities concern the continuation of construc - Investments are to be carried out in a total of 448 projects, increase. In order to carry out the necessary tasks with as lit - now around 30 years old on average, and it requires ever tion projects that are already in progress: 142 of which are currently being implemented and 306 are in tle disruption as possible, FEDRO is adapting its maintenance increasing investments for maintenance and expansion so the planning stage. In 2010, the main tasks are to be initi - philosophy to the changing circumstances and refining its • A9 in Upper Valais that it can continue to meet Switzerland’s needs in the ated for the following eight maintenance projects: approaches in the following areas in particular: • A16 (Transjurane) in the cantons of Bern and Jura future. • Eastern segment of the Biel bypass (A5) • A1 Vaud: Villars-St-Croix − Oulens Today, most major roadwork sites are for maintenance and • Wherever possible, comprehensive maintenance work on • Brünigstrasse (A8) in the canton of Obwalden (Lungern • A1 Bern: Bern bypass expansion work. In order to ensure that the budgeted finan - stretches of up to 15 kilometres is to be carried out pro - and Zollhaus tunnels) • A1 Aargau: Lenzburg − Birrfeld cial resources are used effectively and that traffic restrictions gressively on sections of 5 kilometres each (“rolling • Prättigaustrasse in the canton of Grisons (continuation of • A2 Lucerne: Rothenburg − Emmen Nord and disruptions for local residents are kept to a minimum, sites”) instead of along the entire 15-kilometre stretch at main tasks for the Saas and Küblis tunnels) • A2 Lucerne: complete renovation of Cityring bypass FEDRO bundles together all the planned maintenance activi - once. • A3/13 St. Gall: “Sarganserland” stretch ties for a given stretch of motorway. All the various infra - • Incentives for rapid completion, e.g. rental of lanes to A total of 945 million Swiss francs is available for the con - • A4 Zug: Blegi − Rütihof, widening to six lanes structure can thus be completely renewed in a single project construction companies (who pay “rent” by the day for struction of new stretches of motorway to complete the origi - (“Elimination of bottlenecks on the (e.g. renewal of surface, renovation of bridges) and simulta - the roadwork site) or bonus/penalty systems for meet - nally planned network. The required resources are to be pro - motorways” programme) neously adapted to new legal requirements (e.g. noise pre - ing/missing deadlines, are to be more actively promoted vided from the Infrastructure Fund. The largest credits have • A12 Freiburg: Outre Broye − Riaz vention barriers, sewage treatment facilities, wildlife corri - and improved. been allocated to the following cantons: Bern, 227 million dors, new road safety systems). • Wherever possible, work should be carried out in two Swiss francs; Valais, 211.2 million; Jura, 138.5 million; For each project, a solution has to be found that optimally shifts. At least an extended day shift (12 hours instead of Zurich, 93.1 million; Grisons, 56.2 million; Obwalden, 48.8 fulfils five equally important requirements: 9) should be required. million; Neuchâtel, 31.8 million. Approximately one-third of • Reductions in the number of lanes is to be limited to 48 the credit facility is to be spent on projects in the French- • Duration of roadworks hours. speaking part of the country. The completion of the planned • Minimisation of traffic disruptions • The choice between “shorter construction time with major network is to remain a shared responsibility between the fed - • Project content (structural measures) disruptions” (e.g. reduction of lanes) and “longer con - eral government and the cantons, even after the entry into • Construction costs struction time with fewer disruptions” is to increasingly effect of the redistribution of financial responsibility and the • Workplace and road safety fall in favour of the latter in the future. accompanying division of duties: as before, the cantons In practice, this results in conflicting objectives. For • Wherever possible, traffic lanes located within roadwork assume responsibility for development, while FEDRO is the example, the shortest possible duration of roadworks with sites but which do not have to be used for construction or supervisory authority. day and night shifts, large-scale deployment of machinery installation purposes for a lengthy period should be and personnel and a correspondingly higher financing opened to traffic again, even if only temporarily. requirement conflict with the requirement of keeping costs as • Diversions, etc., should only take place at night or during low as possible. By contrast, if traffic is not to be restricted, off-peak periods. no lanes can be closed or narrowed and the duration of the roadworks increases because only a small stretch at a time can be renovated, while at the same time the costs of the site are higher. 2009/2010 Motorways and construction sites Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Motorways and construction sites 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

16 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 17

Definitions frequently at or close to critical levels even under normal The Sarganserland junction is a conditions, and whenever road conditions change due to A3/A13: Construction of new stretches, expansion, maintenance maintenance sites (e.g. fewer and/or narrower lanes) and/or major bottleneck in Switzerland’s and operation reduced speed limits, this inevitably leads to congestion or motorway network. The heavily fre - RENOVATION OF traffic jams. Construction of new stretches refers to the initial con - quented lanes and existing engi - SARGANSERLAND struction of new sections of motorway in accordance with the Extensive roadwork sites, main roadwork “season” neering structures have been in parliamentary resolution on the motorway network. This JUNCTION includes completion of the current network (e.g. A9 in Valais, Due to the nature of motorways, maintenance and road - operation for more than 35 years, A16 Jura transversal, A4 Zurich, A5 Biel) and any sections work sites are always extensive, and this puts major logistical and this section is now undergoing subsequently added to the network by Parliament. Expansion demands on operators and contractors. Ensuring the smooth refers to the modification of existing facilities (e.g. noise flow of deliveries and removals is extremely demanding, since comprehensive renovation (from protection and environmental protection structures, wildlife it can quickly be brought to a standstill: for example, any 2010 until 2012). corridors, additional lanes, tunnel safety measures, adapta - incidents (accidents, breakdowns, etc.) that occur within the tion to new technical specifications and safety standards, stretch concerned may result in the blockage of all delivery modification of motorway connections). Renovation refers to and removal operations. The renovation encompasses the three 5-kilometre sec - Drainage comprehensive maintenance and expansion work on the Due to the climatic conditions in Switzerland, major road - tions of the Y-shaped Sarganserland junction which were The existing pipelines and drains are to be replaced so that existing motorway network. Here, project management is work has to be carried out in the period from April to October, opened to traffic between 1962 and 1974: the A13 from the rainwater can be cleanly drained off and filtered. Water drain - required, which places high demands on planning, financial even in the low-lying regions. Temperatures of 10 to 15 St Gall/Grisons cantonal border to the Sarganserland junction ing from heavily frequented stretches is often more severely expenditure and personnel. Non-project-based structural degrees Celsius are required when constructing road surfaces and from the Sarganserland junction to Trübbach, and the A3 polluted, and the existing oil filters no longer meet the envi - maintenance refers to small-scale projects that do not require to ensure they meet the specified quality for motorways. from the Sarganserland junction to Heiligkreuz. The project ronmental protection requirements for road drainage. In the a comprehensive management structure. This concerns main - costs are expected to amount to around 250 million Swiss vicinity of the motorway, six road drainage water treatment tenance tasks/repairs in response to an urgent need for Lane width francs. Work commenced in spring 2010 and will be com - facilities (designed by FEDRO as freshwater basins) are to be action following damage caused by accidents, storms, etc. pleted in autumn 2012. The standard cross-sections of many existing motorways, constructed which cleanse the water naturally through the The objective of operational maintenance is to ensure the and especially the widths of traffic and emergency lanes, were use of ecological filter layers. safe operation of the motorway network. Activities include Scope of the project determined by criteria that applied many years or even maintenance of centre strips and embankments, cleaning, decades ago. Numerous stretches were constructed in the Road signs and markings snow and ice clearance, etc. Lanes and surfaces 1960s and 1970s and are too narrow by today’s standards. The renovation of the lanes and surfaces will include the Traffic lanes used to be 3.25 to 3.5 metres wide, whereas The first step concerns the renovation of the centre strips, Construction without closing the stretch to traffic road signs and markings. FEDRO now uses high-reflection today the standard width is 3.75 metres. Similarly, 30 years so that from then on traffic and roadwork sites can be kept road signs, which reduces external lighting requirements and Major maintenance operations are always carried out with - ago emergency lanes were 2 to 2.5 metres wide, compared separate. Then the lanes are to be renewed and equipped with thus electricity consumption. out closing the stretch of road concerned. It is essential to with 3 metres today. This gives rise to problems for road users a low-noise surface. The new layout will make future mainte - ensure traffic and workplace safety during all stages of each as well as maintenance contractors. If major alterations are nance and repair work safer and more efficient. With very few Electromechanical installations maintenance operation, at all times of year, round the clock carried out on a section of motorway that was originally con - exceptions, four lanes will be open to traffic during the entire and in all weather conditions. structed thirty years ago and is to be adapted to present-day construction period. More than 200,000 tonnes of surface Electromechanical systems are required for the safe opera - Traffic volumes are constantly increasing and available standards, the space that is available is limited both for the material will be used. tion of motorways. These include SOS stations, ice warning road space is thus growing increasingly scarce, since the necessary installations and maintenance operations, as well systems, variable signals, power supply networks, heavy vehi - infrastructure can only be expanded locally. On the A1 as for road users. Furthermore, drainage systems were fre - Engineering structures cle inspection stations, etc. All these components are also to between Bern and St Gall, there is no section that has a daily quently installed in the centre strip in the past, which makes be brought up to the latest status of technology. The existing engineering structures include bridges, traffic volume of less than 70,000 vehicles for 4 lanes, while them more difficult to maintain and repair. In accordance underpasses and overpasses, and retaining walls. These are to some sections (e.g. Gubrist) have to accommodate peak loads with current standards, these systems are now installed out - be renewed on a step by step basis. Major work will be of up to 100,000 vehicles. This means that traffic flows are side the emergency lane. required on two double bridges (Stadtergasse in Mels/Sargans and at the Sarganserland junction). At the junction itself, the first bridge (in the direction of Zurich) is to be replaced in 2010, while work on the second bridge will commence in www.autobahnschweiz.ch 2011, as will the replacement of the Stadtergasse double bridge (in the direction of Chur). A total of 16 underpasses, 9 This FEDRO web site provides detailed information (in overpasses, 5 bridges and 6 passageways are to be renovated, German, French and Italian) about maintenance and ex- and along the A3 a variety of noise prevention barriers will be pansion projects on the entire Swiss motorway network. installed, renovated or made higher.

Belagseinbau auf der ganzen Mittelstreifenbreite (4 Meter) Belagseinbau Bilder mit Kleinfertiger ARGE Pizol neben Rinne 2009/2010 Finance Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Finance 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

18 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 19 FINANCING THE The costs of the motorway network FINANCING Use of earmarked revenue in 2009 are covered by motorised road users (in million Swiss francs). MOTORWAY NETWORK in accordance with the principle of “user pays”. Revenue from oil tax and the motorway sticker (“Vignette”) is the main source of financing. In 2008 an Infrastruc -

ture Fund was established as a spe - Net revenue Oil tax surcharge Motorway stickers cial financing instrument for major road transport projects, and this, too, is funded from oil tax on motor fuels from the cited sources. 3086 2072 321 Art. 86 BV Art. 86 BV Art. 86 BV

“Special financing of road traffic” fund Infrastructure Fund

The financial resources for the construction, maintenance Smoothly functioning transport infrastructure is essential 50% 50% 100% 100% and operation of the motorway network are pooled in this for society and the economy, and in view of this, Parliament fund. Its sources are revenue from the earmarked portion of created the Infrastructure Fund as a financing instrument for oil tax, plus the entire proceeds from the sale of motorway major transport projects. The funding is solely intended for Road stickers. the following purposes: General federal fund construction Oil tax encompasses crude oil, other mineral oils, gas and • Contributions to measures aimed at improving transport derived products, plus all motor fuels. Half of this revenue infrastructure in towns and major urban centres (agglom - 1543 1543 flows into the special fund. A tax surcharge is collected on eration programmes) motor fuels, and the whole resulting revenue also flows into • Completion of the originally planned motorway network this fund. • Elimination of bottlenecks in the motorway network less Different tax rates apply, depending on the product and its • Contributions towards the preservation of substance of use. The applicable taxes on petrol and diesel are as follows: main roads in mountain and outlying regions Global budget Parliament provided a total of 20.8 billion Swiss francs for this fund over a maximum period of 20 years. An initial con - 134 tribution amounting to 2.6 billion Swiss francs was paid in on Administrative costs: fed. government, road construction, research (MinVG Art. 3, 22.3.1985) 1 January 2008, and as of that date Parliament has decided

on the amount to be paid in each year. The Infrastructure Available funds for road construction Petrol Diesel Fund is entirely financed from the “Special financing of road cents/litre cents/litre transport” fund. 3802 Federal law on the use of earmarkedrevenue from oil taxes (in German = MinVG) Oil tax 43.93 45.87 The financing sources and flows are depicted opposite, together with financial data for 2009. Non- Infrastructure Other Special Oil tax surcharge Main roads project related Motorways Fund project related road traffic on fuels 30.54 30.00 contribution contributions financing 1419* 990 165 713 389 +126 Total 74.47 75.87

Source: Cantons Swiss Federal Customs Administration General contributions with no mortorways 381 8

Intersections/separation Protection of environment Protection against Combined transport of road and rail and landscapes forces of nature + NEAT 5 91 52 565

*Excluding the Infrastructure Fund 2009/2010 Finance Schweizerische Eidgenossenschaft 2009/2010 Confédération suisse Confederazione Svizzera Confederaziun svizra

20 BSwiss Fede ral Roads O ffice FEDRO 21 INCOME AND EXPENDITURE IN THE ROADS SECTOR net amounts in millions of Swiss francs

1985 –2002 2003 2004 2005 2006 2007 2008 2009 Motorways Construction, incl. planning and land acquisition 23,072 1,426 1,448 1,310 1,184 1,263 483 568 * Interest on liabilities prior to 1985 1,667 Renovation 422 (1958–1984; as of 1.1.1997; motorways, maintenance) 2,377 517 534 580 612 549 507 549 Structural maintenance 1,913 Operational maintenance 2,071 128 124 129 130 165 301 302 ** Police up to 31.12.1994 810

Infrastructure Fund Annual contribution 837 990 Extraordinary initial contribution 2,600 –

Highways 3,890 201 195 191 188 189 163 165 *

Other project-related contributions Crossroads / separation of traffic 974 28 24 25 17 10 75 Carriage of HGVs by rail, carriage of cars by rail and NEAT 3,387 573 587 701 602 553 590 565 Parking lots near railway stations (up to 31.12.1995) 101 Parking lots near railway stations, loans (up to 31.12.1995) 6 Protection of environment and landscapes (road traffic) 2,021 152 110 102 108 94 86 91 Protection of other roads against forces of nature 617 32 24 22 33 37 34 52

Non-project-related contributions General contributions to roads, offsetting 5,939 390 416 423 423 434 380 381 General contributions to roads, extraordinary contributions (up to 31 December 2007) 1,977 65 55 55 57 58 –– International transalpine routes / cantons without motorways 446 25 26 27 27 28 88 Research (up to 2006) 138 10 11 11 10 ––– Administration (up to 2006) 213 25 27 26 26 ––– Global budget (as of 2007) 64 134 134

Total expenditure 52 ,041 3,572 3,581 3,602 3,417 3,444 6,129 3,810 Special financing of road traffic 52 ,505 3,682 3,716 3,756 3,770 3,846 3,947 3,936 Other income (licences. loans, repayments) 12 ––––––– Expenditure (+) or income (-) from special financing of road traffic 2,325 110 135 154 353 402 -2 ,182 126 Special financing (SFSV) 3,456 3,566 3,701 3,855 4,208 4,610 2,722 2,848

Basis: special financing of road traffic in accordance with B42, pages 84 to 86, volume 3, 2009 federal budget * excl. Infrastructure Fund ** incl. non-project-based structural maintenance (as of 1.1.2008) 2009/2010 Finance Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Finance 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

22 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 23 FUTURE FINANCING Financing has been secured for the New tasks give rise to additional requirements (B) Financing these requirements near term, but before long there New needs are becoming apparent that could also strain From the present-day perspective, the requirements cited OF THE the fund’s budget. In order to eliminate the bottlenecks on above will primarily have to be financed by increasing the sur - will be a need for further action: the A1 in the Morges−Ecublens area and in the Glatt valley, charge on motor fuels. The last increase in this surcharge MOTORWAY NETWORK this is how the current situation new motorway stretches will have to be built (see page 4). For dates back to 1974; since then it has remained at 30 cents per regarding the financing of the mo- these two projects, an additional amount of around 5.4 bil - litre. If it were to be increased by 1 cent per litre and fuel lion Swiss francs will have to be budgeted. sales were to remain constant, this would result in additional torway network can be summarised. In summer 2008, within the scope of its review of the fed - annual revenue of around 70 million Swiss francs. The projec - In a few years time, the revenue eral resolution on the motorway network (see page 4) the tions below are based on this assumption and on the state - will no longer suffice to finance the Federal Council proposed the adoption of around 400 kilome - ment dated 11 November 2009 by the Federal Council on the tres of existing roads into the motorway network. How this elimination of bottlenecks programme. motorways, and the Federal Council has described the reasons and potential solutions adaptation is to be financed has not yet been decided, but if Just to cover the basic requirements (A), the surcharge on in its comments on the programme to eliminate bottlenecks. the federal government assumes responsibility for the costs of fuel would probably have to be increased by 7 cents per litre expanding the transferred stretches, this would burden the with effect from 2016. fund’s budget by around 4 billion Swiss francs over the next And for financing the additional requirements (B), further Today’s activities are giving rise to constantly In addition to bottlenecks, other weak points are increas - 20 years. increases in the surcharge would be necessary as follows: ingly hampering the functional capacity of the motorway net - The “Financing of public transport” fund that was estab - increasing costs (A) • For realising the two expansion projects (Morges to work. These include transfer roads between motorways and lished in 1998 secures the financing of major railway projects. Ecublens / Glatt valley) an increase of 3 to 4 cents per litre Growing expenditure on maintenance cantonal/urban road networks. But special wishes on the part This fund is partially financed through the “Special financing would be required. of towns and agglomerations for new access roads and con - of road traffic” fund (“NEAT” segment). Until now, the plan During the past 20 years, almost 300 kilometres of motor - • If the federal government assumes the expansion costs for nections to the motorway network are placing a strain on the was for the contributions from the latter fund to be paid in way have been opened to traffic, and a further 100 kilometres the almost 400 kilometres of existing roads that could be “Expansions” budget of the “Special financing of road traffic” until around 2023. But within the scope of “Rail 2030” the are to be added in the next 10 years. Initial operating costs adopted into the motorway network within the scope of fund. On top of all this, there are the costs of managing wait - question of continuing these contributions towards railway already arise as soon as a new stretch is handed over for oper - the revised network resolution, the surcharge would have ing zones for transalpine goods traffic, as well as for the con - projects is now being discussed. If the annual contributions ation. Then, after approximately 15 years, the first major to be increased by 3 cents per litre. struction of HGV inspection centres and for the retrofitting of of around 300 million Swiss francs were to be continued, the maintenance works have to be carried out. The ageing of the • For the continuation of contributions from the “Special motorways with traffic management systems that are required additional burden on the special financing fund would motorway network is another cost factor. Today, more than financing of road traffic” fund towards railway projects, an in order to improve traffic flows. amount to around 3 billion Swiss francs up to 2027. two-thirds of the motorways are over 30 years old. At the increase of 3 to 4 cents per litre would be required. same time, wear and tear is increasing as a result of the grow - • Furthermore, as a result of the increase in the fuel sur - Influence of inflation ing traffic volume. It is therefore clear that it will not be pos - charge, a fall in the revenue of the fund would have to be sible to postpone the complete renovation of the existing Due to inflation, the construction, maintenance and oper - anticipated, mainly because there would be a drop in fuel motorways for much longer. ating costs of motorways are constantly increasing. But on tourism and/or fuel consumption. To offset this decline in This has a direct impact on the budget. The federal gov - the revenue side, inflation has not been offset for many revenue, it would be necessary to increase the fuel sur - ernment currently invests around 1.5 billion Swiss francs years: the oil tax was last adjusted in 1993, and the surcharge charge by an additional 2 to 4 cents per litre. each year in new stretches and expansions of the existing on motor fuels has remained unchanged since 1974. Until For the financing of all the above requirements, it would network, and this results in an annual increase in expenditure now, increasing fuel consumption has balanced out the therefore be necessary to increase the fuel surcharge by by between 20 and 25 million for the preservation of road higher inflation-driven costs, but there are now signs of a between 18 and 22 cents per litre, which would result in an substance. turnaround in the trend in fuel consumption: efforts to pro - increase in annual revenue by around 1.4 billion Swiss francs. tect the climate, combined with higher fuel costs, are encour - Cost-intensive expansion aging the use of vehicles that are more fuel-efficient or use alternative drive technologies. This means that the future Since the completion of the first motorway stretches, the revenue of the special fund is likely to stagnate or even fall. requirements in terms of structure and availability of the net - work have increased considerably. Various enforcement duties also give rise to significant financial outlay: for example, FEDRO anticipates that the implementation of the ordinance on incident management will give rise to costs of around 1.25 billion Swiss francs up to 2030, and the implementation of the ordinance on noise prevention will account for a further 1.3 billion up to 2015. As a consequence of major incidents in tunnels, the requirements placed on safety installations have increased enormously during the past few years. The step-by-step retro - fitting of tunnels with safety installations will cost around 1.2 billion Swiss francs up to 2020. Protecting the motorways against natural hazards will require a further 300 million Swiss francs. 2009/2010 Traffic flow and traffic management Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Traffic flow and traffic management 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

24 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 25 TRAFFIC VOLUME The traffic volume on Switzerland’s In 2009, the automatic traffic TRAFFIC VOLUME motorways increased more sharply counting stations operated by the ON THE MOTORWAYS in 2009 than in the previous year, Swiss Federal Roads Office recorded ON SWISS MOTORWAYS IN 2009 namely by 2.6 percent compared an average daily traffic volume on IN 2009 with 2008. This compares with an Switzerland’s motorway network of increase of only around 1 percent in almost 7 million motor vehicles. 2008 versus 2007. The network of automatic traffic counting stations now covers 175 stretches of motorway, and last year 157 of these delivered a full set of data.

The overall traffic volume on Switzerland’s motorways The table below shows the counting stations that recorded increased by around 2.6 percent in 2009 versus 2008, which the highest figures in 2009. It lists the average number of is slightly above the mean annual growth rate of 2.2 percent vehicles per day in both directions (= daily traffic volume), No. of motor vehicles for the past 10 years. and indicates the change versus 2008 in percent: Figures shown on map are in hundreds It is interesting to note the monthly development of the Example: 12 = 1,200 traffic volume in 2008 and 2009: in 2008, the increase con - A1 ZH Wallisellen 138,937 *) stantly slowed to reach an annual rate at the end of the year A2 BL Muttenz Hard 124,577 + 5.1% Schaffhausen of 1.1 percent versus 2007. This downward trend persisted in A1 AG Baden, Baregg tunnel 118,339 + 3.0% January and February 2009, but from March onwards it turned A1 AG Birrhard Ost 113,442 *) Basel around sharply, with monthly increases of 2.3 to 4.2 percent. Frauenfeld A1C ZH Zurich northern bypass, Seebach 105,549 + 1.1% St. Gallen This development can be attributed in part to the long and A1 BE Schönbühl, Grauholz 100,732 - 0.1% Liestal severe 2008/2009 winter, during which road conditions were Aarau A2 BS Basel, Gellert north 100,528 *) Delémont Herisau often very difficult, but the turnaround in the economy was Zürich A1 VD Crissier 99,647 + 1.4% Appenzell undoubtedly another influencing factor, particularly in the Solothurn A1C ZH Weiningen, Gubrist 99,139 + 4.7% second half of 2009. A1 ZH Brüttisellen north 97,310 - 0.5% Zug

Trend at selected traffic counting stations Luzern Schwyz *) = new counting station Neuchâtel Bern Glarus Three newly installed counting stations promptly made it Sarnen Stans onto the list of the ten stretches with the highest traffic vol - Altdorf Chur Notable trends on specific motorways ume. With an average daily traffic volume of 138,937 vehi - Fribourg cles, the Wallisellen counting station recorded by far the • The traffic volume rose sharply on the A1 and access roads highest figure, while the previous leaders, Muttenz Hard on in Geneva. The Geneva-Bardonnex counting station on the the A2 and the Baregg tunnel on the A1, both continued to A1 recorded an increase by more than 13 percent versus record sharp increases by 5.1 and 3.0 percent respectively. 2008 to 40,033 vehicles per day, while the Geneva-Plan- Lausanne Due to major roadworks, the counting stations on the Zurich les-Ouates counting station on the A1 registered an northern bypass at Affoltern (A1) and the Bern bypass increase by almost 9 percent with 41,373 vehicles per day. (A1/A12, Felsen viaduct) were unable to deliver complete • The traffic volume on the A13 in the canton of Grisons also Genève Sion data sets for 2009. rose in 2009. A daily traffic volume of 6,530 vehicles was Bellinzona recorded in the San Bernardino tunnel (up 10.7 percent versus 2008), and further south in Roveredo the count was 11,658 vehicles (up 8.5 percent). Motorways = in operation • The traffic volume on the A1 near Schlieren (canton of = planned or under construction Zurich) fell sharply in 2009. The daily average of 44,506 123 = numbering of automatic counting stations vehicles was almost 18 percent lower than the figure N.D. = no data recorded in 2008. This trend can primarily be attributed to the opening of the western Zurich bypass in spring 2009. 2009 automatic road traffic census Monitoring and recording of traffic volume and its trends pro - vide information that is important for devising future traffic • Total traffic volume in both directions during a 24-hour and environment policies at the federal, cantonal and munici - period. pal levels. The legal foundation on which these efforts are • The average daily traffic volume is shown. This is the mean based is given in the ordinance attached to the Swiss Federal figure calculated from all the 24-hour traffic volume figures Statistics Act dated 30 June 1993. measured for every day of the year. 2 s t I a t s c r u t I 1 e L s S s r r s B 2 e o u i h h n h i l e T G I a n o t s i n n 6 V e 1 1 1 0 o i d m c a a t t r e e t n a e g , , , w

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e e e e e e c ------0 f f . 2009/2010 Road traffic and vehicles Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Road traffic and vehicles 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

28 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 29 ELECTRIC VEHICLES The use of electric vehicles repre - Switzerland’s roads are to be made SAFE ROADS sents a major opportunity for the safer for all users. On behalf of the IN SWITZERLAND road transport of the future. Elec - Federal Council, the Swiss Federal FOR EVERYONE tric vehicles are already in use Roads Office (FEDRO) is to further today: around 30,000 electric bicy - develop the “Via sicura” pro - cles are being operated on Switzer - gramme and submit a correspon - land’s roads, and scooters that can ding petition to Parliament by the be plugged in for recharging are end of 2010. A variety of new meas - also available. There are also around 500 cars on the road that run solely on electricity, ures are to be introduced with the aim of more effectively enforcing the existing regu - and some 11,000 hybrid cars that use both electricity and conventional fuels. lations and eliminating the worst accident black spots. In addition, various preventive measures are to be introduced.

Electric vehicles are a major opportunity for making road • The widespread introduction of electric vehicles would The number of fatalities and serious injuries on Switzer - • Measures for more effective enforcement of existing transport more sustainable in the future. They make less result in a significant reduction in oil tax revenue. This land’s roads has been constantly falling during the past few regulations: e.g. ban on commercial warning devices for noise and produce no emissions or far lower levels than vehi - would mean that new financing models would have to be years. This trend is of course pleasing, and it demonstrates traffic controls; limitation of period of validity of driving cles powered by fossil fuels. Furthermore, electric motors created (see pages 22 and 23) so that it will still be possi - that lives can be saved if measures are implemented in a con - licences consume energy more efficiently than combustion engines. ble to finance the road infrastructure. sistent manner. Nonetheless, on average one life is lost each • Repressive measures: e.g. confiscation of vehicle in the The electrification of private motorised transport looks set to day on Switzerland’s roads, and around twelve people are event of a severe traffic offence; compulsory assessment in become the biggest mobility project of the future. Scenarios for 2020 injured. The Federal Council wants to significantly reduce the the event of suspicion of unsuitability to drive a motor number of victims of road accidents in the next few years, and vehicle The Swiss Federal Office of Energy (SFOE) has drawn up a Development for mass production with this goal in mind, DETEC is to further develop the “Via • Procedural measures: e.g. owner of motor vehicle bears variety of scenarios for the development of electric vehicles. sicura” programme and submit a corresponding petition to liability for fines; introduction of reliable breath test In the next few years, major manufacturers will be bring - The aim was to obtain a rough idea of the expected usage of Parliament by the end of 2010. • Infrastructure measures: e.g. improvement of accident ing mass-produced plug-in hybrid vehicles onto the market battery-powered and hybrid vehicles in 2020. It was found The focus of the package of measures will be on more black spots and danger areas; road safety audits for main - that can be both recharged (plugged in) and refuelled (with that the number of such vehicles on the roads will primarily effectively enforcing the existing regulations and standards, tenance and roadworks projects; analysis and evaluation fossil fuels). These vehicles will be manufactured in accor - depend on motor fuel and electricity prices, and on the effi - rather than introducing new legal provisions. Many of the of accidents resulting in fatalities and serious injuries dance with the same industrial criteria as conventional ones, ciency of conventional combustion engines. Depending on planned measures will require amendments to existing legis - • Quality assurance measures: e.g. quality assurance for and will thus no longer have the character of prototypes or the scenario, the SFOE estimates that the proportion of elec - lation. The following groups of measures have been defined: assessment of suitability to drive a motor vehicle do-it-yourself models. Nonetheless, electric vehicles remain tric and hybrid vehicles will reach between 12 and 17 percent. • Measures relating to accident statistics: exact depiction the technology of the future, since solutions first have to be However, electric vehicles will also have to compete with • Preventive measures: e.g. complete ban on alcohol for of accidents on the map of Switzerland in order to more found for a variety of problems: other new drive technologies such as more efficient combus - holders of a new driving licence and for drivers of buses precisely identify accident black spots and dangerous tion engines, biofuels and hydrogen-powered vehicles. and heavy goods vehicles; minimum age of 7 for cyclists; • Batteries with a high storage capacity are very expensive areas; evaluation of accident data collected by motor vehi - (www.bfe.admin.ch) compulsory use of a helmet for cyclists up to the age of 14; and their energy density is still too low. This means that cle liability insurers general requirement to drive with lights on during the day electric vehicles are relatively expensive compared to vehicles with combustion engines, and the distance they can travel before needing to refuel (i.e. recharge) is more restricted. Furthermore, recharging times for such batter - Consultation procedure, November 2008 to ies are fairly lengthy, and the service life is limited. March 2009 • The necessary infrastructure for recharging electric vehi - cles is generally lacking in Switzerland, and the existing The “Via sicura” package of measures for enhancing network of charging stations is inadequate in view of the road safety was welcomed by the majority of the cantons, limited range of these vehicles. political parties and interest groups. Only the canton of • Depending on the trend in the use of electric vehicles, the Neuchâtel and the SVP (Swiss People’s Party) rejected the associated additional electricity consumption could reach Electric vehicles are by no means a new idea. They expe - package in its entirety. The consultation procedure was around half a billion kilowatt hours in 2020. If the addi - rienced their first boom at the end of the 19th and opened by the Federal Council on 5 November 2008 and tional demand is to be met in full through wind energy, the beginning of the 20th century. In 1900, almost 40 per - lasted until 15 March 2009. A total of 465 interest groups, Swiss Federal Office of Energy (SFOE) estimates that this cent of vehicles in the USA were powered by electricity. including all cantons, were invited to comment on the will require 130 new wind turbines with a capacity of 2 Furthermore, the first road vehicle to exceed 100 kilo - proposed package, and 199 replies were received. megawatts each. metres per hour was an electric car. In April 1899, the The report on the outcome of the consultation proce - • The electrification of road transport will also have an “La Jamais Contente” – which was built and driven by dure may be downloaded from the web site of the Federal impact on electricity transmission networks. A very large Belgian engineer and racing driver Camille Jenatzy – Administration (www.admin.ch), but is not available in number of simultaneous recharging processes could bring recorded a speed of more than 105 km/h. English. these networks to the limits of their capacity. 2009/2010 Road traffic and vehicles Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Road traffic and vehicles 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

30 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 31 STRONG MEASURES New measures will ensure that IMPROVED QUALITY OF future accident statistics in TO IMPROVE THE LEVEL OF ROAD SAFETY Switzerland provide more detailed ACCIDENT STATISTICS information about causes. With the aid of a new road accident data - base, from 2011 it will be possible Development of speed limits on Switzerland’s roads 1976: three-point harnesses on front seats of cars, utility vehicles and small buses to combine accident data recorded Built-up areas: 1978: laminated safety glass windscreens for light motor 1959: 60 km/h (definitive) by police with other factors that vehicles 1980: 50 km/h (trial) 1978: guards for agricultural vehicles and tractors can have an influence on traffic. The evaluations are to form the basis for specific 1984: 50 km/h (definitive) 1981: compulsory use of seatbelts on rear seats of cars 2002: residential/pedestrian zones, 20 km/h (new) and measures designed to prevent accidents. 1985: brakes for agricultural trailers simplified 30 km/h zones 1993: lights and indicators on agricultural trailers Outside of built-up areas: 1993: rear-view mirrors for motorcycles The Road Accident Database Ordinance, which was intro - Prior to 1973: no restriction 1994: lateral protection for new heavy goods vehicles duced by the Federal Council in April 2010, forms the basis for 1973: 100 km/h (provisional) 1995: ABS (anti-blocking system) for heavy motor vehicles 1977: 100 km/h (definitive) 1995: more stringent requirements on dangerous parts such the new measures. With effect from 2011, FEDRO will be able 1985: 80 km/h (trial) as front guards, ornaments, etc. to manage road accident statistics itself, a task that in the 1989: 80 km/h (definitive), national referendum on 1995: rear undercarriage protection for heavy motor vehicles past has been the responsibility of the Federal Statistical 26 November 1989 and their trailers Office (FSO). 1996: speed limiters for new heavy motor vehicles This means it will now be possible to combine accident Motorways: 1998: retrofitting of heavy motor vehicles with speed Prior to 1973: no restriction data with other FEDRO databases, in particular ADMAS limiters 1973: 100 km/h (provisional), due to oil crisis (administrative measures and fines database), FABER (drivers 1998: additional rear-view mirror on heavy goods vehicles to 1974: 130 km/h (provisional) database), MOFIS (vehicle and owners database), and MISTRA reduce blind spots 1977: 130 km/h (definitive) (road infrastructure database). In the data evaluation process 1999: seatbelts on rear seats of utility vehicles and on seats 1985: 120 km/h (trial) in heavy goods vehicles and coaches it will not be possible to identify individual road users. 1989: 120 km/h (definitive), national referendum on 2001: compulsory use of seatbelts on rear seats of small The links between databases will make it possible to deter - 26 November 1989 buses mine the influences that human behaviour has on traffic, the Use of seatbelts and safety devices 2003: additional rear-view mirror on heavy goods vehicles to effects accidents have on vehicles, and the role played by 1981: compulsory in front seats of cars reduce blind spots infrastructure. For example it will be possible to determine 1994: compulsory in rear seats of cars 2003: obligation for heavy goods vehicles to be equipped whether cars with more powerful engines are more frequently 2006: compulsory for all vehicles equipped with seatbelts with fire extinguishers involved in accidents than other vehicles, or whether drivers 2010: compulsory use of child safety devices for children up 2003: front undercarriage protection for heavy goods who have already had their licence withdrawn once are more vehicles to the age of 12 frequently involved in road accidents than other road users. 2005: design of front of light motor vehicles for protection It will be possible to ascertain whether more accidents occur Compulsory use of helmet of pedestrians 1981: motorcycles 2006: seatbelts for bench seats and children’s seats in new on a particular road surface in comparison with others. 1990: motor scooters vehicles The objective is to use the available data to define specific 2006: trikes and quads 2006: introduction of digital tacographs and effective measures to prevent accidents in the future. Driving instruction 2007: regulations to protect occupants in the event of 1991: compulsory instruction in traffic regulations, more frontal and side-on collisions comprehensive theory test 2007: additional rear-view mirror on heavy goods vehicles to 2005: two-stage instruction and introduction of provisional reduce blind spots licence for holders of a new driving licence 2008: prohibition of bench seats in new vehicles 2009: introduction of certificate for professional drivers, 2008: rear plates to indicate slow vehicles, indication of combined with more comprehensive and more demand- dimensions for heavy goods vehicles ing driving test and requirement of further education 2008: additional rear-view mirrors on heavy goods vehicles to reduce blind spots, and wing mirrors for vehicles Capacity to drive with a long front section 2005: reduction of maximum permitted blood alcohol level 2010: retroactive application of EU regulations governing to 0.05 percent front bumpers 2005: zero tolerance for driving under the influence of drugs 2010: requirement to retrofit seatbelts on existing benches 2005: more stringent administrative measures and cascade and children’s seats system for repeat offenders

Vehicle safety (extract) 1971: compulsory use of seatbelts on front seats of cars 1971: rear-view mirrors on cars and motorcycles 1971/72: dual-circuit brakes for all motor vehicles 2009/2010 Human-powered mobility Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Human-powered mobility 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

32 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 33 SAFER ROADS Every year, around 80 pedestrians One of the goals of Switzerland’s ENFORCEMENT AIDS are killed on our roads, and 700 are transport policy is to master the FOR PEDESTRIANS seriously injured. The protection of present-day and future mobility FOR CANTONS AND the “weakest” road users therefore requirements as efficiently and MUNICIPALITIES needs to be further improved. Im- sustainably as possible. Increasing provements are possible in the the proportion of human-powered areas of road infrastructure and mobility represents a major step in vehicle technology, as well as this direction. through the behaviour of all road users.

Safer pedestrian crossings engine block. The arrangement of other hard components Human-powered mobility offers considerable, as yet unex - This manual offers practical guidelines for the planning, con - such as windscreen wiper motors is also an important safety ploited potential for improving the transport system, reduc - struction and operation of hiking trails. The safety requirements relating to pedestrian crossings factor. ing air, noise and CO pollution, and protecting public health. are specified in a standard issued by the Swiss Association of 2 Preservation of historical transport routes Such measures aimed at protecting pedestrians will soon Furthermore, it promotes “clean tourism” and gives rise to Road and Transport Experts. One of the main criteria is visibil - The facilities included in the Inventory of Historical Trans - also apply to vehicles with a total weight of over 2.5 tonnes. savings in both public and private expenditure on mobility. ity, i.e. the distance at which pedestrians and drivers can see port Routes through Switzerland represent a major national In addition, technical systems such as auxiliary emergency Switzerland’s transport policy is therefore focusing on one another. Visibility of 100 metres from the crossing in cultural heritage and are thus protected by federal legislation braking mechanisms that fully utilise the braking potential increasing the proportion of human-powered mobility in daily both directions would be ideal. On heavily frequented or very governing nature conservation and the protection of local and thus shorten the stopping distance, will soon be compul - as well as leisure-time transport. The goal is for human-pow - wide roads, a small island in the middle of the road can often history and culture. In order to preserve their value, they sory for new vehicles. With these and similar measures, ered mobility to become an equal and third pillar in the trans - need to be carefully looked after and protected. This manual numerous accidents can be prevented, and their implementa - port sector alongside private motorised and public transport explains how such facilities can be properly managed. tion is being internationally co-ordinated. This means that – both as an autonomous form of mobility and in combina - importers will not have to overcome any additional obstacles tion with other means of transport. At the federal level, Parking facilities for bicycles in order to offer vehicles for sale in Switzerland. Vehicle fit - FEDRO wants to create the most favourable conditions possi - Providing suitable and attractive parking facilities for tings and extensions that endanger other road users are also ble for developing and promoting human-powered mobility. bicycles involves a broad variety of players, including local prohibited. Human-powered mobility also includes the protection of authorities, landowners, tenants, architects, engineers, spe - historical transport routes of national importance. Maintain - cialised organisations, etc. This manual deals with the vari - Safer behaviour ing this cultural heritage is firmly anchored in legislation ous issues and aspects that have to be considered when plan - governing nature conservation and protection of local history ning, constructing and operating parking facilities for bicy - The behaviour of road users is of course a crucial factor for and culture. With the entry into effect of the Ordinance on cles in the public and private sectors. preventing accidents on pedestrian crossings. Drivers have to the Inventory of Historical Transport Routes through Switzer - be prepared to accept that pedestrians have right of way and Signposting of hiking trails land on 1 July 2010, the Federal Council provided a firm basis that they therefore have to drive cautiously when approach - Uniform, clearly comprehensible and accurate signposting for enforcing the associated legal provisions. ing a pedestrian crossing. The need to drive cautiously can be is a significant factor for developing an attractive, safe and promoted through campaigns – e.g. at the beginning of the Enforcement aids for cantons and municipalities comprehensive network of hiking trails. This illustrated man - new school term – and carefully planned police controls can In Switzerland it is the cantons and municipalities that are ual offers practical hints for planning, assembling, checking also be effective. primarily responsible for human-powered mobility infrastruc - and maintaining signposts on hiking trails. make crossing much safer. To make pedestrian crossings more But pedestrians, too, have to behave responsibly. ture. To support these local authorities, in its “Enforcement Planning of cycle trails easily identifiable, they should be indicated with a blue road Although they have right of way, they still have to exercise aids for human-powered mobility” series FEDRO is providing A broad variety of complex requirements have to be met sign. Good street lighting can make crossing safer at night. caution. If an approaching car is too close to be able to stop background information, recommendations and standards for when planning an attractive, safe and comprehensive net - Most new pedestrian crossings meet these standards, but in time, the pedestrian has to wait. It is always a good idea to the planning, construction, signage and maintenance of the work of cycle trails, and this manual describes nine of the many older ones do not. Upgrading all crossings would make establish eye contact. With this simple form of communica - associated infrastructure. The aim here is to secure uniform most important ones. It explains how to evaluate and imple - them significantly safer for pedestrians. tion, many situations can immediately become clear to every - enforcement. Authorities that make use of these enforcement ment these requirements during the planning process, i.e. in one: the driver is aware of the pedestrian’s intention, and the aids can feel confident they are taking the appropriate action the stage from initial network planning through to project Safer vehicles pedestrian is aware that the driver has seen him/her. and complying with the relevant legal provisions. But this definition. does not rule out other solutions for specific cases. For pedestrians, collisions with a motor vehicle can have The following selection of enforcement aids illustrates the grave consequences, even if the vehicle is moving slowly. For variety of issues relating to human-powered mobility. Other this reason, standards and requirements have already been instruments and materials concerning human-powered mobil - defined for vehicles with a total weight of up to 2.5 tonnes ity can be downloaded or ordered in print form from that reduce the severity of injury in the event of a collision www.langsamverkehr.ch. with a pedestrian. These focus on the structure of the front of the vehicle. For example, the relatively “soft” bonnet must be Construction and maintenance of hiking trails able to absorb as much kinetic energy as possible in order to High quality infrastructure is an important prerequisite for prevent an accident victim from being hit directly by the solid developing a network of safe and attractive trails, which have to be professionally planned, constructed and maintained. 2009/2010 Road traffic and vehicles Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Road traffic and vehicles 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

34 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 35 NUMBER OF In 2009, almost 75,000 drivers had REGISTRATION OF NEW ROAD VEHICLES to surrender their licence in WITHDRAWN LICENCES Switzerland, which was more or less AND TECHNICAL DETAILS FOR NEW CARS MORE OR LESS the same number as in 2008. While (2000 TO 2009) UNCHANGED IN 2009 the number of confiscated licences due to speeding was higher than ever before, the trend with respect to driving under the influence of Registration of new road vehicles alcohol continued to drop. Year 2000 2005 2006 2007 2008 2009

Change Change Total vehicles 417,942 356,688 369,802 387,895 395,907 365,087 2008 2009 versus 2008 2009 versus No. No. prior year No. No. prior year Total motor vehicles 401,105 338,615 350,659 368,987 376,596 346,829 Measures involving motor vehicles Age of persons penalised with administrative measures Passenger cars 314,482 260,682 269,748 283,972 287,971 266,478 Warnings to holders of a learner‘s licence 227 246 8.3 % Passenger vehicles 2,434 2,785 2,679 2,637 3,224 2,843 Under 20 3,348 3,391 1.2 % Goods vehicles 26,687 23,535 26,252 28,055 29,706 25,853 Warnings to holders of a driver‘s licence 47,543 51,727 8.8 % 20 to 24 13,870 13,405 -3.3 % Agricultural vehicles 3,943 3,371 3,074 3,034 3,227 3,134 Withdrawal of learner’s licence 2,650 2,794 5.4 % 25 to 29 11,255 11,453 1.7 % Industrial vehicles 2,747 3,012 3,241 3,351 3,694 3,604 Withdrawal of driver’s licence 74,326 74,881 0.7 % 30 to 34 8,603 8,501 -1.1 % Motorcycles 50,812 45,230 45,665 47,938 48,774 44,917 Of which provisional licences – 5,523 – Total trailers 16,837 18,073 19,143 18,908 19,311 18,258 35 to 39 8,251 7,957 -3.5 % Cancellation of provisional licence 323 767 137.4 % 40 to 49 15,476 15,885 2.6 % Source: Swiss Federal Roads Office FEDRO Refusal of learner’s or driver’s licence 3,187 3,390 6.3 % 50 to 59 9,201 9,880 7.3 % Refusal of learner’s or driver’s licence 3,187 3,390 6.3 % 60 to 69 4,563 4,891 7.1 % New cars: technical details Refusal to accept foreign driver’s licence 17,359 18,323 5.5 % 70 and over 3,494 4,001 14.5 % Instruction in road use 3,305 3,166 -4.2 % Year 2000 2005 2006 2007 2008 2009 New driving test 1,717 2,069 20.5 % Reasons for refusal of learner’s or Examination by specialised psychologist 1,499 2,399 60.0 % driver’s licence Total 314,482 260,682 269,748 283,972 287,971 266,478 Special requirements 3,183 4,027 26.5 % or withdrawal of learner’s licence

Driving unaccompanied 384 421 9.6 % Drive All wheel 54,742 56,934 67,022 73,700 71,722 69,343 Reasons for withdrawal of driving licence Driving licences were withdrawn for the Driving error 1,848 2,144 16.0 % Rear wheel 34,635 21,719 19,840 21,929 22,288 18,685 following (in some cases. accumulated) reasons: Drink driving 828 819 -1.0 % Front wheel 225,105 181,967 182,835 188,297 193,942 178,430 Other 62 51 46 19 20 Driving without a licence 2,972 3,001 0.9 % Speeding offences 33,238 35,003 5.3 % Failure to pass driving test 263 252 -4.1 % Drink driving (>= 0.08%) 18,902 17,420 -7.8 % Gear mechanism Automatic 81,916 74,872 73,889 73,703 69,641 57,705 Driving despite withdrawal of licence 142 159 11.9 % Careless driving 8,506 8,624 1.3 % Manual 232,566 185,081 193,841 204,336 209,896 198,694 Theft 561 581 3.5 % Failure to give way 3,755 3,845 2.3 % Hydrostatic 46 39 56 34 45 Sickness or infirmity 76 106 39.4 % Failure to observe traffic signals 1,616 1,740 7.6 % Other 683 1,979 5,877 8,400 10,034 Other reasons 1,229 1,364 10.9 % Unlawful overtaking 1,837 1,845 0.4 % Style Sedan 227,171 192,290 197,913 202,321 200,399 184,590 Other driving errors 5,117 4,798 -6.2 % Reasons for warnings Station wagon 75,673 57,750 60,602 68,861 76,502 72,948 Alcohol addiction 1,102 1,360 23.4 % Convertible 11,638 10,642 11,233 12,790 11,070 8,940 Influence of medicaments or drugs 1,877 1,837 -2.1 % Speeding 36,729 42,937 16.9 % Drug addiction 1,976 1,978 0.1 % Careless driving 4,559 4,498 -1.3 % Fuel Petrol 285,407 185,120 185,807 185,055 189,151 182,174 Sickness or infirmity 2,555 3,139 22.8 % Failure to give way 2,901 2,710 -6.5 % Hybrid 1,271 3,220 3,091 3,899 Other reasons 15,382 16,103 4.6 % Driving an unroadworthy vehicle 1,059 1,192 12.5 % Diesel 28,983 74,114 80,857 92,333 93,366 78,755 Other (gas) 92 1,448 1,813 3,364 2,363 1,650 Failure to observe traffic signals 492 589 19.7 % Duration of withdrawal of driving licence Unlawful overtaking 231 242 4.7 % Average capacity (cc) less than 1,000 12,413 5,047 8,015 9,503 10,160 10,817 Other reasons 4,861 5,296 8.9 % 1 month 29,774 30,996 4.1 % 1,000 –1,399 53,275 44,933 46,635 49,584 60,689 67,525 Drink driving (>= 0,5 0–0,79 ‰) 6,291 6,008 -4.4 % 2 months 2,764 2,532 -8.3 % 1,400 –1,799 85,039 60,494 58,533 65,298 69,945 65,009 1,800 –1,999 86,388 81,026 82,328 88,486 84,019 72,452 3 months 18,685 18,402 -1.5 % 2,000 –2,499 36,459 30,053 30,287 26,609 24,010 19,588 4 to 6 months 11,021 10,208 -7.3 % 2,500 –2,999 22,535 21,282 24,216 25,339 23,804 20,562 7 to 12 months 3,048 3,133 2.7 % 3,000 and more 18,309 17,834 19,725 19,134 15,320 10,468 More than 12 months 1,790 1,699 -5.0 % Indefinite period 10,947 12,356 12.8 % Electric 64 13 9 19 24 57 Permanent withdrawal 32 38 18.7 % Source: Swiss Federal Statistical Office SFO 2009/2010 Road traffic and vehicles Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Organisational chart of FEDRO 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

36 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fed era l Roads Office FEDRO 37 INVENTORY 5 7 s r

OF VEHICLES IN i , a y n f t f o i i r l a

t i

s t o e l a b l t n n a

SWITZERLAND g c c a o e i n i i o e l l t

h r o

m i i , o a y y e e t l t t D v n g a m

u e e o a f f e o n d g i r s c t n a a h e n s i c s

e e s r s a a r a i

i t r V e e

f e t

c c c t l l m r n f t l , i i i

s c c i r e s a f f f a i i i

a n i r v f f f e t g n d h h i T o g a a a g r a

e i e e e n r r r e e s d r p V T a T R D D T V J i a

v . o Motor vehicles (as of 30.9.2009) i d R W l s s a e e r l r l e t t 9 1 a c y u e r r i o s s s s s t y l g r l o o e e e e e

p c t n l l l l l r u s p p r

m s e l c c c c c c s s e o d o

i i i i i i u s a t f e s t n n r o s h h h h h o t d r c

o a a o . g o i a e e e e e a o n r r o f v v v M I A t v v G t T m P C n f

o o t e

e r c c c e i t f a e i

Total 5.273.297 4.009.602 50.675 327.808 185.902 56.533 642.777 f e f n c L r f

f i - a s o f o t e e

f

r l s e r u o i a - c u g

P r s i i 6 n h f n F S s e o 4 t f r I e

Lake Geneva region 973.611 753.792 9.614 55.851 23.417 9.076 121.861 a y z r

2 o F o g a

e n t e v n i t g n c v l i Vaud 451.779 357.553 4.594 24.796 13.412 3.552 47.872 a i n l n e f u t i t i r e o s h i t u i B T Z E W c Valais 237.471 181.230 2.410 15.290 8.470 3.869 26.202 D d

e e u x c E A

Geneva 284.361 215.009 2.610 15.765 1.535 1.655 47.787 i V

, r e e g r Central plateau 1.196.828 889.534 12.951 73.976 59.596 13.981 146.790 r e u t b c 6 s

Bern 658.351 471.407 7.762 43.579 37.844 8.934 88.825 i u 6 l r n 4 t h o e t s i Fribourg 199.913 155.560 1.796 11.227 9.725 1.724 19.881 t s a ö a g k i r r r R f n v

o i o i . n

Solothurn 177.156 136.240 1.568 10.673 5.247 1.611 21.817 l p d J I l w r t o t o r e r e t c

Neuchâtel 111.249 88.526 1.384 5.641 3.143 1.076 11.479 r n

o c n o

i / p t f

o f c t p o c Jura 50.159 37.801 441 2.856 3.637 636 4.788 f

e n u O t r n

s s e i n

o s n l D i e m d

o a t s , p i a c m e e t e i l o o t l c

Northwest Switzerland 693.626 536.582 5.826 45.874 17.095 5.587 82.662 l a n s r p i R r e

e h e v l e v m r t v c a p Basel-Stadt 82.159 64.339 682 7.484 171 637 8.846 e o e e e n r i s O C T D I e D d Basel-Landschaft 183.264 143.092 1.446 11.453 3.744 1.384 22.145 . e Aargau 428.203 329.151 3.698 26.937 13.180 3.566 51.671 F R

Zurich 835.731 658.814 7.865 51.035 15.454 8.257 94.306 s 6 5 7 e 5 c i y t t n i l H e

Eastern Switzerland 785.300 580.919 7.639 50.771 41.862 11.741 92.368 i r r C

b

, p o t o e t h p r n

Glarus 26.850 20.047 227 1.896 1.375 526 2.779 c c a t m g e r e

t

n r

n a 6 d n i m i e c

Schaffhausen 52.907 39.078 561 3.256 2.759 602 6.651 e i e e e c D n s + r f

s g n f t m e e e e a r a a e n c

c

Appenzell A. Rh. 38.963 28.733 350 1.941 2.269 497 5.173 s l w r n i , g r e t k o p a s

V a

u r l p

m d n m , k o o -

Appenzell I. Rh. 11.903 8.243 76 676 1.203 201 1.504 r a e

r s a d n a w n c g y

o e t i n a d m o a t r d f

w e a i

St. Gall 317.882 238.473 2.948 20.282 14.395 4.061 37.723 n n e n f l m t t n y n f N o a a a e t e u a a

i t a r a i i

s d l s S m Grisons 140.917 101.032 1.671 10.426 9.587 3.462 14.739 N H T N k i m W a a s v

u i o u i . R q H d Thurgau 195.878 145.313 1.806 12.294 10.274 2.392 23.799 R E

Central Switzerland 517.533 387.767 4.743 32.125 24.712 5.483 62.703 0

Lucerne 245.432 180.089 2.312 15.682 13.383 2.262 31.704 t 6 r n o e t s

Uri 23.531 17.240 253 1.374 1.235 422 3.007 c r m i e e a r i f Schwyz 109.235 83.108 879 6.403 4.964 1.348 12.533 g f n

D n a n a

c o o

n i i s o y i l i t a t e

Obwalden 26.563 18.782 283 1.675 1.970 414 3.439 s a i t m i c u s m a n o i g

v i

p c i o v s n n i u n e i Nidwalden 30.852 23.389 280 1.496 1.312 279 4.096 r d i

e o t q n

o l e D c c n l i T a c s

s u i t , e r I o

o a n v r

i Zug 81.920 65.159 736 5.495 1.848 758 7.924 i r a

r m e , r t c r e t a

l d e s i g e f

a g d n m e a t n s f a e g e c & c

n o o n a m c e u

i l A t l i c c n i r u l

t t

g a n l v a i o g a a i d d d d l g r n f r a r

c Ticino 270.337 202.068 2.033 18.111 3.756 2.288 42.081 n i e a i o n n n t e n i T n u c t a a a P L F S I S L a I i B Swiss Federal i

l f . f Statistical Office, o P O W Federal government 331 126 4 65 10 120 6 road vehicles 2009/2010 Names and addresses Schweizerische Eidgenossenschaft Schweizerische Eidgenossenschaft Names and addresses 2009/2010 Confédération suisse Confédération suisse Confederazione Svizzera Confederazione Svizzera Confederaziun svizra Confederaziun svizra

38 BSwiss Fede ral Roads O ffice FEDRO BSwiss Fede ral Roads O ffice FEDRO 39

ROAD TRAFFIC NE Road Traffic and TG Road Traffic Department, CANTONAL Water Transport Office, Canton of Thurgau Canton of Neuchâtel Moosweg 7a DEPARTMENTS Faubourg de l'Hôpital 65 8501 Frauenfeld POLICE HEADQUARTERS 2000 Neuchâtel Phone 052 724 02 11 Phone 032 889 63 20 Fax 052 724 02 58 Fax: 032 889 60 77 [email protected] [email protected] www.strassenverkehrsamt. www.ne.ch/scan tg.ch AG Road Traffic Department, FR Road Traffic and AG Cantonal Police GE Cantonal Police NW Cantonal Police TI Cantonal Police Canton of Aargau Water Transport Office, NW Department of TI Road Traffic Department, Aargau Geneva Nidwalden Ticino P. O. Box Canton of Fribourg Transport Safety, Canton of Ticino Tellistrasse 85 Chemin de la Gravière 5 Kreuzstrasse 1 Vle S. Franscini 3 5001 Aarau Route de Tavel 10 Obwalden & Nidwalden Ala Munda 5004 Aarau 1227 Acacias 6370 Stans 6500 Bellinzona Phone 062 886 23 23 1700 Fribourg Kreuzstrasse 2 6528 Camorino Phone 062 835 81 81 Phone 022 427 81 11 Phone 041 618 44 66 Phone 0848 25 55 55 Fax 062 886 22 00 Phone 026 484 55 55 6371 Stans Phone 091 814 91 11 Fax 062 835 82 96 [email protected] Fax 041 618 45 89 [email protected] [email protected] Fax 026 484 55 56 Phone 041 618 41 41 Fax 091 814 91 09 [email protected] www.ag.ch/ [email protected] Fax 041 618 41 87 [email protected] AI Cantonal Police GL Cantonal Police UR Cantonal Police strassenverkehrsamt www.ocn.ch [email protected] www.vsz.ch www.ti.ch/circolazione Appenzell I.Rh. Glarus OW Cantonal Police Uri Unteres Ziel 20 Spielhof 12 Obwalden Tellsgasse 5 AI Road Traffic Department, GE Motor Vehicles Department, OW Department of UR Office for Road Traffic and 9050 Appenzell P. O. Box 635 Foribach 6460 Altdorf Transport Safety, Water Transport, Canton of Canton of Geneva Phone 071/788 97 00 8750 Glarus 6061 Sarnen Phone 041 875 22 11 Obwalden & Nidwalden Canton of Uri Appenzell Innerrhoden Rte de Veyrier 86 Fax 071/788 95 08 Phone 055 645 66 66 Phone 041 666 65 00 Fax 041 871 14 30 Kreuzstrasse 2 Gotthardstrasse 77a Gringel 1227 Carouge [email protected] Fax 055 645 66 77 Fax 041 666 65 15 6371 Stans 6460 Altdorf 9050 Appenzell Phone 022 388 30 30 [email protected] [email protected] VD Cantonal Police Phone 041 666 66 00 Phone 041 875 22 44 Phone 071 788 95 34 Fax 022 388 30 11 AR Cantonal Police Vaud Fax 041 666 66 20 Fax 041 875 28 05 Fax 071 788 95 39 [email protected] Appenzell-Ausserrhoden GR Cantonal Police SG Cantonal Police Centre de la Blécherette [email protected] www.vsz.ch www.ur.ch/assv [email protected] www.geneve.ch/san Rathaus Grisons St.Gallen 1014 Lausanne www.stva.ai.ch 9043 Trogen Ringstrasse 2 Klosterhof 12 Phone 021 644 44 44 SG Road Traffic and VD Office for Road Traffic and GL Road Traffic Department, Phone 071 343 66 66 7001 Chur 9001 St.Gallen Fax 021 644 81 56 AR Road Traffic Department, Canton of Glarus Water Transport Office, Water Transport, Fax 071 343 66 99 Phone 081 257 71 11 Phone 071 229 49 49 Canton of Mühlestrasse 17 Canton of St Gallen Canton of Vaud [email protected] Fax 081 286 79 01 Fax 071 223 26 60 VS Cantonal Police Appenzell Ausserrhoden P.O. Box Oberer Graben 32 Avenue du Grey 110 polizia-grischuna@ [email protected] Valais Landsgemeindeplatz 8762 Schwanden 9001 St. Gallen 1014 Lausanne BE Cantonal Police kapo.ch Avenue de France 69 9043 Trogen Phone 055 647 36 00 Phone 071 229 36 57 Phone 021 316 82 10 Bern SH Cantonal Police 1950 Sion Phone 071 343 63 11 Fax 055 647 36 99 Fax 071 229 39 98 Fax 021 316 82 11 Nordring 30 JU Cantonal Police Schaffhausen Phone 027 326 56 56 Fax 071 343 63 29 [email protected] [email protected] [email protected] P. O. Box 3001 Jura Beckenstube 1 Fax 027 606 56 66 [email protected] www.gl.ch/xml_1/ www.stva.sg.ch www.san.vd.ch 3013 Bern Rue du 8201 Schaffhausen [email protected] www.stva.ar.ch internet/de/application/ Phone 031 634 41 11 24-Septembre 2 Phone 052 624 24 24 d679/f727.cfm SH Road Traffic and VS Road Traffic and polizei.kommando@ 2800 Delémont Fax 052 624 50 70 ZG Cantonal Police BE Road Traffic and Water Transport Office, Water Transport Office, police.be.ch Phone 032 420 65 65 [email protected] Zug Water Transport Office, GR Road Traffic Department, Canton of Schaffhausen Canton of Valais Fax 032 420 65 05 An der Aa 4 Canton of Bern Canton of Grisons Rosengasse 8 Av. de France 71 BL Cantonal Police [email protected] SO Cantonal Police P. O. Box 136 Schermenweg 5 P. O. box 8200 Schaffhausen P.O. Box 1247 Basel-Landschaft Solothurn 6301 Zug 3001 Bern 7001 Chur Phone 052 632 71 11 1950 Sion Phone 031 634 21 11 Phone 081 257 80 00 Fax 052 632 78 11 Phone 027 606 71 00 Rheinstrasse 25 LU Cantonal Police Schanzmühle Phone 041 728 41 41 Fax 031 634 26 81 Fax 081 252 90 08 strassenverkehrsamt@ Fax 027 606 71 04 4410 Liestal Lucerne Werkhofstrasse 33 Fax 041 728 41 79 [email protected] [email protected] ktsh.ch www.vs.ch/autos Phone 061 926 30 60 Headquarters 4503 Solothurn [email protected] www.pom.be.ch/svsa www.stva.gr.ch www.strassenverkehrsamt. Fax 061 921 45 81 Kasimir-Pfyffer-Strasse 26 Phone 032 627 71 11 sh.ch ZG Road Traffic Department, [email protected] P. O. Box Fax 032 627 72 12 ZH Cantonal Police BL Motor Vehicle Inspection JU Motor Vehicles Department, Canton of Zug 6002 Lucerne Zurich Office, Canton of Canton of Jura SO Motor Vehicle Inspection Hinterbergstrasse 41 BS Cantonal Police Phone 041 248 81 17 SZ Cantonal Police P. O. Box Basel-Landschaft Rue de l'Avenir 2 Office, Canton of Solothurn 6312 Steinhausen Basel-Stadt Fax 041 240 39 01 Schwyz 8021 Zürich Ergolzstrasse 1 2800 Delémont Gurzelenstrasse 3 Phone 041 728 47 11 P. O. Box [email protected] Bahnhofstrasse 7 Phone 044 247 22 11 4414 Füllinsdorf Phone 032 420 71 20 4512 Bellach Fax 041 728 47 27 4001 Basel 6431 Schwyz [email protected] Phone 061 906 77 77 Fax 032 420 71 21 Phone 032 627 66 66 [email protected] Phone 061 267 71 11 NE Cantonal Police Phone 041 819 29 29 Fax 061 906 77 70 [email protected] Fax 032 627 66 99 www.zug.ch/behoerden/ [email protected] Neuchâtel Fax 041 811 62 63 [email protected] www.jura.ch/ovj [email protected] sicherheitsdirektion/ Rue des Poudrières 14 www.mfk.bl.ch www.mfk-so.ch strassenverkehrsamt FR Cantonal Police 2006 Neuchâtel TG Cantonal Police LU Road Traffic Department, Fribourg Phone 032 888 90 00 Thurgau BS Motor Vehicle Inspection Canton of Lucerne SZ Road Traffic Department, ZH Road Traffic Department, Chemin de la Madeleine 8 Fax 032 722 02 96 Zürcherstrasse 325 Office, Arsenalstrasse 45 Canton of Schwyz Canton of Zurich 1763 Granges-Paccot [email protected] 8500 Frauenfeld Canton of Basel-Stadt 6010 Kriens P.O. box 3214 Uetlibergstrasse 301 Phone 026 305 20 00 Phone 052 728 28 28 Clarastrasse 38 Phone 041 318 11 11 6431 Schwyz 8036 Zürich Fax 052 728 28 29 4005 Basel Fax 041 318 18 30 Phone 041 819 11 24 Phone 058 811 30 00 [email protected] Phone 061 267 82 00 [email protected] Fax 041 819 21 78 Fax 058 811 30 01 Fax 061 267 82 17 www.strassenverkehrsamt. [email protected] [email protected] [email protected] lu.ch www.sz.ch/verkehrsamt www.stva.zh.ch www.mfk.bs.ch 2009/2010 Names and addresses Schweizerische Eidgenossenschaft Confédération suisse Confederazione Svizzera Confederaziun svizra

40 BSwiss Fede ral Roads O ffice FEDRO SWISS FEDERAL ROADS OFFICE: ADDRESS LIST

Head office: Offices of the Infrastructure division Internet: (construction, expansion and main - www.astra.admin.ch Swiss Federal Roads Office (FEDRO) tenance of the motorway network) www.autobahnschweiz.ch Mühlestrasse 2, Ittigen www.verkehrsdaten.ch CH-3003 Bern Western Switzerland: www.truckinfo.ch Phone: 031 322 94 11 Office fédéral des routes (OFROU) Fax: 031 323 23 03 Filiale d'Estavayer-le-Lac [email protected] Place de la Gare 7 Postal address: CH-1470 Estavayer-le-Lac Swiss Federal Roads Office (FEDRO) Phone: 026 664 87 11 CH-3003 Bern Fax: 026 664 87 90 [email protected] Swiss traffic management centre Bern/Valais: (VMZ-CH) Swiss Federal Roads Office (FEDRO) Swiss Federal Roads Office (FEDRO) Thun office Swiss traffic management centre Uttigenstrasse 54 Rothenburgstrasse 15 CH-3600 Thun CH-6020 Emmenbrücke, Lucerne Phone: 033 228 24 00 Phone: 041 288 83 11 Fax: 033 228 25 90 Fax: 041 288 83 12 [email protected] [email protected] Central and Northwest Switzerland: Swiss Federal Roads Office (FEDRO) Zofingen office Brühlstrasse 3 CH-4800 Zofingen Phone: 062 745 75 11 Fax: 062 745 75 90 zofi[email protected]

Northeast Switzerland: Swiss Federal Roads Office (FEDRO) Winterthur office Grüzefeldstrasse 41 CH-8404 Winterthur Phone: 052 234 47 11 Fax: 052 234 47 90 [email protected]

Ticino/Grisons Ufficio federale delle strade (USTRA) Filiale Bellinzona Via C. Pellandini 2 CH-6500 Bellinzona Phone: 091 820 68 11 Fax: 091 820 68 90 [email protected]