Trams in Zürich

Trams in Zürich
Bahnhofstrasse, Zürich's premier shopping street
Operation
Locale	Zürich
Open	1882
Status	open
Routes	15
Operator(s)	Verkehrsbetriebe Zürich
Infrastructure
Track gauge	1,000 mm (3 ft 3 3⁄8 in) metre gauge
Propulsion system(s)	electric
Electrification	600 V DC overhead lines
Stock	313
Overview
Website	Zürich Public Transport (VBZ) (English)

Trams make an important contribution to public transport in the city of Zürich in Switzerland. The tram network serves most city neighbourhoods, and is the backbone of public transport within the city, albeit supplemented by the inner sections of the Zürich S-Bahn, along with urban trolleybus and bus routes as well as two funicular railways and one rack railway. The trams operate within a fare regime provided by the cantonal public transport authority Zürcher Verkehrsverbund (ZVV), which also covers regional rail and bus services.^[1][2][3]

All trams within the city are operated by the Verkehrsbetriebe Zürich (VBZ), which operates the city's urban network, but the city's tram tracks are also used by two other operations. The VBZ also operates the Glattalbahn tram services to the Glattal area to the north of the city, although in this case it does so as a sub-contractor to the Verkehrsbetriebe Glattal (VBG). Trains of the independent Forchbahn (FB) light railway also uses the city's tram lines to reach their city terminus.^[4]

Trams have been a consistent part of Zürich's streetscape since the 1880s, when the first horse tram ran. Electrified from the 1890s, they have seen off challenges including proposals to replace them by trolleybuses and by a metro or U-Bahn. With a relatively static city network from the 1930s to the late 1970s, the city's trams have been expanding again since then. Recent expansions have taken the network into the suburbs beyond the city boundary, covering areas it retreated from in the first part of the 20th century.

History

Beginnings

Various projects to introduce trams to Zürich were proposed from the 1860s onwards. It was not until 1882, however, that the first tram operated in the city. These initial trams were operated by the Zürcher Strassenbahn Gesellschaft (ZStG), a private company, and were standard gauge and horse-drawn.^[5]

By 1888 the first electric tramway in Switzerland (the Vevey–Montreux–Chillon tramway) had opened, and, in 1894, another private company, the Elektrische Strassenbahn Zürich (EStZ), started operating metre gauge electric trams in Zürich. The EStZ only survived for two years before it was taken over by the City of Zürich, who renamed it the Städtische Strassenbahn Zürich (StStZ).^[5]

Further tramway companies were founded, some operating entirely within the city, some connecting the city with its nearer suburbs, and some running in rural areas entirely beyond the city, but still linked by connections with other lines to the city. The StStZ gradually took over those companies that had significant city operations, usually closing any cross-boundary lines, whilst leaving those lines entirely beyond the city to their own devices.^[5]

Many companies

The many companies that operated trams in and around Zürich are summarised in the table below. Names of companies whose lines were entirely outside the current city boundaries are shown in italic type, and those which still operate tram or other light rail services are shown in bold type.

Company	Abbreviation	From	Until	Absorbed by	Notes
Zürcher Strassenbahn Gesellschaft	ZStG	1882	1896	StStZ	The private company that opened Zürich's first tramway, using horse-drawn trams.[5]
Elektrische Strassenbahn Zürich	EStZ	1894	1896	StStZ	The first electric tram operator. Bought by the City of Zürich, and renamed the StStZ.[5]
Zentrale Zürichbergbahn Zürich	ZZB	1895	1905	StStZ
Städtische Strassenbahn Zürich	StStZ	1896	1950	VBZ	The city owned company continued to acquire other tram operators, until by 1931 it owned all the remaining tramways within the city. In 1950, renamed as the VBZ.[5]
Strassenbahn Zürich-Oerlikon-Seebach	ZOeS	1897	1931	StStZ
Industriequartier-Strassenbahn Zürich	ISZ	1898	1902	StStZ
Strassenbahn Zürich-Höngg	StZH	1898	1923	StStZ
Dolderbahn	Db	1895			From 1899, the Dolderbahn company operated an electric tram between the upper station of the Dolderbahn (then a funicular) and the Dolder Grand Hotel. This line never had any track connection with any other tram line, and was replaced by a bus in 1930. In 1973 the Dolderbahn was converted to a rack railway and extended to the Dolder Grand, thus replacing the bus.
Limmattal-Strassenbahn	LSB	1900	1931	StStZ
Bremgarten Dietikon	BD	1902	2000	BDWM	Originated as a metre gauge rural electric tramway between Bremgarten and Dietikon to the west of Zürich. Well outside the city of Zürich, it was at one time indirectly connected to the city's tramways by the LSB, which also served Dietikon. The section between Bremgarten and Wohlen was originally a standard gauge railway, which was converted to mixed gauge and taken over by BD in 1912.
Albisgütli-Bahn	AGB	1907	1925	StStZ
Wetzikon-Meilen-Bahn	WMB	1909	1950	(closed)	A metre gauge rural electric tramway linking Kempten, Wetzikon and Langholz to the east of Zürich with Meilen on the shores of Lake Zürich. Well outside the city of Zürich, it was at one time indirectly connected to the city's tramways by the UOeb, with which it connected at Langholz, and hence the FB.[6]
Uster-Oetwil-Bahn	UOeB	1909	1949	(closed)	A metre gauge rural electric tramway linking Uster, Esslingen, Oetwil am See and Langholz to the east of Zürich. Well outside the city of Zürich, it was at one time indirectly connected to the city's tramways by the FB, with which it connected at Esslingen.[7]
Forchbahn	FB	1912
Verkehrsbetriebe Zürich	VBZ	1950			Owned by city of Zürich.[5]
Bremgarten Dietikon Wohlen Meisterschwanden	BDWM	2000			Created by amalgamation of the BD with the bus operator WM. Still operates a light rail service between Dietikon and Wohlen, but is no longer connected to the Zürich tram system.

• 

  One of Zürich's horse trams in 1900

• 

  Electric trams of the StStZ in Paradeplatz in 1925

• 

  A preserved tram of the ZOeS dating from 1897

• 

  A preserved tram of the LSB dating from 1900, in Zürich's tram museum

• 

  The opening of the BD in 1902

Heyday of the StStZ

By the mid-1930s, the StStZ had acquired all the companies that operated tramways within the city boundaries, with the single exception of the Dolderbahn, which had closed its short tramway in 1930. The standard gauge horse tram lines had all been converted to metre gauge and electrified. The StStZ had also built many tram extensions, resulting in a dense network of tramlines serving most city neighbourhoods.^[5]

However in 1927, the StStZ had introduced its first motor bus route, and this was to be followed in 1939 by the first of the city's trolleybus routes. Initially these modes complemented the trams, but at various times they have threatened to replace parts of the tram system, and sometimes succeeded in doing so.^[5]

In 1940, the StStZ started a modernisation of its trams, introducing the first prototypes of the Swiss Standard Tram. Despite Switzerland's neutrality, the economic effects of the second world war slowed down the program, but by 1953 the VBZ, as the StStZ had become in 1950, had taken delivery of 177 such trams.^[3][5]

Lines closed

While the tram network within the city of Zürich has seen relatively few line closures, the same cannot be said for the lines beyond the city. The StStZ routinely closed any out-of-city lines belonging to the companies it took over.^[3] In other cases, private sector operated lines succumbed without StStZ involvement. Out of town closures included:

• The Schlieren to Dietikon and Schlieren to Weinigen lines of the LSB company, closed in 1928 and 1931 respectively.
• The Oerlikon to Schwamendingen and Seebach to Glattbrugg lines of the ZOS company, closed in 1931.
• The Uster to Langholz line of the UOeB company, closed in 1949.^[7]
• The Wetzikon to Meilen line of the WMB company, closed in 1950.^[6]

In the city, the initial threat to the tram came from its perceived inflexibility and susceptibility to the growing traffic congestion in the city streets. One proposed solution was the conversion of the less busy lines to trolleybus routes, and the first step in this direction was the conversion of tram route 1, from Burgwies to Hardplatz (1954-1956). This was followed by the Farbhof to Schlieren section of route 2 (1956-8) which became a westward extension of the same trolleybus route. In practice, the trolleybus service struggled to cope with peak loadings and punctuality did not improve. No further conversions of tram routes to trollybuses have taken place.^[3]

Underground proposals

In the 1950s, as well as proposing the conversion of less busy lines to trolleybus, plans were also made to convert the busier lines to a pre-metro form called the Tiefbahn, by placing them in tunnel. The recently delivered Swiss Standard trams were not seen as suitable for this, and several new designs of tram were introduced. The first design, known as the P16 or Karpfen, could not run on some existing routes, and only one batch of 15 motor tram and trailer pairs was built. A later design, which used articulation to avoid the problems of the P16, was eventually more successful and 126 vehicles were delivered by 1969. This car became popularly known as the Mirage.^[3]

Despite the planning and new rolling stock, a referendum in 1962 rejected the Tiefbahn. However the proponents of going underground instead proposed a full scale metro, or U-Bahn system. This would be standard gauge and electrified using a third rail, and hence incompatible with the tram system. In 1973, this too was rejected in a referendum, but not before several stretches of U-Bahn tunnel had been built.^[3][5]

Extensions and a new model

In 1976, the first tram extension since 1954 took place, with the extension of route 4 from Hardturm to Werdhölzli. This was followed in 1986 by the extension of routes 7 and 9 into new residential areas to the north-east of Zürich. This used one of the stretches of tunnel that had been built for the rejected U-Bahn, between Milchbuck and Schwamendingen. The tram route was extended through the tunnel before splitting at Schwamendingen to serve the area beyond, using new surface track. Because the tunnels and stations had been built with island platforms, whilst Zürich trams only have doors on their nearside, the section through the tunnel uses left-hand running.^[3]

From 1976 onwards, the VBZ tram fleet was further updated, with the introduction of Zürich's variant of the Tram 2000 design.^[5] 201 of these vehicles were delivered, ending in 1992. From the 1980s onwards, the system was increasingly acclaimed for its success in maintaining a high share of the modal split, and the Zürich model of transport provision was named after it.

Low floors and more extensions

In 2001, the VBZ took delivery of the first prototypes of a brand-new low-floor design of tram, known as the Cobra.^[5] Despite many teething problems with the prototypes, which were eventually extensively rebuilt, there are now 88 of these trams in service, with the last delivered in 2010. In order to increase the number of low-floor trams in service, 23 trams from the otherwise high-floor Tram 2000 fleet were rebuilt between 2001 and 2005 with the addition of a low-floor centre section.

From the 1950s onwards, the Glattal region to the north of Zürich experienced a rapid boom as population and industry spilled over from nearby Zürich, partly driven by the presence of Zürich Airport. Whilst the airport is served by the city's S-Bahn rail network, the economic growth and resulting congestion led to a need for a finer-grained form of public transport. The responsible transport authority (the Verkehrsbetriebe Glattal or VBG) responded by constructing a new light rail system, the Glattalbahn. This was built to be compatible with Zürich's tram network, with which it connects at several points on the city boundary. The system opened in stages between 2006 and 2010. The VBG contracted the VBZ to operate the network, and several tram routes now operate across both networks.^[4][8][9]

"Tram Zürich West", an extension from Escher-Wyss-Platz to Bahnhof Altstetten Nord, in the city of Zürich, opened in December 2011. The resulting reorganisation of routes included a new route 17 from Hauptbahnhof to Werdhölzli via Escher-Wyss-Platz, and the diversion of route 4, which had previously served Werdhölzli, to Altstetten.^[4][8][10]

The arrival of new trams between 2001 and 2010 led to the departure of older vehicles. The Karpfen last ran in regular service in 2006, and the Mirage in 2010. Many members of both classes have been transferred to Vinnytsia in Ukraine.^[11][12][13]

History preserved

The Zürich Tram Museum, located at the former tram depot at Burgwies (on tram route 11), preserves many examples of Zürich's former tramcar fleet, along with other related exhibits.

Operation

Route network

The following tram routes make up the urban and Glattalbahn route network:^[4][8][14]

Route	Description (Portion of route in italics is on Glattalbahn track)
2	Bhf. Tiefenbrunnen - Bellevue - Bürkliplatz - Paradeplatz - Stauffacher - Albisriederplatz - Farbhof
3	Klusplatz - Römerhof - Kunsthaus - Central - Hauptbahnhof - Stauffacher - Albisriederplatz - Albisrieden
4	Bhf. Tiefenbrunnen - Bellevue - Central - Hauptbahnhof - Escher-Wyss-Platz - Bhf. Altstetten
5	(Laubegg -) Bhf. Enge - Bürkliplatz - Bellevue - Kunsthaus - Kirche Fluntern (- Zoo)
6	(Bhf. Enge - Paradeplatz -) Hauptbahnhof - Central - ETH/Universitätsspital - Kirche Fluntern - Zoo
7	Bhf. Stettbach - Schwamendingerplatz - Milchbuck - Schaffhauserplatz - Central - Hauptbahnhof - Paradeplatz - Bhf. Enge - Wollishofen
8	Hardplatz - Stauffacher - Bhf. Selnau - Paradeplatz - Bürkliplatz - Bellevue (- Kunsthaus - Römerhof - Klusplatz)
9	Hirzenbach - Schwamendingerplatz - Milchbuck - Seilbahn Rigiblick - ETH/Universitätsspital - Kunsthaus - Bellevue - Bürkliplatz - Paradeplatz - Stauffacher - Heuried (- Triemli)
10	Hauptbahnhof - Central - ETH/Universitätsspital - Seilbahn Rigiblick - Milchbuck - Sternen Oerlikon - Bhf. Oerlikon Ost - Leutschenbach - Glattpark - Bhf. Glattbrugg - Bhf. Kloten Balsberg - Zürich Airport
11	Rehalp - Kreuzplatz - Bhf.Stadelhofen - Bellevue - Bürkliplatz - Paradeplatz - Hauptbahnhof - Schaffhauserplatz - Bucheggplatz - Bhf. Oerlikon - Sternen Oerlikon - Hallenstadion - Leutschenbach - Glattpark - Auzelg
12	Zürich Airport - Bhf. Kloten Balsberg - Bhf.Glattbrugg - Glattpark - Auzelg - Bhf. Wallisellen - Glattzentrum - Bhf. Stettbach
13	Albisgütli - Laubegg - Bhf. Enge - Paradeplatz - Hauptbahnhof - Escher-Wyss-Platz - Meierhofplatz - Frankental
14	Seebach - Sternen Oerlikon - Milchbuck - Schaffhauserplatz - Hauptbahnhof - Stauffacher - Heuried - Triemli
15	Klusplatz - Römerhof - Kreuzplatz - Bhf. Stadelhofen - Bellevue - Central - Schaffhauserplatz - Bucheggplatz
17	(Albisgüetli - Laubegg - Bhf. Enge - Paradeplatz -) Hauptbahnhof - Escher-Wyss-Platz - Werdhölzli

All journeys on routes 6, 10 and 12 are operated by low-floor trams, whilst at least every other journey on lines 2, 3, 4, 7, 9, 11, 13, 14 and 17 are provided by such vehicles. Most, but not all, tram stops are configured to allow passengers in wheelchairs to board low-floor trams.^[8]

Of the three routes that operate in part over Glattalbahn tracks, routes 10 and 12 are operated by the VBZ on behalf of the Verkehrsbetriebe Glattal (VBG), normally using tramcars in the VBG's own predominantly white colour scheme, whilst route 11 is operated by the VBZ on its own behalf, normally using vehicles in its own livery.^[4][8][9]

The independent Forchbahn (FB) railway uses VBZ trackwork to reach their city centre terminus, at Bahnhof Stadelhofen, from the eastern edge of the city, at Rehalp. The FB trains operate largely in the street for this section of their route, sharing track with VBZ tram routes, but are categorised as route S18 of the city's S-Bahn railway network rather than as part of the tram network. Beyond Rehalp the trains use the FB's own segregated tracks to reach their outer terminus at Esslingen.^[4][8]

On the last weekend of each month, the Zürich Tram Museum operates tram route 21 from the city centre to the museum at Burgwies (up to Rehalp at Saturdays), using their own heritage rolling stock.^[15]

Infrastructure

Zürich's tram network is built to metre gauge and is electrified using overhead line at 600 V DC. The electrical supply system is shared with the city's trolleybus network.

The VBZ infrastructure within Zürich is largely street based, with varying degrees of segregation from other street traffic and significant sections where trams run in unrestricted traffic lanes. In the city centre the tram tracks run through largely pedestrianised streets, and in one place in the suburbs the trams use a tunnel originally constructed for a never completed U-Bahn system. By contrast, on VBG infrastructure in the Stadtbahn Glattal, VBZ trams operate on long stretches of dedicated track.^[4][8]

Many of Zürich's tram stops have been equipped with boarding platforms raised to match the floor height of the low floor trams. Zürich's trams are single-ended, with doors on only one side. In consequence all terminal locations are equipped with turning loops, and all tram stops are to the nearside of the tram.^[8]

Tram fleet

As of 2012, the VBZ owns 313 tram vehicles, which between them cover over 16 million vehicle-kilometres per year. All regular public services are covered by 289 vehicles of two basic classes, with the remainder of the fleet made up of a number of assorted works vehicles, including some used for the cargo tram service, and heritage vehicles. The heritage fleet sees occasional use on special services.^[16][17]

The tram fleet comprises the following vehicles:

Image	Numbers	Type	Notation	Capacity Sit/Stand	Notes
	2001-2098	Tram 2000	Be 4/6	50/54	The two section articulated variant of the Tram 2000 design for Zürich, of which 98 vehicles were delivered in two tranches from 1976 to 1978, and from 1985 to 1987. Each vehicle is 21.4 metres (70 ft) in length and 2.2 metres (7 ft 3 in) in width. In most cases these cars operate in multiple.[16][18]
	2099-2121	Tram 2000	Be 4/8	68/75	Originally two section units similar to 2001-2098, these cars were built from 1992 to 1993. Between 1999 and 2005 they were rebuilt with a third central low-floor section. Each vehicle is 28 metres (92 ft) in length and 2.2 metres (7 ft 3 in) in width. They are also known as Sänfte.[16][18][19]
	2301-2315	Tram 2000	Be 4/6	50/57	Two section articulated unit similar to 2001-2098 but without a drivers cab. These cars were built in 1978, and must run as the second unit in multiple with another Tram 2000 unit. Each vehicle is 21.4 metres (70 ft) in length and 2.2 metres (7 ft 3 in) in width.[16][18]
	2401-2435	Tram 2000	Be 2/4	35/41	Single section non-articulated unit without a drivers cab. These cars were built in two tranches from 1985 to 1987, and 1992 to 1993. Like 2301-2315, they must run as the second unit in multiple with another Tram 2000 unit. Each vehicle is 15.4 metres (51 ft) in length and 2.2 metres (7 ft 3 in) in width. They are also known as Pony.[16][18]
	3001-3088	Cobra	Be 5/6	90/113	The more recent of the two classes of trams in regular service are the 88 modern low-floor Bombardier Cobra trams delivered between 2001 and 2010. 18 of them (3062-3079) were in VBG livery. These are all five section articulated vehicles running on six pairs of wheels, of which five are powered. Each vehicle is 36 metres (118 ft) in length and 2.4 metres (7 ft 10 in) in width. Because of their length, Cobras only run as single units in normal service.[16][20]

Cargo tram

Besides its passenger transport activities, VBZ, jointly with the city refuse and recycling department ERZ, operates the cargo tram to collect bulky waste. The cargo tram serves 10 different collection points around Zürich, calling at each on different days of the month. The collected refuse is taken to a specially constructed siding at the ERZ yard adjacent to the Werdhölzli tram terminus.^[21][22][23]

The service was introduced in 2003, as an attempt to reduce the amount of bulky waste items dumped illegally every year. As Zürich has an extensive tram network serving most neighbourhoods, and many suitable sidings not used by regular services, it was decided to use the tram network. In its first year of operation it was responsible for the collection of 380 tonnes (370 long tons; 420 short tons) of waste.^[22][24]

The collected waste is carried in two standard refuse containers, which are mounted on four-wheeled flat wagons. These are hauled by car 1922, a former Swiss Standard Tram, originally delivered to Zürich in 1940, and converted into a works car in 1980.^[22]

Tariffs and tickets

All of Zürich's tram stops are equipped with ticket machines, and passengers are required to purchase a ticket before boarding the vehicle. Passengers may board through any door and are not required to show tickets on boarding. Tickets checks are carried out by roving teams of inspectors, and penalties imposed on passengers found without a valid ticket.^[25]

Tram services are operated within the tariff and ticketing system provided by the cantonal public transport authority Zürcher Verkehrsverbund (ZVV). This system covers the whole of the canton of Zürich and thus covers travel on other modes and services, provided by many other operators, and includes the Zürich S-Bahn suburban rail network. Free transfer is permitted between different vehicles, routes, modes and operators, provided a ticket valid for the whole journey is held.^[26]

The ZVV system is zonal in nature, with fares for individual journeys set by the zones the journey passes through. The Zürich tram network extends over just two of these zones, with zone 10 covering the city routes, and zone 21 covering the Stadtbahn Glattal routes. Both single journey and day tickets are available, as are a number of passes with longer validities.^[26][27]

Future developments

New vehicles

The VBZ is intending to order a new generation of tram cars, to replace the high-floor Tram 2000 trams currently in service. By 2010, it had conducted trials of three existing tram types on its network. These were the Stadler Tango, the Siemens Combino and the Bombardier Flexity.^[28]

VBZ has since requested tenders for the supply of 30 new trams, together with an option for the supply of a further 70 vehicles. The first trams are to be delivered in December 2016, and must be 100% low floor with capacity for at least 225 passengers. In response, five suppliers have submitted bids, although they have not been named. It is expected that the order will be placed before the end of 2013.^[29][30]

System expansion

In the Limmat Valley, between Bahnhof Altstetten and Bahnhof Killwangen-Spreitenbach, the Limmattalbahn, a new metre gauge light rail service is in planning and should be partially opened by 2020. It is planned that the line will connect to the VBZ tram system at Bahnhof Altstetten, and possibly also at Hardplatz. There is also the possibility of extending VBZ tram service over the Limmattalbahn as far as Schlieren, as a partial replacement for trolleybus route 31.^[31][32][33]

There are also plans for numerous other extensions to be built up to 2025, notably over the Hardbrücke between Hardplatz and the new Tram Zürich West branch at Schiffbau. This extension was approved by the city council on 20 March 2013, and will be served by extending route 8 from its existing Hardplatz terminus to Werdhölzli.^[34]

See also

• List of railway companies in Switzerland
• List of town tramway systems in Switzerland
• Trolleybuses in Zürich

References

Bibliography

• Bernet, Ralph (2000). Trams in der Schweiz: von Basel bis Zürich: Strassenbahn-Betriebe einst und jetzt [Trams in Switzerland: from Basel to Zurich: Tramway Operators Then and Now]. München: GeraMond-Verlag. ISBN 393278507X.  (German)
• Bodmer, Hans (2011). Das Tram in Zürich 1928 bis 1962 [The Tram in Zürich 1928 to 1962]. Erfurt: Sutton Verlag GmbH. ISBN 9783866809291.  (German)
• Galliker, Hans-Rudolf (1997). Tramstadt: Verkehrsplanung, öffentlicher Nahverkehr und Stadtentwicklung am Beispiel der Stadt Zürich [Tram City: Transport Planning, Local Public Transport and Urban Development with the City of Zürich as an Example]. Zürich: Chronos-Verlag. ISBN 3905312026.  (German)
• Schwandl, Robert (2010). Schwandl's Tram Atlas Schweiz & Österreich. Berlin: Robert Schwandl Verlag. ISBN 978 3 936573 27 5.  (German) (English)

External links

• Media related to Trams in Zürich at Wikimedia Commons
• VBZ official web site
• Trams of Zürich unofficial web site
• Track plan of the Zürich tram system
• Tram Museum Zürich web site

v t e Verkehrsbetriebe Zürich + ZVV : Public transport in Zürich Zürich S-Bahn S 2 S 3 S 4 S 5 S 6 S 7 S 8 S 9 S 10 S 12 S 13 S 14 S 15 S 16 S 17 S 18 S 21 S 22 S 24 S 26 S 29 S 30 S 33 S 35 S 40 S 41 S 55 Trams Trolleybuses Zurich Airport Zürich Hauptbahnhof

v t e  Urban public transport networks and systems in Switzerland S-Bahn/RER/Reti celeri Aargau Basel Bern Chur Fribourg/Freiburg Léman (Geneva–Lausanne) Lucerne St. Gallen Ticino Zug Zürich Métro Lausanne Trams Basel Bern Geneva Neuchâtel Zürich Trolleybuses Operational List of systems (all-time) Bern Biel/Bienne Fribourg Geneva La Chaux-de-Fonds Lausanne Lucerne Montreux/Vevey Neuchâtel St. Gallen Schaffhausen Winterthur Zürich Closed Altstätten–Berneck Basel Lugano Thun–Beatenbucht Val-de-Ruz