Sihlcity: The impact of mobility management on multifunctional

developement mode split, Zurich, Switzerland

Opened in 2007, the Sihlcity development provides an example on how
mobility management and land use planning can complement each other.
The site was developed by Karl Steiner AG Zurich (now Sihlcity AG:
Association of owners of Sihlcity).

Background & Objectives

Sihlcity is a multifunctional development composed by several buildings in the city of Zurich. On
around 97,000 m ground floor space different uses like retail, services, culture, cinema, hotels,
fitness, wellness and few housing are located. Sihlcity has around 19,000 visitors per day and
2,300 working places. Within the process of getting a building permission different transport
solutions where fixed legally by contract: number of parking spaces was fixed on 850 and the
parking had to be taxed, 600 bike parking spaces and a home delivery service by bike had to be
installed by the landowners, and they were imposed to finance the improvement of a tramway
line and a bus line for the first two years of operation. Furthermore an Access Contingent Model
was requested, allowing the generation of maximum 8,800 car trips per day (to achieve after 5
years).

Implementation
The development is placed outside of the city centre nearby one important highway ending at the
city of Zurich. The development is also well connected to the regional train system (the railway
stop is located at one of the main entrances of the area) and to the local public transport system
(one bus and two tramway stops are located nearby the area). The area has furthermore a
recreational function for the neighborhood which is a mix of working and living area. The overall
number of parking spaces at Sihlcity is 850, which means 1 parking per 110m ground floor
space. As part of the planning permission process, a range of mobility management measures
were implemented. Measures including parking charges and the installation of a bike home
delivery service where imposed by the public authority. As a consequence the association of
owners of Sihlcity implemented further measures like information services on the Web-Site about
the accessibility of Sihlcity with all type of modes and no parking allowances for the employees
of the shops within the development. Extensions to existing public transport services (both local
tram and bus) were simultaneous introduced. These were initially financed by Sihlcity and then
subsequently through local public transport companies.

Conclusions
The number of generated trips is regularly monitored and reported by the Sihlcity AG to an
independent organization which controls the reported numbers and informs the public authority
about the ongoing development of car trips. The most of the indicated mobility management
measures are organized by dedicated persons within the Sihlcity AG. Latest data obtained at the
end of 2008, shows
Nearly two thirds (72%) of trips to the development are by non-car modes (walking, cycling
and public transport)
The number of people using the home delivery is continually growing
http://www.eltis.org

Overall the case study highlights the importance and impact of mobility management measures
(in conjunction with public transport improvements) can play in restricting and rerestricting and
replacing car use in multipurpose development attractor sites. Further information
Transport Planning Department of the City of Zurich: Mobilittsmanagement Fahrtenmodell Sihlcity- presentation at the Salon de la Mobilite, Neuchatel, Switzerland,
2007 (in German)- attached
Website Sihlcity- http://www.sihlcity.ch/ (in German)

http://www.eltis.org