The Zurich trolleybus system () is part of the public transport network of Zurich, Switzerland. Opened in 1939, it integrates with the Zurich S-Bahn, the Zurich tramway network and the city's urban motorbus network to form an integrated all-four style scheme.

As of 2025, the system consisted of six lines with a total route length of . It is operated by Verkehrsbetriebe Zürich (VBZ), which also operates the tramway and motorbus networks. Like the other modes of public transport in the region, it is covered by the Zürcher Verkehrsverbund (ZVV).

History The Zurich trolleybus system was opened on 27 May 1939, by the then Städtische Strassenbahn Zürich (Zurich Municipal Tramway) (St. St. Z.). It was the third modern trolleybus system to be opened in Switzerland, after the Lausanne system and Winterthur system, respectively. Initially, trolleybus lines were created on new routings intended to complement, rather than compete with, the city's existing tram network.

De facto, the new system's initial operator was the legally independent transport company Autobusbetrieb der Städtischen Strassenbahn Zürich (Bus Operation of the Zurich Municipal Tramway). This company had been founded in 1927 as Kraftwagenbetrieb der Städtischen Strassenbahn Zürich (Motor Vehicle Operator of the Zurich Municipal Tramway) and had been renamed in 1935. Only in March 1949 did the two companies merge, to form the Verkehrsbetriebe der Stadt Zürich (City of Zürich Transit Agency) which, since 1978, has been known as Verkehrsbetriebe Zürich.

The first Zurich trolleybus line was Bezirksgebäude to Bucheggplatz, and is now part of line 32. Between its opening in 1946 and 1956, line C, latterly known as line 34, was isolated from the rest of the system. During that period, vehicle replacement on that line was carried out using a so-called Bügelwagen on tram tracks.

In the 1950s, the city's trams began to be seen as inflexible and susceptible to the growing traffic congestion in the city streets. One proposed solution was the conversion of the less busy lines to trolleybus lines, and the first step in this direction was the conversion, between 1954 and 1958, of tram line 1, and an outer portion of tram line 2, into trolleybus line 31. However no further conversions of tram lines to trolleybuses have taken place.

Trolleybus operation on line 73 (Albisriederplatz – Morgental) was introduced in September 1974,Trolleybus Magazine No. 80 (January 1975), pp. 21–22. National Trolleybus Association. but the route lasted only nine months as a separate trolleybus service. From 1 June 1975, it was taken over by line 33, which was extended from Albisriederplatz to Morgental on that date and reconverted to trolleybusesTrolleybus Magazine No. 84 (September 1975), pp. 119—120. National Trolleybus Association. after having been temporarily suspended as a trolleybus route several years earlier, in 1967, because of major construction on the Hardbrücke.Trolleybus Magazine No. 70 (May 1973), p. 71. National Trolleybus Association. Route 33's eastern terminus was at Toblerplatz/Kirche Fluntern.

Line 74 (Affoltern/Furttal – Bucheggplatz) was converted to trolleybuses on 2 April 1975.Trolleybus Magazine No. 83 (July 1975), p. 95. National Trolleybus Association. In December 1986, it was extended north by around from Furttal to Holzerhurd.Trolleybus Magazine No. 154 (July–August 1987), p. 97. National Trolleybus Association.

In 1989, plans were announced for the conversion of bus lines 46 (Hauptbahnhof – Rütihof) and 72 (Milchbuck – Triemli) to trolleybus,Trolleybus Magazine No. 183 (May–June 1992), p. 74. National Trolleybus Association (UK). . and construction work began in 1993.Trolleybus Magazine No. 193 (January–February 1994), p. 26. Line 72 opened as a trolleybus route on 1 September 1994,Trolleybus Magazine No. 199 (January–February 1995), p 27. and line 46 followed on 28 May 1995.Trolleybus Magazine No. 203 (September–October 1995), p. 138.

By 1998, routes 32 and 74 were operationally linked at Bucheggplatz and running as an unadvertised through-route combination.Trolleybus Magazine No. 221 (September–October 1998), pp. 116–117. On 30 May 1999, route 32 was extended to replace route 74, making route 32 now Holzerhurd – Bucheggplatz – Strassenverkehrsamt.Trolleybus Magazine No. 228 (November–December 1999), p. 141.

Line 33 was extended from Toblerplatz to Bahnhof Tiefenbrunnen in November 1998, bringing into use a newly constructed section of overhead wires.Trolleybus Magazine No. 224 (March–April 1999), p. 46. National Trolleybus Association (UK). .

With the introduction of the 2014 timetable, on 15 December 2013, lines 33 and 72 swapped their south-western termini, with the 33 running from Bahnhof Tiefenbrunnen to Triemli and the 72 running from Milchbuck to Morgental. A new trolleybus route 71 (Albisriederplatz – Rosengartenstrasse), operating in the afternoon peak period only, was introduced at that time,Trolleybus Magazine No. 314 (March–April 2014), p. 54. National Trolleybus Association (UK). . but was withdrawn on 13 December 2015, having last used trolleybuses on 5 October 2015.

In August 2017, trolleybus line 31 was permanently cut back from Schlieren to Altstetten (Farbhof), in preparation for the construction of the Limmattal light rail line, which ultimately opened in 2022 and replaced that former section of route 31 by an extension of tram line 2 from Farbhof to Schlieren over the tracks of the Limmattal line.

With the introduction of the 2018 timetable, line 31 was extended at its opposite end to take over the full length of trolleybus line 34, which was discontinued, thus providing a direct link between the city centre and Witikon.

Line 83 (Milchbuck – Altstetten) was converted from a bus line in 2020.Trolleybus Magazine No. 352 (July–August 2020), p. 155. National Trolleybus Association (UK). . It used already-existing wires on the section from Milchbuck to Hardplatz, while from Hardplatz to Altstetten the trolleybuses run on battery power, so the conversion did not require any new wires to be added.Trolleybus Magazine No. 347 (September–October 2019), p. 197. Route 31 was extended from Altstetten to Hermetschloo on 31 May 2021, using new wires.Trolleybus Magazine No. 358 (July–August 2021), p. 162. National Trolleybus Association.

It is planned to convert bus routes 69 (Milchbuck – ETH Hönggerberg) and 80 (Triemlispital – Bahnhof Oerlikon) to trolleybuses, with some sections to be operated on battery power, without overhead wires.Bernhardt, Jens (20 April 2020). "Zurich: Battery-Trolleybuses on line 83". Urban Transport Magazine. Retrieved 5 August 2026. Work to install overhead wires along route 69 began in October 2022.Trolleybus Magazine No. 367 (January–February 2023). National Trolleybus Association (UK). . At that time, the route was projected to open as a trolleybus route in December 2023, but the schedule was subsequently postponed because of a delay in the delivery of new trolleybuses needed for it, and the route has not yet opened as of spring 2026.Trolleybus Magazine No. 387 (May–June 2026), p. 127. National Trolleybus Association (UK). .

Lines The present system is made up of the following six lines, with their identifying colours:

LineRouteMinimum intervals 31 Kienastenwies – Klusplatz – Hegibachplatz – Kunsthaus – Central – Bahnhofplatz/HB – Bhf. Altstetten – Hermetschloo 7.5 minutes 32 Holzerhurd – Bucheggplatz – Limmatplatz – Helvetiaplatz – Kalkbreite/Bhf. Wiedikon – – Strassenverkehrsamt 6minutes 33 Triemli – Bhf. Hardbrücke – Bhf. Wipkingen – Seilbahn Rigiblick – Kirche Fluntern – Klusplatz – Hegibachplatz – Bhf. Tiefenbrunnen 7.5 minutes 46 Bahnhofquai/HB – Bhf. Wipkingen – Rütihof 3.75–5 minutes 72 Milchbuck – Bucheggplatz – Bhf. Hardbrücke – Albisriederplatz – Schmiede Wiedikon – Morgental 7.5 minutes 83 Milchbuck – Bucheggplatz – Bhf. Hardbrücke – Albisriederplatz – Bhf. Altstetten 7.5 minutes

A special feature of the system is the overhead wire crossing at Friesenberg railway station, where line 32, energised at 600 V DC, crosses the Uetlibergbahn, which has a 1,200 V DC catenary. By contrast, the proposed electrification of motorbus line 62 did not proceed, because it would have had to cross an electrified SBB-CFF-FFS railway line. An overhead wire crossing at that point, Affoltern, was not approved on safety grounds, due to the high 15 kV AC voltage of the railway line.

To this day, the trolleybus overhead wire network is closely connected to the tramway network: for example, only two rectifier stations are devoted exclusively to the trolleybus system. In some places, the return line to the rectifier is via tramway rails. Within the boundaries of the central workshop in Altstetten, there is a special trolleybus test route. This circular route is not connected to the rest of the trolleybus network.

The line 83 runs in battery mode from Hardplatz to Bhf. Altstetten. The lines 33 and 72 run in battery mode from Hardplatz to Albisriederplatz. The line 32 runs in battery mode from Bucheggplatz to Lägernstrasse.

Fleet

History

Initially, a fleet of six rigid trolleybuses was available for use on the Zurich system. They were made by Saurer, Tüscher, FBW and SWS, carried fleet nos. 51 to 56, and differed technically or structurally from each other. By 1957, the number of rigid vehicles of various types in the fleet had increased to 57 units.

In 1957, the VBZ received its first articulated trolleybus prototype, fleet no. 101, manufactured by FBW. The VBZ's subsequent procurement of series production FBW vehicles between 1959 and 1964 included fleet nos. 102 to 133. Its second series of articulated vehicles, delivered in 1974/1975, consisted of fleet numbers 70–100, and was also manufactured by FBW.

The last two-axle trolleybuses remaining in the fleet were from a series of 12 built in 1956–1957 by FBW with bodies by SWS.Gerbig, Richard M. ( 1982). "The Zürich Trolleybus System, Part II". Trolleybus Magazine No. 126, pp. 101, 104. National Trolleybus Association (UK). By mid-1988, only four (nos. 1, 2, 8, 10) remained in service,Trolleybus Magazine No. 161 (September–October 1988), p. 119. and by 1989 the last active examples had been retired. No. 1 was preserved by VBZ.

A portion of the articulated fleet, nos. 73, 105, 107, 109, 111, 129 and 132, were sent to Chile in 1991 and 1992, after their retirement from the Zurich system. There, some of them remained in operation for more than 20 years on the Valparaíso trolleybus system. Of those articulated vehicles, the former Zurich no. 105, built in 1959, was the world's oldest articulated trolleybus of any make in regular passenger service anywhere in the worldTrolleybus Magazine No. 252 (November–December 2003), p. 131. National Trolleybus Association (UK). .Trolleybus Magazine No. 296 (March–April 2011), pp. 39–40. from 1997 until its retirement in May 2015.Trolleybus Magazine No. 323 (September–October 2015), p. 152.

The articulated vehicles from the 1950s were replaced about 40 years later by the first series of the Mercedes-Benz O405GTZ vehicles. These included the prototype, fleet no. 1 (built 1986), and the series production vehicles nos. 2 to 36 (model years 1988 to 1989), all of which have since been retired and replaced by low-floor vehicles.

The dual-mode bus of type O405GNTD, fleet no. 51, was a unique vehicle. The first low-floor trolleybus to operate in Zurich, it was tested on the system between October 1997 and March 1999.