Public transport accessibility: the Federal Office of Transport's update

Context

In brief

• 1168 railway stations accessible by the end of 2025
• 83 per cent of travelers benefit from the adaptations
• 50 per cent of bus stops can be used
• 250 million francs for 2025–2028

Key facts

• Publication → 29 September 2026
• Authority → Federal Office of Transport (UFT)
• Railways → 1168 out of approximately 1800 stations and stops
• Buses → approximately 25 000 stops
• Obligation → Disability Act (LDis), by the end of 2023
• Planning by the end of 2029 → 193 stations and stops
• Funding 2025–2028 → 250 million francs
• Condition → proportionate intervention

On 29 September 2026, from Bern, the Federal Office of Transport (UFT) indicated in its latest report on the progress of the work that, at the end of 2025, people with disabilities could independently use 1168 of the approximately 1800 railway stations and stops in Switzerland. This figure is up by 36 from the previous year.

Railways: passenger figures

The number of adapted stations does not correspond to the share of passengers affected. The larger stations were the first to undergo structural modernization: as a result, the renovations carried out to meet the needs of people with disabilities could be used by 83 per cent of all passengers. Current planning provides for another 193 stations and stops to be adapted by the end of 2029, with the share of benefiting passengers expected to rise to at least 87 per cent.

Under the Disability Act (LDis), railway companies and the owners of the roads had to renovate their stations and stops by the end of 2023 so that people with disabilities could use them independently. However, this obligation was subject to the proportionality of the intervention.

The UFT monitors implementation and requires interim measures for delayed projects, ensuring a uniform and proper assessment of proportionality. For the period 2025–2028, the Confederation has also allocated 250 million francs to supplement the basic funding.

For the first time, the report also examines the approximately 25 000 bus stops, which fall under the responsibility of the owners of the respective roads: Cantons, Cities and Municipalities. Fifty per cent can be used by passengers with reduced mobility; in some cases independently, in others with the assistance of staff. Forty-two per cent are inaccessible and require alternative measures, generally a shuttle service provided by the transport company to the nearest stop compliant with the LDis.

The report also records the difficulties that Cantons, Cities and Municipalities encounter in implementation: limited space and sloping terrain, conflicts with other land uses, complex procedures and delays caused by objections. DCPA, UCS and ACS support the authorities with documentation and knowledge transfer. This is the distinction that anyone using mezzi pubblici must bear in mind when reading the progress of the work.

Operational details

Two networks, two levels of accessibility

The comparison between the number of stations and the share of passengers should not be read as a single percentage. Railways and buses have different responsibilities and operating conditions, and the source distinguishes between independent use, staff assistance and replacement measures.

Why the comparison matters

The comparison shows that the national figure answers two different questions: how many stations and stops have been adapted, and how many passengers can benefit from the interventions. In rail transport, the initial modernization of the larger stations explains why the share of passengers is high compared with the total number of facilities. Planning through 2029, with another 193 adaptations, therefore measures the progress of the works and not a change that has already been implemented.

For buses, the 50 per cent figure brings together different situations. A stop may be used independently or require staff assistance; where it is inaccessible, the replacement measure indicated is generally a shuttle operated by the transport company to the nearest stop compliant with LDis. For people who use mezzi pubblici, the difference between independent use, assistance and shuttle is therefore a tangible part of interpreting the figure.

The responsible parties also differ. Railway companies are tasked with adapting railway stations and stops, while for bus stops the responsibility lies with the road owners, namely Cantons, Cities and Municipalities. The report notes that legal requirements have been incorporated into plans and processes, but limited space, sloping terrain, conflicts with other land uses, complex procedures and objections can slow down systematic and timely implementation.

Additional federal funding supports the 2025–2028 period, while the target of 87 per cent concerns rail planning by the end of 2029. These are therefore two time horizons that should not be confused when assessing the status of a national or cantonal network.

Recommended tools

For an updated estimate, use the net salary calculator and the CHF-EUR exchange comparator.

Key points

How to use the report information

The most straightforward way to translate the national framework into a practical check is to proceed by stop type and accessibility level. The railway sector has a report and an implementation list; for buses, the report introduces for the first time a snapshot of the approximately 25,000 stops and indicates the responsible entities.

Four practical steps

1. Identify the network. Determine whether the point to be used is a railway station/stop or a bus stop. This distinction determines which part of the report to consult and which responsibility to consider.

2. Check the railway. For railway stations and stops, the reference point is the 2026 Status Report with its attached list of DDA implementation status. This document allows users to read the framework of adjustments reported by the FOT without confusing the number of facilities with the passenger share.

3. Read the bus category. For a bus stop, responsibility lies with the road owner, namely the Canton, City, or Municipality. The data must be distinguished between autonomous use, staff assistance, and non-accessible stops. In the latter case, the generally provided replacement measure is the transport company's shuttle service to the nearest DDA-compliant stop.

4. Monitor delays and deadlines. When a railway project is delayed, the FOT requires transitional measures. The planning to keep an eye on extends until the end of 2029, while the Confederation's additional funding covers the 2025–2028 period. For the DDA, the original deadline for adjustments was the end of 2023, subject to the condition of proportionality of the intervention.

The role of the authorities

Cantons, Cities, and Municipalities have integrated legal requirements into their plans and processes, but they must manage tight spaces, sloping terrain, conflicts with other land uses, complex procedures, and delays due to objections. The Swiss Conference of Cantonal Ministers of Public Works, Spatial Planning and Environment (BVPK), the Swiss Association of Cities (Städteverband), and the Swiss Association of Municipalities (Gemeindeverband) continue to support them with documentation and knowledge transfer. The report also plans to complement the quantitative data with best practice models aimed at the general public.

To follow updates on the accessibility of public transport, consult the Frontaliere Ticino tools.

Source: admin.ch