Findings Report July 2015

Transcription

Findings Report
July 2015
Action WP6A29:
Economic and social effects of the RegioTram
and the tram network in Kassel, interactions with
the University of Kassel
Sustainable transport for
North-West Europe’s periphery
Sintropher is a five-year €23m
transnational cooperation project
with the aim of enhancing local and
regional transport provision to, from
and withing five peripheral regions in
North-West Europe.
INTERREG IVB
INTERREG IVB North-West Europe is a financial instrument
of the European Union’s Cohesion Policy. It funds projects
which support transnational cooperation.
Table of contents
Introduction .................................................................................................................. 2
Part 1 General conditions, goals and methods – North Hesse .................................... 4
Part 2 Influence of Kassel University on Kassel transport policy ................................. 7
Part 3 Significance of the short-haul passenger rail network for the University and
other educational institutions ..................................................................................... 19
Part 4 Current co-operation activities and projects .................................................... 26
Part 5 Significance of the short-haul passenger rail network for the regional economy
................................................................................................................................... 30
Part 6 Conclusions and lessons learnt ...................................................................... 44
Part 7 Next steps ....................................................................................................... 47
Part 8 Further information .......................................................................................... 50
Part 9 What is Sintropher? ......................................................................................... 51
1
Introduction
This Findings Report describes the summary findings from economic assessmen
studies undertaken by Sintropher project partner Universität Kassel as part of their
contribution to the Sintropher transport project funded by the EU North West Europe
transnational cooperation programme under INTERREG IVB.
The study reports on the action WP6A29 “Connections between local rail transport
networks and the educational economy based on the example of the North Hesse
region ”. This is one of the five demonstration regions seeking to test and
demonstrate exploitation of recent low-cost technology developments for LRT (tramtrain and tram-based systems), and at the same time demonstrate how investment in
these innovative transport links can help unlock economic development and
regeneration benefits, and how better integration with territorial planning can help
capture these benefits.
Part 1 provides the background and context to the work, while Parts 2 to 5 present
the findings. Part 6 sets out the conclusions and wider transnational relevance of
these findings in relation to knowledge transfer within the Sintropher Project
Partnership and wider target audiences. The main audiences are (a) decision-makers
and politicians at regional, national and EU levels; (b) Transport agencies and
operators; (c) Practitioners in transport, regional development, and planning across
North-West Europe and the EU; and (d) Professional organisations and their
members, managers, consultants and technical experts.
Part 7 sets out the next steps advocated by the Universität Kassel in order to utilise
the results, in dialogue with the transport agencies in North Hesse and Kassel.
Part 8 gives contact details and links to the Universität’s main Report, which provides
more detail (in German) and Part 9 summarises the nature and content of the overall
Sintropher project.
The Sintropher project context
The central objective of SINTROPHER has been to use innovative transport links to
connect peripheral regions of NWE with the core European transport network of highspeed trains, via effective interchange hubs.
Results from the iniatl project in 2009-2013, covering pilot investments and actions in
5 regions in five countries (mainly feasibility and marketing assessments - see part 5
What is Sintropher) show that weaker cities/regions are not receiving the investment
because they cannot demonstrate adequate economic returns, mainly because
current appraisal approaches do not adequately take account of wider potential
regeneration and growth benefits. It is in the weaker cities and regions of NWE that
the case for transport investment is very important, alongside wider policy initiatives,
for economic growth; yet perversely difficult to make through the current appraisal
process as the ‘user benefits’ and ‘wider economic benefits’, as presently calculated,
appear too low. The problem has been exacerbated in the bleak fiscal climate
2
following the 2008 crisis, which has led to delays and cuts in public expenditure
programmes.
So three key topics for further work in a Sintropher project extension 2014-2015 were
identified:
Low-cost technologies and new service patterns for transport links: Test and
demonstrate the innovative low-cost solutions examined in Sintropher, in different
city/regional contexts, including new developments in technical solutions and radical
improvements in service patterns, bringing major enhancements in accessibility and
increased patronage. Demonstrate how lower costs can transform the business case
for investment in these transport links.
Capturing the wider urban and economic benefits of innovative transport links:
Strengthen and demonstrate a much more proactive approach to investment in these
innovative transport links as part of a positive integrated territorial strategy for the
city/region e.g. master plans or “corridor” plans. There is a parallel need to develop a
new Framework for project development and decision-making for these links
(including a practical operational decision support tool) in order to better measure
and take account of wider city/region regeneration and growth benefits.
Innovative financing of transport investments: demonstrate new ways to
assemble finance for investment in innovative transport links, especially in the current
period of economic austerity and cuts in public expenditure.
These topics have been addressed in 5 further regional test-cases: Saar-Moselle
(France-Germany) Fylde Coast (UK) North Hesse/Kassel (Germany) West Flanders
(Belgium) and Arnhem-Nijmegen (Netherlands): use 5 regional test cases to test and
demonstrate a new approach to exploitation of recent low-cost technology
developments for LRT (tram-train and tram-based systems) for new/upgraded
transport links in 5 peripheral European regions). In parallel, develop a series of
cases, to demonstrate how investment in these innovative transport links can help
unlock economic development and regeneration benefits, and how better integration
with territorial planning can help capture these benefits.
3
Part 1
General conditions, goals and methods –
North Hesse
Context of the work in North Hesse and Kassel
The connections between transport infrastructure and economic development have
been considered bumerous times in the past. Most works, however, focus more on:
•
Motorised individual transport – local public transport plays a role in only a few
studies
•
In connection with freight transport, typically logistical factors are considered in
such a way that the economic potential of a location is limited to its motorway
connections and the possibility of expanding the areas that are put to use for
transport purposes
•
In connection with long-distance transport, the main role is assigned to the
connections a location may have to a trans-regional or even an international
hub. Regional and local connections are seen as having little significance and
playing only a minor or no role at all
A further problem particularly in older studies is that certain factors can de facto
simply not be quantified. With a one-sided economic focus, important questions of
social advantages and disadvantages as well as possible environmental impacts are
either neglected to a large degree or simply not taken into account in the overall
calculation. This results in several basic problems.
First, these aspects, which initially do not seem to be quantifiable, can nonetheless in
the future have a strong impact on tangible economic factors. Facilitating participation
in a given location and a general raising of its social level can definitely result in a
stabilisation or increase in real estate prices or in new private investments.
Second, abstract concepts are often aigned real values. This begins with apparently
banal matters – for example the value of time spent of ‘lost’ in transit. Of course it is
possible here to estimate the costs of the thereby invested man hours, and this is
frequently what is done. But in making the analysis in this manner, the personal
effect of these components is disregarded. The willingness of individuals to invest
this time can play a role in other important decisions – for example, in the choice of a
place of residence, the frequency and length of the travelled distances, etc. In
addition, long commutes to the job can also entail a reduction in the quality of life, as
less time remains for leisure activities and for family pursuits. All these circumstances
will be perceived and evaluated differently by each individual, and the reactions of
each individual to these choices will reflect these differences whatever they might be.
Third, the traditional study methods do not allow for any altering in the weighting
assigned to each factor. Such an altering might make sense in connection with aims
that have been politically confirmed, such as the implementation of environmental
protection or noise reduction standards; under certain circumstances, such factors
might properly receive more emphasis that purely economic considerations.
4
Some more recent studies also focus more strongly on the resilience of infrastructure
elements.These studies endeavour to identify "critical" transport infrastructure factors
the failure of which would result in the most extensive economic damage1.
In the area of public transport in connection with Sintropher Plus, the work of Albrecht
(2010) is interesting. This study highlights the effects of urban investments in rail
transport on the housing market. One finding of this work is that dramatically higher
land values are to be found in areas with a metropolitan railway connection than
those without2.
Another interesting study with similar findings to those in Sintropher Plus is the 2013
project report "The cross‐sector benefits of supporting bus services" of the British
Passenger Transport Executive Group. In addition to considering the economic
effects of public transport (in this case of bus networks), this report also considers
public transport's impact on the energy budget, the cultural infrastructure, public
health and educational systems as well as on access to these various services3.
Transport infrastructure and the educational economy
It is striking how seldom the connection between these two factors has been dealt
with in the past. Statements about such a connection which begin to address the
subject usually appear in internal surveys that have been conducted by various
universities on the subject of students' mobility4. However, these surveys are
naturally limited to a determination of the status quo without attempting to analyse or
establish the larger situation.
The following circumstances are cited in such surveys to explain the high relevance
and importance of this topic:
1
•
A high level of education is a very significant factor for the economic welfare of
a region; facilitating participation in the educational system must therefore be
given high priority
•
Students' behaviour in connection with public transport and mobility can shape
the mobility culture of an entire city (or region), as the example of Münster,
Germany, strikingly demonstrates
•
Universities that are divided into various campuses can cause enormous
transport problems depending on their location in the overall urban structure
due to the concentration of students and university employees. Such situations
therefore require careful and long‐term planning
•
Universities and colleges often are among the largest employers of a given
region. The integration of their needs and wishes in the overall urban and
Cf., for example, Schulz 2011
2
Cf. Albrecht 2010
Cf. PTEG 2013
4
Cf., for example, PGN, Sommer 2013 or Rauh et al.2011
3
5
regional planning efforts and their involvement in these activities are in the
general public interest
Study methods
In the present study, the following questions are addressed on the basis of interviews
with various experts.
What connections and interactions are there between the public transport
infrastructure and the regional educational institutions?
What connections and interactions are there between various factors in economic
development of the region and its public transport infrastructure and educational
institutions?
What kinds of impact/interaction can be seen among the most important actors in
these areas?
The study is mainly concerned with the following actors:
•
University of Kassel (as the largest educational institution of the region)
•
Kassel Transport Association (Kasseler Verkehrsgesellschaft - KVG) as the
most important service provider in the area of local public transport in the
region
•
North Hessian Transport Association (Nordhessischer Verkehrsverbund NVV) as commissioning authority for regional transport
•
City of Kassel
•
Regionalmanagement NordHessen GmbH (as the most important
communication and cooperation platform of the region)
•
Local (large) companies, as in the example of B. Braun Melsungen AG
The study method of conducting interviews with experts has been purposefully
chosen. This makes it possible, on the one hand, to directly access the know-°©‐how
and experience of experts closely involved in the situation. On the other hand, it
should allow indications of possible connections between diverse factors to become
apparent beyond the standard study criteria.
The selected experts were contacted by email or telephone and received a rough
outline of the proposed interview in advance. The place of the interview could be
chosen as wished by the interviewees; usually the interviews were conducted at the
work place of the interviewee or in the offices of Integrated Traffic Planning and
Mobility Development Faculty at the University of Kassel. The interviewees always
had the option of diverging from the questions that were posed or skipping questions
as well as bringing their own input into the interview. Direct follow-°©‐up questions
were posed immediately following the answer of a particular question; additional
questions that arose in the course of the interview were posed at the end of the
respective interviews. The interviews lasted between 30 and 60 minutes.
6
Part 2
Influence of Kassel University on Kassel
transport policy
Founding of the University
Following the decision of the Hessian Parliament in 1970 to found a university in
Kassel, teaching activities began at the University of Kassel in October 1971. Three
years after the formal commencement of teaching activities, a strategy paper "The
University's Location" was drafted in the faculty of Architecture, Urban and
Landscape Planning (subsequently abbreviated here as "ASL") with the participation
of Rainer Meyfahrt. The decision for a major site at Heinrich‐Plett Street in the
southwest of the city in the so‐called AVZ building (Aufbau‐ und Verfügungszentrum)
was already planned; the paper proposed Holländische Platz as the central location
of the university. An access plan for the new university was also prepared. In the
coalition agreement of the governing SPD and FDP parties in the city government, it
was also determined that the University should be developed at the Henschelei
location in the city. The recommendations of the access plan were mostly followed in
the architecture competition that was then organised. One of the most important
arguments for the proposed location cited by the authors of the strategy paper was
the access that was already available to this site through a well‐functioning public
transport system.
One element of the strategy proposed at that time was also the provision for
expansion possibilities at the Gottschalk site north of Moritzstraße. This venture was
rejected by the Ministry of Education as the number of students for the University had
been set at 9,000. The city authorities thus assumed that the Holländischer Platz
stop in Kassel's public transport system would be sufficient to serve the needs of the
new institution. A reversing loop would have been in the interest of the KVG, as they
needed to have a centrally located turning possibility to handle possible network
breakdowns or special events in Kassel's main city‐centre thoroughfare
(Königsstraße). Later in connection with planning for the RegioTram, the KVG made
reference to the idea of a reversing loop so as also to facilitate a connection of the
University with the RegioTram in an economical manner5.
The role of the University has changed markedly in the time since its founding until
today. While it was initially viewed as an intruder in an established urban structure6,
today it is seen as a serious partner in connection with many questions of city
development – not least for economic reasons. With approximately 23,700 students,
5
6
Cf. Interview Rainer Meyfahrt
Cf. Interview Christoph Nolda
7
3,250 employees and an annual budget of around 240 million euros, the University is
clearly one of the most significant regional actors7.
Of course, the various University locations have had a subsequent effect on the
respective surrounding areas. The larger the location, the more evident are the
changes that have been caused. In addition to clearly positive changes such as the
regeneration of entire neighbourhoods (in the case of Gottschalkstraße) and the
establishment of university‐ related small businesses, initially there was also friction
with nearby residents particularly in the vicinity of the main campus at Holländische
Platz. The principal reason for this tension was a lack of adequate parking; this will
be discussed in more detail in a later chapter.
Fig.1 construction site North Campus May 2015, Source: hna.de, Schachtschneider, Koch
The Location of the main campus continues to be a uniqe feature of the University of
Kassel and results in many advantages:
•
The central location allows for very good access through local public transport
•
Students living in the city can also reach the main campus by bicycle or on
foot
•
Through its presence the University contributes to a positive image for the city
•
The University is a vitalising factor for a central district of the city
•
The proximity to the city centre creates a very large group of potential
customers and consumers for the businesses that are located there
7
Status 2014/15. See http://www.uni-kassel.de/uni/universitaet/ueber-uns/zahlen-und-fakten.html
(accessed on 3 June 2015)
8
Job ticket
The so‐called Job Ticket for University employees is made possible in its present
form by an agreement between the University and the NVV and the KVG. The Job
Ticket is valid for one year at a cost of 432 € (or 349 € for apprentices). It covers the
fare zone defined as "Kassel Plus" and adjacent zones in the wider NVV fare area
depending on the place of residence of the ticket holder. The Job Ticket also entitles
employees to park in University parking lots. In addition, each Job Ticket holder
receives 10 free hours of use in the Konrad public bicycle rental system on a monthly
basis.
One reason for the introduction of the Job Ticket was the problematic parking
situation in the direct vicinity of the Holländischer Platz campus. Since construction
first began at the Holländischer Platz site, there were conflicts regarding parking
places. In a paper8 presented in 1974, it was already mentioned that an inner‐city
campus could only function if the number of parking places was reduced. The state
of Hesse had no problem with this position since it would have had to finance the
creation of additional parking spaces. Therefore it was necessary to convince the city
of the proposed model. A prerequisite for the small number of parking spaces was a
Job Ticket for the employees. Since from the beginning the cost of parking was the
same as the cost of commuting with public transport, employees could choose on a
daily basis. Even though the success of the model could not be guaranteed in
advance, it was implemented nonetheless. A recurrent risk threatening the
arrangement was the possible assumption of the management of parking services by
the state rather than the city which would have resulted in the breakdown of the
solidarity model that had been worked out.
It is also specified in the agreement that price increases in public transport will be
considered in calculating parking prices, and that from time to time it will be checked
if the cost‐benefit relation of local public transport and parking still is appropriate9.
Semester ticket
The Semester Ticket, which has existed since 1992, is another ticketing component
used to strengthen public transport in Kassel. In its present form, matriculation at the
University of Kassel is the prerequisite for receiving the Semester Ticket. The costs
of the ticket are paid for as part of the semester fee10. Of the basic semester fee of
€272.31, €127.19 is allocated to the participating transport associations (NVV
€119.53, RMV11 €4.32, VPH12 €1.24, and Keolis13 €2.10.) The Semester Ticket
8
Strategy paper ‘The University’s Location’
10
A mandatory fee for students at the University of Kassel that must be paid each semester
11
Rhein-Main-Verkehrsverbund
12
Verkehrs-Servicegesellschaft Paderborn/Hoxter mbh
13
Keolios is a private rail company which is operated under the name ‘eurobahn’ in North Rhine
Westphalia and Hesse
9
9
entitles students to use public transport throughout the entire service area of the NVV
(with the exception of IC and ICE trains from the Deutsche Bahn). In addition, there
are some connections that go beyond the NVV area and extend partly into other
German states. This allows in some cases a direction connection to other university
locations, for example to Göttingen, to Paderborn and to Fulda.
Fig 2. Service area of the Semester Ticket. Source: AstA Kassel, 2014
In the opinion of Christoph Nolda, Kassel's head of Urban Planning, a close
symbiosis has developed between the University and the transport association (NVV)
through the introduction of the Semester Ticket, which has had the effect of
integrating local public transport into the University structure. An important advantage
of the Semester Ticket is the connection it provides between the urban and
metropolitan aspects of Kassel with the distinctive advantages of the more rural
areas that surround the city. Because the connection between the city/University and
the surrounding area is so good, one has the chance to live in a rural region and still
10
study in the metropolis of Kassel. According to Christoph Nolda this is without doubt
a locational advantage of Kassel that other cities simply cannot realise so effectively.
As a result of the distribution of student residential locations in Kassel as well as the
possibilities provided by the Semester Ticket, local public transport has become the
number one means of transport for students in Kassel. Besides the various
favourable aspects of this development such as the reinforcement of environmentally
sound transport, it has also led to some problems. Since local public transport also
plays an important role for other commuters and students at other educational
institutions and there is substantial overlap in peak travelling times, the local public
transport must partly operate at the limits of its capacity14.
The original idea for introducing the ticket came from the KVG. At the time of its start‐
up in 1992, it was the second Semester Ticket to be introduced in Germany after
Darmstadt. Participating in the program at this time were the KVG and other
cooperating transport lines in the city and surrounding area. At the end of the
negotiations, the Deutsche Bahn was also included in the cooperation areas.
The initial question was: How much money do students pay for transport? (e.g.
monthly tickets, annual tickets, tickets for apprentices). The result of this first inquiry
was that approximately only 10% of the students were making use of public
transport. The model calculation that was prepared was based on a solidarity
principle. Since it could be assumed that the proportion of public transport users
would rise with such a model, in the subsequent negotiations intensive bargaining
took place about the final price. In the final result, the model started with a lower price
but at the same time it was communicated that future price increases would occur.
Since that time, new negotiations have taken place at intervals of one or two years.
The KVG led these negotiations until the establishment of the NVV; subsequently
they were conducted at the level of the transport association.
The most problematic partner during the introduction of the Semester Ticket was the
Deutsche Bahn, which always demanded the full price for its routes. With the
enactment of the Regionalisation Act15, these positions became obsolete. One
problem remained, however – what allocation formula should be used to distribute
the funds that were being paid in for the Semester Ticket. How much was due to the
NVV, how much to the KVG?
In the meantime, the Semester Ticket has become an integral element of the NVV's
public transport offerings. It is also in the interest of the transport operators and the
transport association to maintain it, since its elimination would result in dramatic
declines in the use of public transport. The use of public transport by students in
periods of low use is also of significance here. This not only ensures the basic
capacity utilisation of the tram and RegioTram, the presence of students also
supports the subjective feeling of safety for other passengers, particularly during
evening use of the system.
14
15
Cf. Interview Christoph Nolde
Regionalisation Act for Local Public Transprt of 27 December 1993
11
Even though agreements are now being concluded for terms of up to four years (with
scheduled price increases), it is nonetheless necessary to be negotiating on an
ongoing basis. General increases in public transport prices as well as increases in
the number of students using public transport lead to price increases. (This can be
seen in an intrinsic problem of the solidarity model – if 100% of the students were to
use the system, then the price would theoretically be the same as without the
Semester Ticket.) All in all, it is particularly students from the surrounding region of
Kassel who benefit from the Semester Ticket. Without the Semester Ticket model,
their costs would be much higher than those of students living in the city.
Several Kassel schools have expressed interest in the past in a similar ticket for
secondary school pupils in the upper forms, but without the use of a solidarity model.
This non‐ solidarity approach has been rejected by the transport association. The
problem for schools is also that they do not have an organisational entity with legal
authority to enact a solidarity model as is the case with the General Student Union
(Allgemeiner Studierendenausschuss or AStA) for university students. Even if this is
possible in principle, the negotiations have failed in the past due to single individuals
who are unwilling to pay16.
Basic financing of the bicycle rental system KONRAD
Konrad is a bicycle rental system that was developed in cooperation between the city
of Kassel, the NVV and the KVG; it has been in operation since March 2012. The 500
bicycles in the system can be obtained at some 60 stations in the municipal area.
Rental use is charged in the normal price scale at 60 minute intervals with each
started hour costing €1. The distinctive feature of the Kassel model is the cooperation
with the transport association and the University. Holders of an NVV annual ticket
receive a Konrad credit of €10 per month (credit that is not used expires at the end of
the month). Holders of a Semester Ticket – de facto all students at the University of
Kassel – can use a Konrad bicycle as often as they wish for up to 60 minutes at no
charge (from the 61st minute the normal charge applies)17.
Fig. 3 Konrad rental station at the Main Station stop. Source: kassel-live.de
16
17
See konrad.dbcarsharing-buchung.de (accessed 8 June 2015)
12
With the Semester Ticket, students at the University of Kassel also contribute
automatically to the maintenance of the bicycle rental system, since €3.00 (of a total
semester charge of €272.31 ‐ as of the summer semester 2015) goes to the Konrad
operator. A resolution to introduce a solidarity model for the basic financing of the
rental system was passed with a strong majority of 93.8% of those present at the
student general assembly. Following this, a cooperation agreement between AStA at
the University and DB‐Rent was signed which will be in effect until November 201518.
With a student body of approximately 23,700 19(as of winter semester 2014/15), the
main part of the necessary funds for the continuance of the Konrad system are
guaranteed. Besides the financial support of the system provided by student users,
their use of the rental bikes also makes them more visible in the urban landscape,
thus fulfilling a sort of advertising function for the rental system.
The system is being improved in dialogue with the users (and thus with students). In
these efforts several new rental stations have been added, mostly at the suggestion
of AStA20.
The University as think tank and trendsetter
The presence of a university that has a department covering the field of transport in
academic research and teaching and possessing know how in the field means for
one thing that there is some local expertise that can be tapped into. In addition, the
University is there as a critical observer which encourages the transport association
and the KVG to examine and question their projects carefully21.
At any university at which urban and/or transport planning is taught, there will be
persons who are dealing with questions of urban planning and transport policy. The
deciding factor is whether the interactions are more of a casual and incidental sort
without real consequences, or whether these interactions can result in real changes.
Basically there are many decisions that are dependent on coincidental encounters
and certain windows of opportunity that first make these decisions possible.
The founding of the NVV was cited as an example in this regard. Persons with a
genuine interest found funding that could be activitated (through the Regionalisation
Act) and came into contact with regional and local transport operators who were
ready to cooperate. In addition, in a founding period it is often possible to accomplish
(and try out) more because the involved institutions are not so set in their ways. In
the opinion of Rainer Meyfahrt, the development of an entity like the NVV today
18
See http://asta-kassel.de/studierender-sprechen-sich-mehrheitlich-fur-den-erhalt-von-konrad-aus
19
See http://www.uni-kassel.de/uni/universitaet/ueber-uns/zahlen-und-fakten.html (accessed on 3
June 2015)
20
See http://asta-kassel.de/neue-konradstationen-sind-da (accessed on 3 June 2015)
21
Cf. Interview Torsten Ebert
13
would be far more difficult to bring forward, regardless of what financial resources
were available22.
There continue to be numerous forms of cooperation between the University and the
transport association. For example, students who are working on the subject of local
public transport are supported by the NVV. Usually this takes place through the
provision of data for the students' research purposes or by granting permission to
collect data in public transport vehicles in the NVV area. In some cases, this
cooperation extends even further. Sometimes academic work by students is
prominently mentioned and linked on the NVV website, as is currently the case with
"Citizen Participation in Local Public Transport".23 Of course, the transport
association also benefits from this cooperation as the data that is collected in these
efforts are also made available to the association when it is being processed.
The University as ‘training ground’
In Kassel there is a strong link between the university environment and the NVV as
well as the KVG. This frequently leads to recruiting activities for new employees
being conducted among former interns from the University or student employees24.
So it was that Thomas Rabenmüller, the first managing director of the NVV who had
a pivotal role in its development, studied at the faculty of Architecture, Urban and
Landscape Planning at the University of Kassel. Both the NVV and the KVG regularly
offer internships which are an integral element of the course of study at the University
of Kassel. The cooperation has been institutionalised through the department for
professional studies at the faculty of Architecture, Urban and Landscape Planning at
the University25. As this cooperation has been in place for decades now, both
institutions have adjusted to the students. Their level of knowledge is now well known
so that they can be given tasks in keeping with their capacities.
According to the statement of Wolfgang Rausch (managing director of the NVV), the
transport association is making an increasing effort to recruit employees from the
University of Kassel. Because the NVV is in competition with the Deutsche Bahn AG
and other transport associations and companies throughout Germany in connection
with recruitment, the good contacts to the University are very important for hiring new
personnel26.
22
Master thesis in the Faculty ASL in summer semester 2015, linked on
http://www.nvv.de/aktuelles/nvv-unterstuetzt-masterarbeit-zu-nahverkehr-in-nordhessen-1329/
(accessed on 28 May 2015)
24
Cf. Interview Steffen Müller
25
See http://www.uni-kassel.de/fb06/studium/bps-referat/start.html (accessed on 8 June 2015)
26
Cf. Interview Wolfgang Rausch
23
14
Students as passengers and customers/consumers in the innercity context
The proximity of the University to the city centre is an enormous locational
advantage. From an economic standpoint, this involves students spending money in
the city. But it has further positive effects as well – for example, the presence of
young people contributes to a positive image for the city. Furthermore, other
residents of the city also benefit from typical "student infrastructure" such as pubs or
certain retail businesses, as one observes in time‐honoured university cities such as
Göttingen or Tübingen.
In cities where the university campuses are separated from the city centre such as
Bochum, it is more difficult to develop a relationship between the city and the
university. In this respect, Kassel has a better starting situation. In this connection,
the question of visibility is very important. And this visibility is of significance in both
directions. The students see the city‐centre district which is in direct proximity to the
campus. And the University is also perceived by the city – which can have a positive
effect on various cooperative efforts27.
The students are also important for ensuring a basic use of the public transport
capacities particularly during periods of low use. Especially in the evening hours,
students are often the largest passenger group. A certain degree of social safety
comes with their presence in the local transport system.
27
Cf. Intervewi Carsten Sommer
15
Fig. 4 Special tram design for the 40th anniversary of the University of Kassel in 2011.
Source: uni-kassel.de
What also should not be underestimated is the fact that the use of public transport
becomes a matter of course for students while at university, and this affinity for local
public transport often persists in later phases of life. However, targeted involvement
of potential passengers is necessary. As several recent research works have show,
this functions best in direct connection with various transitional situations in everyday
life, such as the conclusion of one's studies, retiring from working life or moving to a
new city28.
Retention and new investments in the tram network
In the debate regarding the retention or the possible dismantling of the tram network
that took place in 1977, the University of Kassel acted principally as a "provider of
arguments". The opposition to the dismantling effort came from an elected body
within the public transport union "Öffentliche Dienste, Transport und Verkehr" (ÖTV),
29
while the works council of the KVG was split on the issue. Together with union
representatives, a student project on the retention of the tram lines 8 and 6 was also
started in 1977. The project worked on providing an analysis of the arguments of
both sides of the discussion. The KVG tended to play a passive role in the conflict.
The city advocated a cost reduction plan and the proposal to decommission tram
lines was to some extent presented as the implementation of savings measures. The
pressure coming from the union representatives of the ÖTV, the students and some
engaged citizens from the city district Kirchditmold (which is served by tram line 8)
forced the city to forgo its plans to shutdown parts of the tram network. At a public
meeting in a Kirchditmold sports hall, Hans Eichel, Kassel's mayor at that time, finally
agreed to the retention of both lines. One participant of the project group was
Thomas Rabenmüller, the subsequent managing director of the NVV.
In a public transport technical journal "Monolith", an article appeared that sketched
out an alternative future for the city with a large Kassel transport association. A local
public transport project group was established in the body “Raum Kassel”; after that,
the plans for possible decommissioning of tram lines were finally abandoned. To
some extent a consensus was reached to "invest and develop instead of save and
dismantle". As a sort of confirmation for this agreement, the KVG ordered the first
N8C tram vehicles in 1984, with the new KVG board also announcing a strategy of
investment in new routes and vehicles. In the wake of the decommissioning debate,
25 low‐floor unidirectional trams were acquired and the reversing loop at the Drusetal
was built.
28
Cf. Nash 2015
The union ‘Offentliche Dienste, Transport und Verkehr’ subsequently merged together with other
unions to form the grouping ‘ver.di’
29
16
The decommissioning approach recommended in strategy papers of the KVG had, in
contrast, foreseen a decommissioning of lines when substantial renewals and
replacements were on the point of being required30.
Founding of the NVV
One of the points that came up in the debate about the future of public transport in
the Kassel region concerned the improvement of the quality of transport between the
city and the surrounding area. Until the middle of the 1970s, the development of the
system was basically at the same level as what had been established after World
War 2. For example, there still was a KVG line going to Landwehrhagen (to the
northeast of Kassel) where many KVG employees still lived. There was a line to
Ochshausen (in the southeast, which ended shortly beyond the city limits), one to
Bergshausen (in the south) and one to Irhinghausen (north‐northeast from Kassel).
The other lines to the surrounding area were Post and Bahn bus lines, which were
consolidated in the 1970s. These lines had their own fare schedule and, although
they partly drove along KVG routes, were not allowed to operate in the city
(passengers could get off but not be picked up).
After extended negotiations starting around 1986, the first cooperation began in
1989. Lohfelden, Söhrewald, the city of Kassel, the transport operators RKH and
KVG established a model that called for a common fare schedule and no operating
prohibitions. In this way without creating new services, a better frequency of public
transport service had already been achieved on some routes.
After these initial successes, other localities approached the KVG. Representing the
city, Carl Flore (today the department head of Urban Planning and Renewal for
Kassel) had an idea regarding the financing. In the budget of the state of Hesse,
there was funding of 25 million DM for the city of Frankfurt for regional local transport
coming from the municipal fiscal equalisation system (kommunale Finanzausgleich).
The question was posed in Wiesbaden (the capital of Hesse), why Frankfurt received
subsidies of this sort and other cities in Hesse did not. From the formulation of the
state government it was not explicit that only the city of Frankfurt was the intended
recipient (although the situation that triggered the financing was the underground
construction to Bad Homburg).
It was then achieved (under the threat of legal proceedings) that a new clause was
included in the Fiscal Equalisation Law which specified that when improvements in
the regional public transport will be undertaken through cooperation, the state will
assume 50% of the additional costs through the Fiscal Equalisation Law. This
resolution formed the basis for the cooperation. Before this legislation, the
improvements would not have been possible as they simply could not be paid for by
many of the municipalities.
30
17
In further developments, a 3‐zone fare schedule was established for the participating
lines. This was the situation in 1990 when Rainer Meyfahrt came to the KVG.
Cooperation areas were formed (Fuldatal, Fuldabrück, Baunatal/Schauenburg,
Vellmar, Kaufungen, Niestetal/Staufenberg/Nieste), and in the next 2‐3 years KVG
and RKH or KNE lines were connected with each other always using a similar model
so that to begin with improvements in service were achieved without generating
additional costs. The city of Kassel was involved in a pivotal manner as it provided a
sort "pre‐financing" which were then repaid with subsidies from the state of Hesse.
The adjustment of the systems to one another was nearly finished by 1993/94 and
the Lossetal was also included. This was also the time when the state of Hesse was
endeavouring to establish a transport association in South Hesse (the RMV). The
consensus in North Hesse was that it was necessary to follow suit immediately to
avoid losing out. The "Fördergesellschaft Nordhessen", an organisation that had
actually been intended for cultural promotion, was renamed as the
"Fördergesellschaft und Verkehrsverbund Nordhessen" and set up as a kind of
precursor association to handle transport issues.
The managing director of the new association was Thomas Rabenmüller, a former
University of Kassel student, whom Rainer Meyfahrt knew from project work on the
subject of local public transport. Office space was rented to the new association by
the KVG and they set to work. By 1995 after approximately two years of preparatory
work, the general fare schedule was adapted and extended to all of North Hesse; the
new transport association then formally took up its activities nearly simultaneously
with the RMV in South Hesse. The financing model used during the preparatory
period was continued more or less unchanged with the NVV taking over the role of
the KVG. The Hessian state subsidies were then paid to the association31.
The driving forces behind the idea of the transport association as well as the
somewhat later development of the RegioTram system were Rainer Meyfahrt and
Thomas Rabenmüller, as many of the interviewed experts confirmed in their
remarks32.
31
32
Cf. for example, interview Wolfgang Rausch
18
Part 3
Significance of the short-haul passenger
rail network for the University and other
educational institutions
Accessibility of locations with public transport, bicycle or on foot
One important aim of the Kassel public transport system is to ease traffic load in the
city‐ centre district and provide mobility offerings for less automobile-°©‐orientated
citizens. Commuters, school pupils and university students are particularly in focus in
this regard. Through a linking up with the region by means of public transport a
connection is made despite the fact that a formal incorporation of outlying
communities in the city's municipal structure has not occurred. In particular in the
"Kassel Plus" area, there is a strong connection provided through the RegioTram and
regular tram and also through bus service. One of the goals of the NVV is to extend
the mobility alternatives which have been available in the city of Kassel with the lines
of the KVG for more than 100 years to the surrounding area of Kassel and thus to
provide a similar level of transport quality. To some extent this involves a transfer of
urban achievements to less densely settled areas. This can be seen for example in
the change in the last stops of Kassel tram lines. In earlier times most lines ended in
a Kassel city district; today many lines extend into neighbouring localities (e.g. Line 1
goes to Vellmar instead of Holländische Straße, Line 5 goes to Baunatal instead of to
Mattenberg). The trams running through the city centre and the RegioTrams stand for
a visible connection and tangible presence of the surrounding region in the centre of
Kassel33.
33
19
Fig. 5 Accessibility of the Holländischer Platz Campus with public transport34. Source:
University of Kassel, 2014
The local public transport network is indispensable for the University of Kassel.
Without a well performing public transport system and its various connected
locations, the University would not be able to function. The current distribution of the
modal split in which nearly 50% of students' mobility requirements are met by public
34
H= Public Transport stop, K= Konrad bicycle rental station. The area north of Moritzstraße is crrently
under construction
20
transport could in all likelihood not be handled any other way because the numbers
of persons moved by public transport could not be accommodated by other means of
transport.
Fig. 6 Modal split of University of Kassel students (above: Main means of transport for all
trips/ below: at Holländischer Platz35. Source: PGN, summer, 2013
This concerns transport for educational purposes in general and some locations more
than others. It also concerns transport between various locations, particularly
35
ÖV= public transport; MIV-Fahrer= car (driver); Pkw-Mitfahrer= car (passenger); Fahrrad= bicycle;
Fuß= by foot
21
transport between Holländischer Platz and Murhardstraße as well as transport to the
AVZ location.36
Especially heavily used segments of the network benefit from the use of RegioTram
vehicles which have a larger capacity than the tram vehicles used by the KVG
(RegioTram with approx. 220 passengers37, Bombardier Flexicity Classic approx. 170
passengers38). The use of twin‐unit trams on line 1 has had a major effect in easing
overcrowding. A positive side effect of the increased capacity is the improvement in
the accessibility of the Wilhelmshöhe Park which is also served by line 1 and has
seen a significant growth in visitor numbers since being named as a UNESCO
Cultural Heritage site.
Improved accessibility of educational institutions from the
surrounding region
Compared to cities of similar size, Kassel has the largest tram network in Germany.
In accordance with this, it has a good and partly a very good local public transport
offering with correspondingly high user figures (modal split share of 21.5% in 2008).
Three quarters of the Kassel public transport trips are taken with the tram. All in all,
Kassel is inconceivable without a tram system. With the RegioTram, North Hesse has
the only functioning joint city-surrounding area public transport model in Germany
with the exception of Karlsruhe. This is especially advantageous for the surrounding
region as it provides a direct connection for outlying regions with the Kassel city
centre. Outside of the Kassel Plus area, however, the user numbers are still below
average. This shows that there is potential here that must be activated. On the other
hand, even the current user numbers are indicative of the exceeding importance of
the tram and RegioTram network in Kassel and the surrounding region. In addition to
the effects having to do simply with accessibility, the short‐haul passenger rail
service also has economic effects39.
36
Cf. Interview Carsten Sommer
See nvv.de (accessed on 2 June 2015)
38
See de.bombardier.com (accessed on 2 June 2015)
39
37
22
Fig. 7 Trips taken by students in the NVV area. Source: PGN, summer, 2013
Access to educational institutions is made easier and more feasible for a wider
segment of the population. At adult education centres in the Kassel district it can be
seen that course offerings at centres in closer proximity to the RegioTram or the
regular tram have higher levels of attendance. This realisation should also be taken
into account in the future; the city should arrange events in accordance with it40.
In the case of Melsungen, the adult education centre (as well as a music school and
a bakery) is located directly in the station building. This centre has particularly high
levels of attendance and this can be attributed at least in part to its good accessibility.
In 2014, the Melsungen station received the European Rail Award as the best small
rail station of Europe41.
40
41
Cf. Interview Christoph Nolda and Wolfgang Rausch
Cf. Interview Wolfgang Rausch and HNA on 18 December 2014
23
Fig. 8 Types of use of Melsungen station. Source: Forumbaunatal.worldpress.com, 2015
Acquisition of knowledge is a cultural aspiration that "afterwards" has economic
effects. Transfer and facilitation of knowledge is already an economic sector in itself.
The University, for example, is a very important employer in the city and the same is
true for numerous schools. At the same time, the employees are possible consumers
in the local economy42.
This strong network integration also has a darker side. When the number of pupils
declines, then the schools in larger localities – i.e. the schools in Kassel – tend to
benefit more because their accessibility is ensured. Schools in smaller localities, on
42
24
the other hand, must struggle with a lack of pupils. As far as the accessibility of the
University is concerned, there has been an enormous improvement. If one compares
the mobility offerings of the 1980s and 1990s with the status quo of today, the level of
mobility convenience in the outskirts of Kassel and its neighbouring towns has
increased significantly. In the past, for example, students living in Ahnatal had to take
a bus first to Harleshausen where they would change to another bus that then would
drive to the city centre. Today there is a direct RegioTram connection to the main
campus43.
Or take the example of Helsa. The tram is enormously important for school pupils,
particularly in bringing pupils to the secondary schools in Hessisch Lichtenau and
Kaufungen44.
Extension of th housing market for students
Today students in Kassel have significantly more alternatives where they can choose
to live. This is also of benefit to smaller localities in the region45.
Of course, it is one of the primary goals of public transport to improve the
accessibility of people's workplaces, educational institutions or care facilities. In the
specific case of the University of Kassel, we know of many students who live in the
surrounding area. They would not be able to do this if the connections into the city
were insufficient. This also means that access to a university education is being
provided to those persons who would be unable to live in the city of Kassel owing to
their financial situation. Such persons are able either to pay the lower rents available
in the surrounding region or can continue to live with their parents during their
studies. This also has effects on the rental prices for flats in Kassel. Because there is
an easing effect in the rental market (due to the larger set of rental choices), rent
increases in the city are remaining in a more acceptable range46.
In addition to the evident effects on the housing market in Kassel and the
surrounding region, there is also a social element in these developments. Alternative
life styles and plans are being made available to students. Studying is no longer
automatically connected with a change in residence. Continuing to live with one's
parents or in some other familiar situation here in the region is possible when the
wish is there. This opens up new possibilities, for example, for students from lower
income families.
43
Cf. Interview Tilo Küthe and Volker Witzel
45
46
44
25
Part 4
Current co-operation activities and
projects
Working group ‘Effizient mobil’
The working group was established to provide academic support in the transport field
and to represent the views of informed experts in this area. The group is responsible
for advancing the subject of mobility management (for various means of transport) in
the university context .
The working group has achieved a number of successes. The issue of capacity
bottlenecks has been largely solved through the use of twin-°©‐unit trams and the
larger RegioTram vehicles. In the area of bicycle transport, concepts have been
presented that the University construction department is using as guidelines.
A meeting in Darmstadt initiated by the Hessen state government to deal with
university‐ based exchange on transport issues and policy has shown that the
University of Kassel is very advanced in this area.
Another example is the working group "Effizient mobil". Of course, the University has
concern and wishes. One might have taken the approach of simply making a list of
demands and then insisting that they be implemented. With the academic support
provided by the working group "Effizient mobil", it is ensured that the problems of the
transport operators and transport associations are known in the working group and
that the various negotiating partners are aware of the operational framework that
their counterparts are dealing with. This makes it possible to reach compromises
more quickly and to implement practical solutions. In addition, participation in a
working group of this sort builds trust as one gets to know whom one is working with.
This facilitates cooperation at a later time when one is looking for a direct contact
person at a given institution. The fact, for example, that Rolf‐ Dieter Postlep
(president of the University of Kassel) and Torsten Ebert (managing director of the
KVG) know each other personally allows discussions to take place at this level which
can speed up various processes. This is not the case at many universities.
Also apart from the working group, the Transport Planning Department at the
University has worked together many times with the KVG, the NVV, the city of Kassel
as well as with officials from the region and surrounding localities in a research
context. Fortunately, there is also a strong interest in the University – not only as an
influential institution but also as a partner – among most of the institutions in the
region.
26
It should also be noted that these various cooperative activities of course have a
general effect on the involved institutions. They have a better understanding for the
concerns of the university and new ideas can develop, etc47.
Introduction of twin-unit trams on line 1
Since mid-December 2013, slightly more than every second run on the number 1 line
is done with a twin-unit tram. Between the Rathaus and Holländische Straße stops
(the most intensively used segment including the city-centre district and the main
campus of the Universtiy) four more trams are scheduled per hour because the
RegioTram lines 3 and 4 also run on this section. The capacity of the line 1 trams has
increased substantially. Particularly during periods of peak use this has resulted in a
significant easing of the system load especially at the Holländischer Platz stop.
University president Prof. Dr. Rolf-Peter Postlep emphasised the importance of the
twin-unit trams for the University location: "We very much appreciate the efforts of the
KVG to improve the connection of our central campus at Holländischer Platz. The
expansion of service offerings for the districts of Nord- Holland, Mitte, Wehlheiden
and Vorderer Westen is particularly welcome because this is where many of our
students live."48
Further improvements and increases in capacity are planned. Dr. Torsten Ebert
commented on this on the day that the twin-unit tram service was introduced:
"Continuous operation with twin-unit trams on line 1 remains the aim of the KVG. One
prerequisite for this is the modification of more tram vehicles for twin-unit service.
This will take place as part of an already ongoing upgrade plan for trams that were
acquired at the beginning of the 1990s."49
Fig. 9 Press photo at the introduction of twin-unit trams in December 201350. Source: KVG
AG/Andreas Fischer
47
Quoted in KVG Press Service, 5 December 2013
49
Quoted in KVG Press Service, 5 December 2013
50
From left to right: Wolfgang Dippel (former NVV managing director), Dr. Torsten Ebert (KVG board
member), Prof. Dr. Rolf-°©‐Dieter Postlep (president of the University of Kassel), Christoph Nolda
(head of Urban Planning), Andreas Helbig (KVG board chairman).
48
27
Fig. 10 Twin-unit tram in use on Holländischen Straβe. Source: Sintropher photo, 2014
Development of the Holländischer Platz stop
The suggestion to modify the Holländischer Platz stop came from the working group
"Effizient mobil". The background of this suggestion was the high volume of
passengers exiting at the stop; the existing tram stop island simply was not adequate
for the number of passengers it was serving. This was particularly disadvantageous
for handicapped persons who had to find their way through these crowds with a
wheelchair or as sight‐impaired persons.
In addition to increasing the available space for passengers, the KVG also used the
modification of the stop to adjust it for the requirements of twin‐unit trams. The
modification was finished in mid-December 2013 – in time for the introduction of the
2014 schedule and the first twin‐unit tram service.
Even though this represented a compromise solution – the University would have
preferred a relocation of the stop – the modification nonetheless resulted in
considerable relief of the overcrowding situation51.
51
Cf. Rolf-Dieter Postlep, on 5 december 2013 in the Press Service of the KVG
28
Fig. 11 Holländischen Platz stop with expanded waiting area. Source: Sintropher photo, 2014
Dynamic passenger information on the University grounds
In cooperation with Regionalmanagement Nordhessen GmbH and the Construction
and Properties Department of the University, a DPI display52 was installed in the
Campus Center lecture hall at Holländischer Platz in July 2015. This is the first realtime display unit installed on a university campus anywhere in Germany.
52
Dynamic passenger information
29
Part 5
Significance of the short-haul passenger
rail network for the regional economy
Added value/jobs in the region
The RegioTram is providing added value in the region (also through the expenditures
made for it). At least 250 jobs in the region are dependent on the RegioTram network
(including the Lossetalbahn). Another large advantage of the system is that the NVV
decision-making authority is locally based53. Many suppliers for the tram vehicles
also come from the region – door systems from the company Bode, folding bellows
from Hübner, etc54.
According to Dr. Udo Schlitzberger, the RegioTram is one of the most important
locational factors in the region55. When it was introduced, unemployment stood at
20% in Kassel and 10% in the surrounding area; by 2013 these figures had been
halved56.
In the opinion of Dr. Torsten Ebert (managing director of the KVG), the development
of public transport should follow developments in other areas such as business or
culture. A direct interaction can be assumed: a positive economic development
allows for better local public transport and at the same time such development is not
possible without a well developed and properly functioning local public transport
system. Apart from the economic benefits, local public transport is an integral
element of the effort to fulfil climate protection goals in the region. Local public
transport is also particularly important for persons working part time and in general
for less well paying jobs because these employees often do not have an automobile
at their disposal. This applies all the more for access to training facilities or to the
University because in both cases one cannot assume that students and apprentices
have a high level of income, and accessibility on foot or by bicycle is not always
possible57.
The private transport companies Cantus and HLB have established a workshop and
repair facility in Kassel. In bus transport, a clear move forward in the quality of the
vehicles in use has occurred. In the meantime, North Hesse has the highest
percentage of modern low-floor and air conditioned vehicles in Germany and in
Europe. The majority of these vehicles are also maintained in the region58.
53
Cf. Interview Rainer Meyfarht
55
Cf. Interview Udo Schlitzberger
56
See Statistical Data for the City of Kassel, 2014
57
58
54
30
The RegioTram and the city tram are also of significance for tourism in the region,
particularly for hikers and bicyclists59. Even if the earned profit in such activities is
marginal, the tours through the region fulfil another purpose as well: the RegioTram is
anchored in the memory of (new) customers. In addition, an effort is being made to
strengthen the image of the RegioTram as a regional means of transport in the
leisure segment through advertising campaigns (see Fig.12).
Fig. 12 Advertising campaign ‘SommeRTrip’. Source: Advertising agency ‘zentral
kommunication’, 2013
Stabilising and increasing value through rail connections
According to Christoph Nolda, a city's infrastructure is like a backbone. And when it is
rail based then it is quite sharply defined and simply cannot be dismissed from the
overall urban structure. In this way it becomes a substantial element that stabilises
areas of settlement that are in any way connected with it. One can see clearly that all
areas that have a tram connection are gaining in significance and impact. "Whoever
has such a connection, usually will never give it up, and whoever is on the point of
getting such a connection usually hasn't recognised it yet60."
Surveys have shown that transport factors have a high relevance in decisions
regarding place of residence and that the issue of local public transport connection
59
60
Cf. Interview Udo Schlitzberger and interview Tilo Küther and Volker Witzel
31
has a particularly high significance. The so-called rail bonus probably plays an
important role here as in the past – local public transport has a certain visibility in this
sense. Rail infrastructure is very long-lasting. This gives planning certainty (in
contrast to bus lines which can be changed with little effort).
As Albrecht's dissertation 61has shown, land values along tram lines are higher than
in comparable areas. This should apply to RegioTram lines as well. Beyond general
assumptions, there are also clear findings that indicate such positive influences.
Along tram lines it seems decidedly more difficult to demonstrate economic or
structural effects. It can be determined, however, that in Kassel the land values in city
districts that have a tram connection tends to be higher than in comparable districts
which do not. But the development of land values over the last 20 years in such
comparisons shows an essentially similar course. The district Süsterfeld/Helleböhn
was compared with Philippinenhof/Warteberg. Unfortunately it is no longer possible
to ascertain the land values from the time before the decision to build the tram lines
was made. These figures would certainly support a more precise answer. Further
effects, such as increased establishment of private retail businesses cannot be
determined in either of the two cities (Kassel and Fukushima) that were studied.
However, there are also studies that support opposite findings, as with the
dissertation of Mr. Albrecht cited above. In all probability, there are also other factors
that play a role here, e.g. the size of the city for example, so that one must look very
closely to identify the reasons for a positive or negative development with certainty.
Light rail passenger service (whether tram, RegioTram or other commuter trains) is
an important, but not the only, relevant factor62.
If one consults current statistical data on population development, one finds that the
situation along RegioTram routes has at least some correlation with an attenuation of
a general population decline. An actual connection cannot be conclusively proven,
but there are grounds for assuming that such a connection may exist. As can be
seen, Table 1 particularly in communities with a RegioTram or city tram connection
as well as in communities in the more prosperous Kassel suburbs, these are less
affected by decreases in population.
61
62
Albrecht (2010): Effects of urban rail investments on the housing market
32
Table 1 Population development in localities in the Kassel district 2008-201263
The population developments in other North Hessian districts are even more distinct
as can be seen in the example of localities of the Schwalm-Eder district shown in
Table 2.
63
Localities bordering on Kassel are marked with an asterisk (*); localities marked in red have had a
population decline of more than 3.0%
33
Table 2 Population development in localities in the Schwalm-Eder district 2008-201264
The number of employed persons paying social insurance contributions has clearly
risen in localities with a RegioTram connection in the period between 2005 and 2012.
These communities, however, are also following a general trend that can be seen in
all of North Hesse (see Table 3).
64
Localities shown in red have a population of decline of more than 3%
34
Table 3 Employed persons paying social insurance contributions per 1000 inhabitants
Urban renewal and settlement development
In connection with the modification of the network to the requirements of RegioTram
vehicles, urban renewal measures have taken place in and around Kassel. Directly in
the city centre, for example, a complete redesign of the main station forecourt and
Scheidemannplatz has been undertaken (see Fig. 13).
Fig.13 Rainer-Dierichs-Platz (main station forecourt) in Kassel after redesign and renovation.
Source: charterflug‐kassel.de, 2015
35
The development of the rail station or the surrounding area into an urban centre (or
sub-centre) is seen as a desirable step by many experts. In many cases in the region
this has already taken place. The example of Melsungen has been described above.
There are also other cases in which active use of the station in various forms could
be established.
•
In Volkmarsen there is a savings bank and other offerings at the station
location65
•
In Körle (on the RegioTram line 5 to Melsungen) "the locality's retail offerings
are in the village centre close to the public transport stop. There is a new
residential facility for senior citizens currently under construction that is a few
minutes by foot from the stop66."
•
In Fürstenwald (RegioTram line 4 to Wolfhagen) a station building "is being
used successfully by an artist as a residence, public café and cultural facility
that is well known beyond the borders of the locality67."
•
In Hofgeismar-Hümme (RegioTram line 3 with Hofgeismar-Hümme as the
terminal station), a so-called Generations House is being brought to life under
the direction of the "Bahnhof Hümme" association with extensive participation
from local citizens with the aim of facilitating multiple uses68
•
In Ahnatal-Weimar, the area surrounding the station has been upgraded and a
restaurant is now located in the station building
•
In Hofgeismar, the new station building was completed in May 201569
One critical remark must be made here, however. The Deutsche Bahn is a difficult
negotiating partner. It has been possible to achieve the best results in the past when
the localities have acquired the property or properties from the Deutsche Bahn70.
A possible advance for intensifying settlement development in a manner that is
oriented towards short-haul passenger rail service may be a modification in the EU
funding guidelines for community development. Until now questions of public
transport have been excluded. In the specific case of regional cooperation, it is
necessary to continue to approach the mayors of localities according to Wolfgang
Rausch. Because the relevance of the topic is now evident to all potential partners,
an approach focusing on individual pilot projects is probably most effective. This in
turn can inspire others to follow the same path71.
65
66
See Holzapfel, Röhrig (2014), p.32
67
See Holzapfel, Röhrig (2014), p.32
Cf. http://www.huemme.org/vereine-°©‐initiativen-°©‐verb%C3%A4nde/generationenverein/
68
69
Cf. http://www.hna.de/lokales/hofgeismar/hofgeismar-°©‐ort73038/neuer-°©‐bahnhof-°©‐bereit-°©‐
hessentag-°©‐ 5033504.html (accessed on 23 June 2015)
70
71
Cf. Intweview Wolfgang Rausch
36
The tram passenger as customer
There is really no question regarding the importance of the tram and RegioTram (as
well as public transport in general) for the Kassel city-centre district. Finally all of the
tram and RegioTram lines run directly through the central pedestrian zone, almost all
bus lines stop in walking distance from Königsplatz, the central node of local public
transport in Kassel. Surveys among merchants with businesses in the city-°©‐centre
have repeatedly shown that this group is well aware of the immense significance of
public transport and accordingly is vehemently opposed to a relocation of the tram
tracks from their current course through the centre of the pedestrian zone72.
Disruptions of service or breakdown have an immediate effect in decreased numbers
of customers as occurred most recently in the winter of 2012/13 when heavy snowfall
and freezing rain resulted in interruptions in local transport service73.
A regularly conducted customer survey done by the management of the central CityPoint Kassel mall 74 underlines the importance of public transport for customers of
the mall (see Table 4). Accordingly there are marketing approaches that promote the
RegioTram as the means of transport that goes directly to the Kassel city centre and
its shopping possibilities, connecting these with the surrounding region (see Fig.14).
Table 4 Selected means of transportation of City-Point customers in April and November
201275
72
Cf. Holzapfel, Röhrig (2014), p. 28
Cf. Holzapfel, Röhrig (2014), p. 28
74
A shopping mall of ECE Group in the Kassel city centre
75
Multiple selections were possible, therefore total is higher than 100%
73
37
Fig. 14 Advertising campaign ‘SommeRTrip’. Source: Advertising agency ‘zentral
kommunication’, 2013
Interesting in this connection is one part of a study by Peter Jones (2007). On the
basis of three examples of mixed-use streets, it is shown that customers who arrive
with their own car for a shopping trip spend more per trip. On the other hand,
customers who come on foot or with local public transport are more frequent
shoppers and on a weekly basis spend more than the car drivers76.
Cooperation on a regional level
The city of Kassel is a shareholder in the NVV. And on the other side, the city is the
developer in tram construction projects. On the basis of its size, Kassel has a very
good local public transport network and high-quality local transport offerings. This
success has, on the one hand, to do with the KVG and its development since the
Second World War. On the other hand, it is a result of the transition to funding
granted to the German states starting in the 1990s through the Regionalisation Act.
In Hesse, the decision was made under Minister‐ President Hans Eichel to establish
(regional) transport associations, while other German states (for example Lower
Saxony) chose the "classic" approach and established local transport companies for
the entire state. These entities arrange the rail transport and sometimes are active in
metropolitan centres, but for the most part leave bus transport to the districts and
independent cities.
The Hessian model with the two large transport associations NVV and RMV has
proven to be a successful approach. A critical factor here is the size of the NVV. On
76
Cf. Jones (2007), p. 68f.
38
the one hand, the transport association with an annual budget of €140-150 million is
always in the position to implement decisions. On the other hand, it is still "small
enough" to have a close relationship to local problems and to be well informed
("down to the last bus stop") about the details of current developments in the region.
The importance of the NVV's establishment as an entirely new actor in the 1990s
should not be underestimated. It formulated new interests outside of local Kassel
politics and the KVG (93.5% of the KVG is held by the KVV, a 100% subsidiary of the
city of Kassel, and 6.5% is held by the city of Kassel directly). With this new actor, the
interests of the region as a whole were represented more strongly77.
In its role as a purchaser of transport services, the NVV cooperates in many areas
with the KVG, which has a special role as a result of its many decades as Kassel's
principal transport operator, giving it more significance than an ordinary transport
service provider. The NVV and the KVG are both responsible for the development in
quantity and quality of the local public transport network and share many activities.
The realised projects are based on political decisions that are made on the local and
regional level and are specified, for example, in the form of transport development
plans and local transport plans78. In addition, there is the special feature that in
Hessian localities no public tenders occur for city transport; in effect, the KVG is the
sole supplier79.
Fig. 15 Organisational chart for the KVG. Source: KVG, 2014
The NVV, KVG, the city of Kassel, the University, regional companies and further
partners are also in contact with one another through networks such as MoWin.net.
MoWin.net fulfils the functions of a classic network platform – it facilitates the
exchange of ideas and provides stimulus for new projects, measures and cooperative
activities. The University has a special role in this connection as most of the research
77
79
78
39
projects in the transport and energy sector are handled here. In the opinion of Dr.
Torsten Ebert, many projects (e.g. the FREE project80) would not have taken place
without the network81. The Regionalmanagement NordHessen GmbH is usually
responsible for the managing and bringing together the relevant actors. Besides the
official channels there is also an informal level that is helpful particularly with
immediate or urgent problems. A large part of the communication takes place at the
level of the managing directors – Wolfgang Rausch (NVV managing director), Dr.
Torsten Ebert (KVG managing director) and Christoph Nolda (head of Urban
Planning Kassel) are meeting regularly for discussions82.
The central recipe for success in these activities is integrated planning of bus and rail
systems including fare schedules, marketing and revenue responsibilities in
accordance with the Hessian Local Public Transport Law. The basis of this legislation
in turn is the decision to establish transport associations and the shifting of
responsibility for regional rail transport from the state to the regional level together
with bus network planning and the linking of both these transport providers. For
customers the comprehensive fare schedule for the whole region is very attractive.
Many positive developments – such as the introduction of the RegioTram system –
would have been inconceivable without the NVV and the good cooperation with local
partners83.
The city and the district of Kassel established the joint body "Raum Kassel" (ZRK).
The NVV could focus its work here and intensify the cooperation. At the same time,
regular meetings with heads of the building authority of the localities should continue
to take place. Further partners are offices at the district level for regional
development (in the Kassel district this is the Service Centre for Regional
Development). In this area many of the interviewees saw a continuing need for
improvement. In particular, individual communication with the representatives of the
various localities needs to be optimised, even if this does require a large investment
of time84.
In this connection, the bus network must not be neglected. In rural areas it can under
some circumstances be more efficient than the rail network. In response to the
question of how people can get to the stops of the RegioTram, there are thus two
answers. On the one hand, it is of course ideal if people live close to such a stop and
can reach the RegioTram on foot. On the other hand, there are also places without a
80
The FREE Project (Freizeit- und Eventverkehre mit intermodal buchbaren Elektrofahrzeugen) is a
project administered by the KVG with federal funds that should allow visitors to Kassel and residents
to have good mobility with a combination of various means of transport and without the use of a
personal car. The means of transport include tram, bus, rental bikes and car-sharing with electric
automobiles.
81
82
83
84
40
direct RegioTram connection in which buses serve as feeders to the RegioTram
stops85.
Cooperation with regional companies as in the example of B.
Braun Melsunger AG
At the main B. Braun location Pfieffewiesen there originally was not a bus stop, and
the acceptance of local public transport was therefore very low among the
employees. Public transport service to the plant also needs to be scheduled so that
the shift working times are covered.
The basis for the first approach to the NVV was a survey of B. Braun employees on
the subject of company mobility that was conducted in 2009. Step by step in
cooperation with the transport association, bus stops have been established and
changes in the connections that better accommodate the needs of the employees
have been undertaken with each new issuing of the schedule. In 2011 the Job Ticket
was introduced at B. Braun. The NVV grants a 10% discount. Orders are taken by
the B. Braun human resources department and then forwarded to the NVV. The initial
clientele of 60-80 employees has grown to 140. Even though this group is continuing
to grow slightly, with more than 6000 employees at the company one cannot speak of
a great success. With such numbers it could be more. The largest portion of Job
Ticket users is to be found among employees who come from Kassel and the directly
surrounding area. Not least, this probably is a result of the good rail transport
connections. Since all local bus lines in Melsungen have the rail station as a stop, the
offering is seen as satisfactory. In the meantime, nearly all B. Braun plants are
connected to the bus network and are served on an hourly basis. The portion of Job
Ticket users is also very high among apprentices who use the special Job Ticket offer
that is available to them. It also makes a large difference whether the employees are
doing shift work or if they have a flexitime arrangement. Obviously public transport
delays are more critical for the shift work employees.
The introduction of a similar solidarity model as at the University of Kassel 86has
been discussed. However, it seems to be impractical due to insufficient acceptance
among the employees as well as the substantially thinner local public transport
coverage in rural areas which would result in preferential treatment of the employees
who have better connections.
In the employee information provided in the B. Braun intranet, there is a page on the
subject of mobility which features all the relevant public transport information on
service schedules, prices, etc. In 2014, several information events were conducted in
the company canteens at which NVV representatives were in attendance to answer
questions and hear the wishes of the B. Braun employees. To motivate employees to
purchase the Job Ticket a one-time subsidy of 100 € was also offered by the
85
Employees need to have the Job Ticket in order to park on the company grounds thus providing
cross financing for local public transport
86
41
company in 2014 for employees ordering a Job Ticket. Together with the local public
transport information provided on the company's intranet mobility page, there is also
information on the subject of car pools because for many employees in rural areas
commuting with local public transport simply isn't possible.
Fig. 16 Location of B. Braun plants in Melsungen. Source: B. Braun Melsungen AG
42
Currently work is being done on the connection to Plant S, where a large part of the
company administration will be located in the future. Because this plant is located in
the "Stadtwaldpark" which is only accessible through a one‐lane, unilluminated
roadway through the forest, there is currently no bus stop. A further goal is the
improvement of the equipment and furnishings of existing stops – weather protection,
seating, etc. From a long- term perspective, the Job Ticket should be made more
attractive and this necessitates step by step improvements in the connections. In the
case of service schedule changes that negatively affect the mobility of the company
employees, there is a contact person at the NVV. The basis for a constructive
cooperation is in place, even if it is not possible to accede to all wishes. For example,
there continues to be no offering of a seasonal Job Ticket.
Larger projects in the future are also possible. From the NVV a proposal has been
made to establish a RegioTram stop close to the Pfieffewiesen plant. However, a
very high volume of investment would be necessary to implement this proposal.
At the company, the cooperation with the city of Melsungen and with the NVV is seen
as very constructive. With the continuation of the cooperation over time, the
relationship gains a sort of naturalness and the direct connection to contact persons
makes it possible for problems to be solved quickly and for compromises to be
found87.
87
Cf. Interview Matthias Neurath
43
Part 6
Conclusions and lessons learnt
Transport associations as a guarantor for success?
The size of the transport association is seen by many experts as a guarantor for
success: the budget is high enough to be able to realise large projects. At the same
time, the association is small enough to be efficient. Furthermore, there are deep
roots in the region that come in many instances through decades of contact88.
Of course, the single, unified fare schedule in local public transport makes for a
significant improvement in quality for passengers. In addition, coordination among
the various transport providers throughout the whole region is made possible.
Long-term effects
The introduction of the RegioTram system entailed massive changes. In addition to
their immediate effects, these changes are also bringing long‐term effects that are
not entirely evident at the present time. Among the positive effects are the following
points:
•
Connecting the surrounding area to the city of Kassel
•
Stability in the real estate market as far as possible (with constant or rising
prices) along the RegioTram lines
•
Added value in the region through investments as well as direct and indirect
employment (operation and maintenance, suppliers, repair, infrastructure
maintenance)
•
Passengers as potential customers in the Kassel city-centre
•
Reliable mobility offerings for persons without their own car – making
participation in everyday activities possible
•
More flexibility in selecting a place of residence – making environmentally
friendly suburban living possible, support for a larger diversity of lifestyles. This
can be particularly beneficial for students in difficult financial situations
At the moment no direct disadvantages of the RegioTram system are evident. All of
the interviewees were convinced of the positive effects (and had credible and
comprehensible arguments to support these effects). However, there are some
possible undesirable developments which need to be dealt with:
•
88
Intensification of a trend to centralisation, e.g. closing of smaller schools in the
surrounding area, relocation of other everyday institutions and facilities for
44
basic care to larger localities and to Kassel as the main centre of the region. In
some of its aspects, this problem can be dealt with through integrated local
transport planning
•
Possible disadvantage for localities without a RegioTram connection –
particularly those which previously had a direct bus connection to Kassel. In
this case, assistance can also be provided through better coordination of the
individual transport providers
•
A very acute problem in the winter of 2014/15: A shortage of properly trained
drivers for the RegioTram vehicles (which run on tram lines as well as railway
lines). As A result of the organisation of some employees of the RTG in the
GDL labour union the system was affected very heavily by strikes89
Potential of networks
A decisive success factor in the North Hesse region is the communication
environment. Most of the involved persons involved have known each other for years
(partly also in a private context). This makes communication easy and allows
discussions to be conducted in an open and result-oriented manner.
The longer these partnerships and general cooperation exist, the more possible it is
for the individual actors to adjust to their counterparts and accommodate their wishes
and requirements. The regional platform MoWin.net has proven itself as a recipe for
success. New projects have been initiated numerous times making use of it. Most of
the interviewed experts see remaining potential in the cooperation with localities in
the region, in particular in connection with the zoning of building land in the vicinity of
local public transport connections.
Over the years the cooperation with the University of Kassel has also paid off. The
University has been involved in city politics and transport policy on an ongoing basis
and partly has contributed decisive input.
Window of opportunity for decisions
The introduction of the RegioTram is a textbook example of the importance of acting
at the right point in time. The availability of funding, the change of the legislative
basis (Regionalisation Act) as well as the presence of a highly motivated and
competent core team at the beginning of the 1990s made it possible to conduct the
planning successfully, if not entirely without friction.
There were also success stories in related fields; positive effects of the new transport
system were thus reinforced and redirected. This could be seen in the modernisation
of many rail stations in the region (e.g. Melsungen) as well as in the improvement
and redesign of the areas surrounding stations (e.g. Rainer-Dierichs Platz and
89
45
Scheidemannplatz in Kassel) that occurred in the wake of the introduction of the
RegioTram system.
46
Part 7
Next steps
Tasks for the future
An important task for the transport associations and operators is the maintenance
and the improvement of network functions. An urgent question for transport
associations throughout Germany is the future funding of local public transport. With
the possible elimination of guaranteed funding through the
Gemeindeverkehrsfinanzierungsgesetz (Local Community Transport Financing Act),
most of the transport associations are confronted with the seemingly impossible task
of maintaining the standards that have been achieved. Since it can be assumed that
the expectations of passengers regarding quality of transport and information
services will continue to increase, public transport has an obligation to meet these
expectations and to remain a competitive alternative to individual car transport. The
most important field of activity of transport operators and associations will continue to
be the operation and provision of public transport services. Nonetheless, there are
new fields of activity opening up such as research projects conducted together with
the University of Kassel (NVV) or projects dealing with the issue of electromobility in
leisure-time transport (KVG).
Other fields of activity will also come up in the future:
•
Better coordination of bus and rail service in the region (and thus an
improvement of existing offerings)
•
Further adjustments in the RegioTram and tram network, perhaps involving a
relocation of the main transfer node to the edge of the pedestrian zone in
Kassel
•
Intelligent networking of various transport providers – whether through support
of bicycle rental systems or planning of park-and-ride facilities
•
Introduction of new forms of mobility, for example e-car sharing, which the
KVG is offering in cooperation with some Kassel hotels
•
Improved mobility management for large companies and institutions in the
region
•
Improvement of communication structures – internally, with cooperation
partners and with existing or potential customers. In this connection, dealing
with the ongoing development of digitisation is an important subject for
transport associations and operators. At the NVV, work is therefore being
done on the central data hub. This should increase the availability of relevant
information and facilitate the forwarding and processing of information
Better coordination with the regional decision makers so as to have a better fit
between settlement development policies and local public transport planning
thereby reinforcing the positive effects of local public transport networks.
In moving into new fields of activity, it is very important to maintain a balance
between the "extra challenges" and the maintenance of ongoing (or in the best case
improving) quality in everyday service. The core discipline, of course, must continue
to be the organisation and operation of public transport.
•
47
Sources
Literature:
Albrecht (2010): Auswirkungen von urbanen Schieneninvestitionen auf den
Wohnungsmarkt. Solingen
Holzapfel, Helmut, Röhrig, Carolin (2014): Schienennahverkehrssystem als
Standortfaktor – Untersuchung zur Bedeutung der RegioTram für die Stadt Kassel
und Region. Kassel
Jones, Peter et al. (2007): Rediscovering mixed-use streets, The contribution of local
high streets to sustainable communities. London
Nash, Claudia (2015, unpublished): Veränderungen des Raum-Zeit-Verhaltens im
Zuge von Lebensumbrüchen und ihre Anforderungen an die Stadt‐ und
Verkehrsplanung am Beispiel des Einttritts in den Ruhestand. Kassel, Dissertation at
the University of Kassel
PGN, summer, 2013 Dokumentation und Auswertung der Befragung der
Studierenden zum Verkehrsverhalten. Kassel
Passenger Transport Executive Group (2013): Making the connections: the crosssector benefits of supporting the bus services. Leeds
Rauh, Jürgen et al. (2011): Untersuchung zur Mobilität der Würzburger
Studierenden. Würzburg
Schulz, Carola (2011): The identification of critical road infrastructures – the case of
Baden‐ Württemberg. Karlsruhe
Stadt Kassel (2014): Statistische Informationen. Kassel
Ulbricht, Annette (2004, editor): Von der Henschelei zur Hochschule. Der Campus
der Universität Kassel am Holländischen Platz und seine Geschichte. Kassel
Internet sources:
Allgemeiner Studierendenausschuss der Universität Kassel: asta-kassel.de (last
accessed on 3.June 2015)
Bombardier: http://de.bombardier.com/de/transportation/praesenz-indeutschland/projekte/projektdetails.flexity‐kassel‐germany.html? (accessed on 2
June 2015)
Generationenhaus Bahnhof Hümme e. V.: http://www.huemme.org/vereineinitiativen‐verb%C3%A4nde/generationenverein/ (accessed on 23 June 2015)
Hessische Niedersächsische Allgemeine (HNA): hna.de (last accessed on 23 June
2015) Hessisches Statistisches Landesamt: Interaktive Regionalkarten:
http://www.statistik-hessen.de/regionalkarten/atlas/bericht/atlas.html (accessed on 19
May 2015)
48
Konrad Verleihsystem: https://konrad.dbcarsharingbuchung.de/kundenbuchung/process.php?proc=start&f=530 (last accessed on 8
June 2015)
Nordhessischer Verkehrsverbund: nvv.de (last accessed on 2 June 2015)
Referat für berufspraktische Studien: http://www.uni-kassel.de/fb06/studium/bpsreferat/start.html (accessed on 8 June 2015)
Universität Kassel: http://www.uni-kassel.de/uni/universitaet/ueber-uns/zahlen-undfakten.html (accessed on 3 June 2015)
Interviews:
Dr. Udo Schlitzberger (head of the District Authority Kassel 1991-2009) on 18 July
2013
Rainer Meyfahrt (former KVG board member and vice president of the University of
Kassel) on 31 July 2014
Tilo Küthe (mayor of Helsa) und Volker Witzel (head of Helsa Building Authority) on 4
September 2014
Jürgen Christmann (head of Kaufungen Building Authority) on 5 September 2014
Steffen Müller (head of Personnel and Organisation Department, NVV) on 31
October 2014
Prof. Dr.-Ing. Carsten Sommer head of Transport Planning and Transport Systems
Department, expert advisor of the working group "Effizient mobil" at the University of
Kassel) on 6 November 2014
Martin Dohmann (head of Melsungen Building Authority) on 11 November 2014
Christoph Nolda (head of Urban Planning Office Kassel) on 21 November 2014
Wolfgang Rausch (managing director NVV) on 7 January 2015
Matthias Neutrath (human resources manager at B. Braun Melsungen AG,
responsible for mobility management) on 8 January 2015
Dr. Thorsten Ebert (managing director KVG) on 28 January 2015
49
Part 8
Further information
Detailed findings - Main Report
This is available from Dieter Stepner, Universität Kassel, details below, or online at
www.sintropher.eu/publications/reports
Contact details
Name: Dipl.Ing.Dieter Stepner
Institution: University of Kassel
Address:
Gottschalkstraße 28
Postal code: 34127
Kassel
Germany
+49 (0)561 804 3789
Email: [email protected]
50
Part 9
What is Sintropher?
The Sintropher transport project (Sustainable Integrated Transport Options for
Peripheral European Regions) is funded by the EU’s North West Europe
transnational cooperation programme under INTERREG IVB.
The overall project aim is to develop sustainable, cost-effective solutions to improve
connectivity to, from and within poorly connected regions in North-West Europe.
There are four objectives:
•
promote possible cost-effective technology-based solutions
•
assess the appraisal procedures used by different counties for investment in
regional tram systems and improve the development process for a positive
business case
•
promote high-quality, effective interchange between regional tram systems
and regional rail and air hubs
•
promote and market the benefits of regional tram-based systems to users and
stakeholders
There has been a particular focus on tram-train systems which allow local trams to
run on to national rail networks, pioneered in Germany, firstly in Karlsruhe and
developed in Kassel, which allow urban tram systems to extend over national rail
tracks to serve extensive city regions. The project has also looked at other innovative
forms of tram systems such as single-track tramways as well as high-quality transport
interchanges that link such systems to major national or transnational rail or air hubs.
The project began in late 2009, with fourteen partner agencies in five EU Member
States, and lead partner University College London (UCL): Valenciennes (France);
the Fylde Coast (UK); West Flanders (Belgium); North Hesse (Germany); and
Arnhem-Nijmegen (Netherlands). Participants include public transport operators,
local authorities, regional transport agencies, and universities.
They have worked together on a series of feasibility evaluations, pilot investments
and demonstration projects, as well as comparative analyses of EU best practice.
The total budget is more than €23m, with funding part-financed by the EU’s
INTERREG IVB Programme.
A €1.5m project extension in 2014, covers follow-on work to capitalise on results from
the initial project, and added a fifth objective:
•
to test technologies for low cost transport links in different territorial contexts,
plus integrated territorial corridor plans that help these links unlock wider
economic and regeneration benefits; and better recognise these in business
cases (this also covered innovative fainting to fund investment cases in such
schemes)
51
This includes two new partners (total now 16) and two extra demonstration regions
(total now 7) in West Flanders Brugge-Zeebrugge (Belgium) and Saar-Moselle (a
cross-border region France-Germany).
The project officially ends in European funding terms in October 2015 and work will
continue by partners beyond this, to capitalise on results and generate impacts in
terms of influencing transport and territorial development policies and investment
programmes in their regions, and respective national approaches to appraising and
deciding investment in such links.
Contact details - Sintropher
Colin Osborne
Project Manager
Tel: 0044 (0) 203 108 9544
Mob: 0044 (0) 7796 258078
[email protected]
Dr. Robin Hickman
Project Director/Reader in Transport & City Planning
Tel: 0044 (0) 203 108 9531
[email protected]
University College London
Bartlett School of Planning
Central House, 5th Floor
14 Upper Woburn Place
London WC1H 0NN
52
Partners
Sintropher is coordinated by
In partnership with
Co-funded by the INTERREG IVB programme for North-West Europe
Sintropher
University College London
22 Gordon Street
London WC1H 0QB
United Kingdom
www.sintropher.eu

Findings Report July 2015

Transcription

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