2CE179P4 – QUALIST
IMPROVING QUALITY OF LIFE IN SMALL TOWNS
Status report
Work pa- WP Nr. 4 – Demography oriented mobility concepts for small towns ckage
Action Nr. – 4.1.4 Status and Best practice report on Small Towns mobility Output in PP Regions – Saxony/South Bohemia/ Lower Austria
Result Status report (Analysis)
PP Nr. 5 – Author ZVON Transport Federation Upper-Lusatia – Lower Silesia
Date June 2011
Status and best practice report on Small Towns mobility in PP regions- Saxony/ South Bohemia/Lower Austria
Preliminary remarks
This “Small Towns Mobility Status Report in the PP-regions” grew out of two sub-reports:
- Small towns mobility status Report (data collection, analysis of regional small towns mobility status reports, development of report for all RR regions incl. Best best practices)
Responsible: Saxony Ministry of Economic Affairs, Labour and Transport
- Mobility Report (Status and Best practice report on Small towns in the PP regions)
Responsible: Transport Federation Upper-Lusatia – Lower- Silesia (ZVON)
The editorial process was carried out by the consulting engineers
- LUB Consulting GmbH, Dresden - ISUP Ingenieurbüro für Systemberatung und Planung GmbH, Dresden
2CE179P4 - QUALIST
Status and best practice report on Small Towns mobility in PP regions- Saxony/ South Bohemia/Lower Austria
Index
1 Introduction...... 1 2 Brief description of study area...... 2 2.1 Saxon Vogtland ...... 2 2.1.1 Geographical location...... 2 2.1.2 Regional- und settlement structure in the Vogtland region ...... 4 2.1.3 Population statistics in Vogtland ...... 6 2.2 ZVON - region ...... 7 2.2.1 Geographical location...... 7 2.2.2 Regional structure and settlement structure ...... 8 2.2.3 Population statistics in the ZVON area...... 10 2.3 Jihočeský kraj (South Bohemia) ...... 12 2.3.1 Geographical location...... 12 2.3.2 Regional structure and settlement structure ...... 13 2.3.3 Population statistics in South Bohemia ...... 14 Level of motorization ...... 16 2.4 Lower Austria...... 17 2.4.1 Geographical location...... 17 2.4.2 Regional- and settlement structure ...... 19 2.4.3 Population statistics in Lower Austria ...... 20 3 Characterization of the Transport system in the regions...... 23 3.1 Forms of transport in the Vogtland region ...... 23 3.1.1 Commuter traffic ...... 23 3.1.2 Transport of pupils (students) ...... 24 3.1.3 Shopping traffic and transportation to medical and office visits 24 3.1.4 Tourist transport ...... 24 3.1.5 City transport forms ...... 25 3.2 Forms of Transport in the ZVON region...... 25 3.2.1 Commuter traffic ...... 25 3.2.2 Transport of pupils/students...... 26 3.2.3 Shopping traffic and transportation to medical and office visits 27
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Status and best practice report on Small Towns mobility in PP regions- Saxony/ South Bohemia/Lower Austria
3.2.4 Tourist transport ...... 27 3.2.5 City transport...... 28 3.3 Forms of Transport in South Bohemia ...... 28 3.3.1 Commuter transport in South Bohemia ...... 28 3.3.2 Transport of pupils/students in South Bohemia...... 30 3.3.3 Shopping traffic and transportation to medical and office visits 30 3.3.4 Tourist transport in South Bohemia ...... 30 3.3.5 City transport in South Bohemia ...... 31 3.4 Forms of Transport in Lower Austria ...... 31 3.4.1 Commuter transport in Lower Austria (main relations) ...... 31 3.4.2 Transport of pupils (students) in Lower Austria...... 32 3.4.3 Shopping traffic and transportation to medical and office visits 33 3.4.4 Tourist transport in Lower Austria...... 34 3.4.5 City transport in Lower Austria ...... 34 4 Railway Transport and regional bus transport in the regions... 35 4.1 Railway Transport and regional bus transport in the region Vogtland ...... 35 4.1.1 Railway Transport in the region Vogtland ...... 35 4.1.2 Public Transport (road) in the Vogtland region...... 39 4.2 Railway Transport and regional bus transport in the ZVON region ...... 42 4.2.1 Railway Transport in the ZVON region...... 42 4.2.2 Regional Public Transport (road) in the ZVON region...... 46 4.3 Railway Transport and regional bus transport in Jihočeský kraj (South Bohemia)...... 48 4.3.1 Railway Transport in Jihočeský kraj (South Bohemia) ...... 48 The use of the regional railway transport...... 50 4.3.2 Public Transport (road) in Jihočeský kraj (South Bohemia)...... 52 Bus lines and bus line providers...... 52 4.4 Railway transport and regional Bus transport in Lower Austria ...... 55 4.4.1 Railway transport in Lower Austria...... 55 4.4.2 Regional bus transport in Lower Austria ...... 56 5 Best Practice solutions...... 57
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5.1 Best practice solutions in Saxony ...... 58 5.2 CYCLOTRANS-System in South Bohemia ...... 61 5.3 Results to the best practice-solutions ...... 62 Table directiory...... 63 Directory of figures...... 64 References...... 66
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1 Introduction
According to the project proposal (application form) we observe in the project "Qualist" / 1 / in WP 4 " Demography oriented mobility concepts for small towns - Interactions between the demographic development and mobility” in the three participating regions a total of four similarly structured regions (WP 4.1.1, 4.1.2, 4.1.3.) /2/, /3/, /4/. The reports are compiled as separate reports and they are available for viewing on the Qualist website. To the Regions belong - in the Free State of Saxony the "Vogtland" – region and the area of ZVON (Transport Federation Upper-Lusatia – Lower-Silesia) - in the Czech Republic the region "South Bohemia" (Jižní Čechy) - and in Lower Austria the "Waldviertel" - region.
The key findings from each region we see in the separately created partly reports / 2 / / 3 / and / 4 / and some of them are summarized in this report. The main focus is the representation of structural features to note both similarities and regional characteristics of the four regions. Regarding the source of information for the detailed statements – please observe the explicit literature-reference in the above reports.
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Status and best practice report on Small Towns mobility in PP regions- Saxony/ South Bohemia/Lower Austria
Fig. 1.1: Geographical location of study areas of the project "Qualist" 2 Brief description of study area
2.1 Saxon Vogtland
2.1.1 Geographical location
The Vogtland region consists of the Free State of Saxony, Thuringia and Bavaria. For the project Qualist the county "Vogtland" is the study area. The county is located in southwestern boundary of the Free State of Saxony. The area is bordered to the north-east by the districts of Zwickau and “Erzgebirge”. In the northwest it is bordered by the state of Thuringia. In the Southwest joins the Free State of Bavaria. To the southeast is located the inland border with the Czech Republic. The Vogtland is characterized in its southern region by a low mountain range. The north is dominated by hill country with deep river valleys.
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Fig. 2.1: The region Vogtland
The area of the Transport Federation “Vogtland” is identical to the Public Transport area of the Vogtland.The Vogtland region belongs to the Euro-regions "Egrensis", a socially accepted form of cross-border cooperation between Germany and the Czech Republic.
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2.1.2 Regional- und settlement structure in the Vogtland region
The study area Vogtland is marked by specific structural and residential devel- opments. Plauen is the “county town” and the greatest city in the Saxon Vogtland. Furthermore there are the towns Oelsnitz, Reichenbach, Klingenthal etc. Theses towns are situated in valleys and are connected together by trans- port axes. The population distribution shows a gradient of Plauen and of the ur- ban areas Auerbach and Reichenbach to the Free State of Bavaria and the Czech Republic.
The central place structure and definition of the categories in the Vogtland region is in the currently valid national development plan from 2003 Saxony defined as follows:
• Upper Center (Top Center) : Plauen • Middle Center : Rodewisch, Falkenstein, Ellefeld, Auerbach/Vogtland • Middle Central City Association: Göltzschtal • Medium Center in Compacted area: Reichenbach in the Vogtland • Medium-center located as a supplement in rural area: Oelsnitz
The population distribution shows a gradient of Plauen and of the urban areas Auerbach and Reichenbach to the Free State of Bavaria and the Czech Republic.
Settlement category Population den- Inhabitants area sity % km² % Inhab./km²
Compacting area 31.276 12,5 64,33 4,6 486
Compacted areas in 137.470 54,7 397,94 28,2 345 rural regions
Rural areas 82.514 32,8 949,61 67,3 87
Total 251.260 1.411,89 178
Table 2.1: Inhabitants and area according to area categories (time: 2008)
The population density of the Saxon Vogtland is essentially lower than this index in the Free State Saxony with 226 inhabitants/km² (2010).
In addition to some towns in the region with the existing mid-sized industrial enterprises were formed out in the central areas commercial sites that represent important centers of value added (Plauen, Oelsnitz, Reichenbach). In many smaller
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The Vogtland is tourism-oriented and in the southern area several spas are located.
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2.1.3 Population statistics in Vogtland
It is expected that the population in the Vogtland county will fall to 2020 by about 6%. The problem is already present, the high proportion of people over 65 years /6/. Referring to this fact we can expect a one can Referring to this fact we can expect Referring to this fact, we can expect that the current average age of about 48 years, further increased. The average age is now around 2 years above the aver- age Saxon age.
between 6 and between 15 and younger 6 years 15 years 18 years 4% older 65 6% 2% 28% between 18 and 25 years 7%
between 25 and 30 years 5%
betwen 50 and 65 between 30 and ye ars 50 years 22% 26%
Fig. 2.2: Age structur of the inhabitants in Vogtland (2009)
Disciples, Trainees, Students 14% working persons Children 2009 4% 46%
not working inhabitants 31% inhabitants without jobs 5%
Fig. 2.3: Employment statistics in Vogtland (2009) /6/
Employed and unemployed persons make up a share of about 51% of the population. Since the current share of under 18 year old persons is only 12%, must in future be expected a further increasment of the proportion of non-active population.
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For the assessment of the use of Public Transport the level of motorization is an important parameter. For the Vogtland region is the Statistical Yearbook of Saxony gives the following information:
Motor vehicles from this
Summ Per 1000 Motor cars buses Trucks trac- trailer ary Inhabi- bikes tors tants
Vogtland 134.995 554 6.294 117.974 243 8.779 900 10.353 county Saxony 2.428.237 579 136.179 2.061040 3.774 162.891 49.983 234.128
Table 2.2: Stock of motor vehicles and trailers in Vogtland / 1. January 2010
Level of motori- zation Inhabitants (cars and bikes) per vehicle per (cars + 1000 Inhab. bikes) Vogtland 510 1,96 Sachsen 523 1,91 Table 2.3: Level of motorization in Vogtland / 1. January 2010
2.2 ZVON - region
2.2.1 Geographical location
The ZVON-area is the Public Transport-region of the Transport Federation Upper- Lusatia – Lower Silesia (ZVON) The region contents the district Görlitz and a part of the district Bautzen (without the former district Kamenz). The district of Bautzen is the geographically largest county in Saxony.
The ZVON region bounded on the north to the state of Brandenburg. In the western area is the boundary with the neibouring traffic network of the Trans- port Federation Oberelbe (VVO) within the district of Bautzen. The southwestern area corner borders to the District Saxon Switzerland and Erzgebirge (Ore mountains). In the south and east of the inland exists a boundary with the neighboring Czech Republic and Poland.
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Fig. 2.4: The ZVON-area
With regard to the natural spatial structure the territory can be divided from north to south into three units:
- a plane in the lowland area Niesky, Löbau, Weißwasser with dispersed set- tlement structure, heath, forest and agriculture - Upper Lusatia Mountains in the county Bautzen and in the south region nearby Löbau with forest use - Wooded hills with in the district of Upper Lusatian mountains and Zitau mountains with forest and touristic use.
The counties Bautzen and Görlitz belong to the Euroregion Neiße, an orhanisation of cooperation between Germany, Poland and the Czech Republic.
2.2.2 Regional structure and settlement structure
The ZVON area is characterized by a settlement pattern with large differences be- tween north and south. North of a line of Bautzen-Görlitz exists a looser structure with primarily smaller settlements. The southern area is populated much more compact. Embedded in the southern area are the cities of Bautzen, Görlitz, Löbau,
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Zittau, etc. In the northern region the towns Weißwasser and Niesky are regional focus.
In the Settlement exists the following outline /5/.
• Top centers (Upper Centers) : Bautzen, Görlitz • Upper central City Compound: Bautzen, Görlitz, Hoyerswerda • Medium center: Zittau, Weißwasser • Medium-center located as a supplement in rural area: Niesky, Löbau
In the distribution of population is a big gap between the central cities, compacted rural areas, and the very rural areas, which takes ¾ of the surface area in the region.
Density of inha- Settlement category Inhabitants Area bitants % km² % Inhab./km² Impacting area 183.900 43,4 442,5 14,4 416 Compacted areas in rural 81.300 19,2 349,2 11,4 233 regions Rural area 159.000 37,5 2.275,3 74,2 70 total 424.200 3.067,0 138 Table 2.4: Inhabitants and area of the ZVON-region according to settlement categories (own estimation with dates from 2010)
The population density of the ZVON region is essentially lower than this index in the Free State Saxony with 226 inhabitants/km² (2010).
The priority areas of industrial development are concentrated in the larger cities. In the middle centers and larger municipalities mainly commercial sites with service functions have emerged. In the northern area the energy industry with lignite mining dominated. Overall, the area is marked of agriculture and forestry and also through gardens and parks (Bad Muskau). Above all, the district Görlitz, thanks to its natural structure has a relatively strong tourist attraction. This applies to both the Upper Lusatian mountains with the Zittau Mountains (also the starting region to Jizera Mountains and Giant Mountains in the Czech Republic) as well as in eastern and northern sections of the county through recultivation of coal mining areas created lakes. The tourism industry is developing strongly here.
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2.2.3 Population statistics in the ZVON area
In the past two decades the ZVON-region had recorded a significant population of loss. Although this loss a little decelerated, the trend will continue well into the future. Within 8 years (2001 to 2008) lost the district Görlitz more than 10% of its residents. In the district of Bautzen in the same period there it were 7%. The structure of employment and age structure (Figures 2.5 and 2.6) underlying statistical data related to the two districts of Bautzen and Görlitz
younger as 6 between 6 and between on 15 ye ars 15 years and 18 5% 6% 65 and older 2% 26% between 18 and and 25 years 7%
between 25 and 30 years 5%
between 50 and 65 years between 30 22% and 50 years 26%
Fig. 2.5: age structure of the population in the ZVON-Region (2009)
The age structure in the ZVON area is similar with the structure in the Vogtland district.
Disciples, Trainees, Students 13% working inhabitants Childrenr 2009 5% 43%
Not working inhabitants Inhabitants without 31% jobs 7%
Fig. 2.6: Employment structure in the ZVON area (2009)
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Workers and job seekers assume in the districts of Bautzen and Görlitz a share of about 50% of the population. In this region, a further increase in the non-working population is expected this development will have a particularly negative impact on the already thinly populated rural areas.
The average age has risen in ZVON area in the last 20 years at almost 9 years of life. 2009, the average age was about 47 years and since approximately 1-year above the average Saxon. The trend of further aging will remain. This follows from the general trend of an aging society, which is overshadowed by the departure of the younger generation from economically less attractive areas.
As a result of these changes occur in the future, new demands on Public Transport.
The level of Motorization in the ZVON region
Motor vehicles From these In sum- per 1000 Motor Cars Bu- Tracks Trac- Trailers mary inhabi- bikes ses tors tants
Bautzen 213.540 649 12.030 179.345 352 14.921 5.526 29.563 Görlitz 169.908 597 9.485 144.730 280 10.146 4.206 23.952 Sachsen 2.428.237 579 136.179 2.061040 3.774 162.891 49.983 234.128
Table 2.5: Stock of motor vehicles and trailers in the ZVON-region /1. January 2010
Regarding to the summary of cars and motor bikes the ZVON region has the fol- lowing level of Motorization:
Level of Motoriza- Inhabit. per tion (Cars + vehicle Bikes) per 1000 (Cars+ Inhabitants Bikes) Bautzen 582 1,72 Görlitz 542 1,84 Sachsen 524 1,91 Table 2.6: Level of Motorization in the ZVON region / 1. January 2010
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2.3 Jihočeský kraj (South Bohemia)
2.3.1 Geographical location
The central region of South Bohemia makes, consists of the South Bohemian Ba- sin and the Českobudějovická and Třeboňská Basins. In the south-west it is sur- rounded by the Šumava Mountains, and then it is also surrounded by the prom- ontory of Brdy, the Středočeská žulová vrchovina (Central-Bohemian Granite Highlands), the Českomoravská vrchovina (Czech-Moravian Highlands) and the Novohradské Mountains. The altitude of the region ranges from 400 - 600 meters above sea level. The river Vltava rises in the Bohemian Forest and it is the mean river in South Bohemia. Expansive lake areas are located in the regions České Budějovice and Trebon.
Fig. 2.7: South Bohemia (Jihočeský kraj)
According to the topographic structure in the deeper layers is predominant the agricultural and water resource use. The mountainous regions dominated by forestry companies. The Bohemian Forest is a nationally significant tourism focus.
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2.3.2 Regional structure and settlement structure
Equally distributed across the region have developed population centers, which also form the economic focal points. Outside of these centers, the population density is much lower. The South Bohemian Region has its seat in České Budějovice. There are seven districts in the region: České Budějovice, Český Krumlov, Jindřichův Hradec, Písek, Prachatice, Strakonice and Tábor. The region covers an area of 10.057 km2, this number represents 12,8 % of the CR´s total extent. It is the second biggest region after the Central Bohemian Region. The number of 623 municipali- ties puts the South Bohemian Region in 4th place in the whole of the Czech Re- public. The region has 637.723 inhabitants, the population density is 63 inhabitants per 1 square kilometer, which is the lowest number in the Czech Republic. The high- est population density has the District of České Budějovice (114 inhabitants per 1 square kilometer) and almost 29,3% of the region´s inhabitants live there. The lowest density has the District of Prachatice with 37 inhabitants per 1 square kilometer. This fact can be attributed particularly to the high concentration of people in České Budějovice, specifically 94.9 thousand. More than one third (36,2%) of all South-Bohemians live in the district towns. On the other hand, the smallest municipalities having less than 200 inhabitants represent 38,2% of the total number of South-Bohemian municipalities, however, only 4.2% of the total number of the region´s inhabitants live there. As of 31th December 2009 there were 53 towns with 64,5 % share of urban population, 17 townships with 3,6 % share, 552 municipalities with 31,8 % share and 1 restricted military area (Boletice). The percentage of women living in the South Bohemian Region (50,7 %) is below the all-country average (50,9 %).
Population densi- Settlement category Inhabitants area ty % km² % Inhab./km² Compacting area 344.900 54,1 3.233 32,1 107 Compacted areas in rural 137.300 21,5 2.744 27,3 50 regions Rural region 155.400 24,4 4.079 40,6 38 Total 637.600 10.057 63 Table 2.7: Inhabitants and area in South Bohameia according to settlement categories (owmn estimation with dates from /9/ year 2009)
The region's location near the border offers more effective ways to cross-border cooperation in the field of production and services and for the development of tourism.
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2.3.3 Population statistics in South Bohemia
The number of Inhabitants in the region South Bohemia rose steadily in the years between 2001 and 2009.
Figure 2.8: Development of the population in South Bohemia between 2001 and 2009.
The nearly linear increase since 2004 is attributed to the "positive migration movement"
The average age of the inhabitants in the Czech Republic is approximately 40,6 years. The average age in the South Bohemian Region is tightly above this level (40,7); this puts the region in 6th place within the Czech Republic. The oldest population is located in the capital of the Czech Republic – Prague (41,6), in the Region of Hradec Králové (41,1) and in the Region of Plzeň (41,0).
The average age of population in the South Bohemian Region has been increasing since 1993, by the year 2009 it increased by 4,3 years to the value of 40,7 years, which is about one tenth more than the national average in the Czech Republic. The ageing process can be observed in the proportion of children and pensioners out of the total population in the Czech Republic. The category of children includes inhabitants aged up to 14 years (including) and inhabitants aged 65 and over belong to the category of pensioners.
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Bis 14 Jahre Über 65 Jahre
Fig 2.9: The development of the proportion of children and pensioners in the South Bohemian Region since 1993
With regard to the negative population development the number of students and apprentices has been constantly decreasing. The number of people from 15 to 18 reached in the year 2003 the amount of 32.400, in 2010 it was only 27.700 and it is expected that in 2013 the number will decrease to 27.760. The number of students at high schools, secondary vocational schools and training colleges has decreased by 30% within 10 years. On the contrary, the number of students at universities has increased, because larger percentage of the population wants to achieve the university education.
The lowest unemployment rate is throughout the whole monitored period in the municipality České Budějovice. In most municipalities, the unemployment rate dropped in the years 2005 – 2007 and since 2008 it has been increasing again, between the years 2008 – 2009 it has even doubled. The highest unemployment rate was recorded in Dačice and in the years 2007 and 2008 also in Český Krumlov. The only municipality in which the unemployment rate has not increased since 2007 is Jindřichův Hradec. In both 2006 and 2007 the unemployment rate in Třeboň was on the same level.
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Inter- Inter- Inter- Inter- 2005 annual 2006 annual 2007 annual 2008 annual 2009 trend trend trend trend South Bohemian 6,7 5,7 4,5 4,8 7,8 Region Blatná 8,5 7,8 6,1 6,5 9,2 České Budějovice 4,4 3,9 3,4 3,7 6,0 Český Krumlov 10,6 9,2 7,6 8,0 11,0 Dačice 11,4 9,7 7,0 6,7 12,8 Jindřichův Hradec 7,3 5,5 4,2 4,0 7,3 Kaplice 10,1 8,0 5,8 7,0 11,8 Milevsko 9,0 7,3 6,4 6,6 8,8 Písek 7,9 6,7 4,8 5,1 7,9 Prachatice 7,0 5,7 4,2 5,3 7,4 Soběslav 7,0 6,3 5,2 6,1 10,3 Strakonice 7,1 6,3 5,2 6,2 9,2 Tábor 6,1 5,5 4,5 5,1 9,3 Trhové Sviny 5,9 4,6 3,8 4,1 8,0 Třeboň 6,5 5,0 3,9 3,9 7,4 Týn nad Vltavou 6,0 5,6 4,2 4,8 7,9 Vimperk 5,3 5,0 4,0 4,3 7,2 Vodňany 8,9 8,0 7,3 7,8 11,4
Table 2.9: The Inter-annual development of unemployment rate in municipalities with extended powers in the South Bohemian Region in 2008-2009
Level of motorization
Viewing the level of motorization we can recognize, that with the number 2,18 inhabitants per one passenger car puts the South Bohemian Region on 4th place, after the capital of Prague, the Plzeň Region and the Central Bohemian Region. Better statistics shows the district České Budějovice, which is with the number of inhabitants (2,05per one car i. e. 488 cars/1.000 inhabitants) on 3rd place within the whole Czech Republic (after the capital of Prague and the district Plzeň-south).
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Fig 2.10: The number of inhabitants per 1 passenger car in the regions of the Czech Republic
2.4 Lower Austria
2.4.1 Geographical location
Lower Austria is the largest of the nine provinces of Austria and is situated in the northeast of the republic. Lower Austria has a geographical size of 19 186 km2, of which 39.5% is forested. 49% of the total area to be used agriculturally.
The province has a common border of 333.6 km in the north with the Czech Republic, with the Slovak Republic in the east of 80.7 km. Within Austria, it is bordered to the west, with 215.3 km of Upper Austria, Burgenland in the east (207.9 km) and to the south of Styria (187.4 km). It also surrounds the capital, Vienna. State capital and largest city of Lower Austria is St. Pölten.
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Austria
Lower Austria
Figure 2.11: Geographical location of Lower Austria and of the „Waldviertel“
Lower Austria is divided into landscapes:
• Weinviertel (district under the Manhartsberg) • Waldviertel (the district of Upper Manhartsberg) • Mostviertel (district above the Vienna Woods) • Industieviertel (district under the Vienna Woods).
This district (regions) have different geographical structures. While in the Mostviertel foothills the Limestone Alps mountain heights to 2,000 m above sea level characterize the landscape, the Waldviertel is designed principally through the granite plateau. In the northeast is situated the hilly Weinviertel, which drop into the shallow March Field in the east, separated by the Danube from Vienna Basin to the south, which is separated by running in the north-south thermal line from the Vienna Woods.
Within the project "Qualist" represents the Waldviertel the editing focus. TheWaldviertel as the most northern district of Lower Austria is rural and has a relatively low population density of about 42 EW/km2. The main region of the Waldviertel covers an area of approximately 4,000 km2, with five districts (Krems, Zwettl, Waidhofen / Th., Horn and Gmünd) and 99 municipalities with a total of approximately 189 000 inhabitants. In the district of Zwettl with a share of approximately 10% of the total Waldviertel is situated the area of the military training area Allentsteig.
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To the economic characteristics of the Waldviertel region: The gross regional product in 2004 amounted to € 20,000 per inhabitant (Source: Statistics Austria). In the same year about 91 200 persons were employed in the region, including about 35,000 in agriculture. Health tourism is an important source of income for the region. In 2010 were recorded over 1 mil- lion overnight stays in tourism.
2.4.2 Regional- and settlement structure
The regional structure of the Waldviertel is characterized by agricultural and for- est regions and in the region we recognize a „low“ settlement (appr. 47 Ein- wohner/km²).
Areas in the Waldviertel
area with buildings 1% Water Other 1% 8%
Agriculture 49% Wood 41%
Fig. 2.12: Use of the areas in the Waldviertel (Source: Wirtschaftsraum EUREGIO Silva Nortica)
The region is dominated by agriculture. Industrial enterprises exist mainly in the districts Gmünd, Waidhofen. Most of the Waldviertel economy is characterized by small and medium enterprises.
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Companies by sector in the Waldviertel
Tourismus/leisure time; 2095; 8% Information/Consult. 1472; 6%
Transport/traffic; 652; 3%
commercial Agriculture; 9452; bank/Insurance. 38% 210; 1%
Trade; 6372; 26%
Industry Business/craft; 4010; 16%
Building, construction ; 307; 1% Fig. 2.13: structure of the companies on the Waldviertel (Source: Wirtschaftsraum EUREGIO Silva Nortica)
From the Figure 2.13 is clearly seen that especially in agriculture, trade, crafts and trade in the region are well represented, whereas the industrial and construction applications have only a small proportion of the number of establishments
2.4.3 Population statistics in Lower Austria
While in other regions of Lower Austria - especially in the central region and in the Vienna region - the population grows, there is a strong outflow in the Waldviertel.
The forecast for Austria for the year 2031 sees in the western districts of the Waldviertel region, migration will continue to be strong and is forecasting a further population loss. This is accompanied by a strong aging of the region and the brain drain and the problem loosing the adequate and qualified workforce for existing economic enterprices.
Lower Austria in 2010 had a population of 1,607,976 persons, of which about 15% under 14 years, 66% are between 15 and 54 years and 19% over 65 years old.
196 486 people lived in the Waldviertel, where the age structure is similar to that of the province of Lower Austria.
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Lower Austria has a negative birth rate, in 2009 the region had a relationsip 8,5 live births to 9,9 deaths per 1,000 inhabitants, that means a differenz of 1,4 per 1.000 inhabitants. In comparison, the difference is in the districts is in Gmünd -4.8, -3.0 in Horn, in Krems -0.7 country, in Waidhofen / Thaya. -5.6 and -1.3 per 1,000 inhabitants in Zwettl
Despite the negative natural change Lower Austria immigration region, noting there are strong geographic differences. While the region's population around Vienna growth, the Waldviertel has suffered for years under constant churn. The forecasts also indicate a strong migration into the future.
The age structure of the population in the Waldviertel was in 2009 an in the figure 2.14:
Age structure in the Waldviertel 2009
65 years and older 14 years and 45.648; 21% younger; 31.826; 14%
betw een 15 and 64 years, 143.563; 65%
Fig. 2.14: Age structure in the Waldviertel 2009 (Source: Wirtschaftsraum EUREGIO Silva Nortica)
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UnemploymentshipUnemployment in inthe the Waldviertel Waldviertel region
8000
7000 6.799 6.441 6.287 6.425 5.973 5.812 5.937 6000 5.575 5.549
5000
4000
3000
7,02% 7,12% 6,98% 7,12% 7,4% 7,14% 6,72% 6,54% 7,38% 2000
1000
0 2001 2002 2003 2004 2005 2006 2007 2008 2009
Figure 2.15: Development the unemployment in the Waldviertel (Source: Wirtschaftsraum EURE- GIO Silva Nortica)
The level of motorization presents the following picture of the Waldviertel area and comparing to Lower Austria
Per 1000 inhabitants Iinhabitants are coming.. other Motor Motor Region 1.1.2010 cars trucks Tractors vehicl.2) bikes bicycles Krems a.d. Donau 23.813 558,3 51,0 21,2 6,8 46,6 36,3 Gmünd 38.219 618,1 47,1 173,6 21,0 67,8 65,3 Horn 31.529 621,3 57,1 193,9 25,4 56,7 49,6 Krems (Land) 55.604 603,2 55,0 153,2 13,0 65,5 51,6 Waidhofen a.d. Thaya 27.098 642,7 54,5 236,3 31,6 58,3 57,7 Zwettl 44.036 629,5 61,0 286,5 22,6 61,0 60,3 Lower Austria 1.607.976 590,8 51,1 84,3 12,9 57,4 40,5
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Inha- Inhabitants bit.per Other Bike Mot. Motor- Region 1.1.2010 Car Truck Tractor Vehicl. bicycle Krems a.d. Donau 23.813 1,8 19,6 47,2 146,1 21,5 27,5 Gmünd 38.219 1,6 21,2 5,8 47,5 14,7 15,3 Horn 31.529 1,6 17,5 5,2 39,4 17,6 20,1 Krems (Land) 55.604 1,7 18,2 6,5 77,1 15,3 19,4 Waidhofen a.d. Thaya 27.098 1,6 18,3 4,2 31,7 17,1 17,3 Zwettl 44.036 1,6 16,4 3,5 44,3 16,4 16,6 Lower Austria 1.607.976 1,7 19,6 11,9 77,2 17,4 24,7 Table 2.10: Level of Motorization in the Waldviertel region and Lower Austria
3 Characterization of the Transport system in the regions
3.1 Forms of transport in the Vogtland region
3.1.1 Commuter traffic
The city of Plauen as a Upper Center thus as a "labor market center" is not only responsible for creating jobs in the center itself but also for the surrounding area on. Plauen thus has a slight positive balance of commuting. The strength of the labor market centralization is 0.10 for Plauen , corresponding to 2 257 incoming commuters / 6 /. This arises from the difference between social insurance contri- butions employees in the workplace and at home. In the overall picture the Vogtland region total, however has a strongly negative balance of commuters (15 632 outgoing commuters / 6 /). Particularly strong commuter flows can be reported to Bavaria and into the immediate surrounding Saxon area. In addition, commuters go to Thuringia, but the number is far lower. In the observation re- sults from the environment around Plauen one can see that near the motorway (A72) regularly many cars are parked, their occupants apparently belong to car- pool with other riders on the outgoing commuter flows (here mostly to Bavaria).
The oncoming commuters show a different picture. The number of the oncoming commuters from Saxony is the largest, followed by Thuringia and at a much lower number of persons which coming from Bavaria.
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3.1.2 Transport of pupils (students)
In the Vogtland district currently are located 54 primary schools, 20 middle schools, 8 schools and 8 general education support schools. At these total ca.17.500 students are taught. In addition, 54 technical and vocational schools exist with 8 125 students (state Okt. 09). 2008, there were at the public schools about 17.650 students at the vocational school students about 8.600 / 6 /.
Elementary schools are very "evenly" distributed in the communities, which ap- plies to a lesser extent, for secondary schools. Secondary schools and special schools, however, are stationed concentrated in the towns of Plauen, Auerbach, Reichenbach Mylau, Oelsnitz and Markneukirchen, so that exist long travel dis- tances for pupils to grammar schools and special schools. In Germany, the “Per- sonenbeförderungsgesetz” (PBefG) determines that for the student movement in Public Transport compensation must be given by the districts where the income from the tickets is not sufficient by fare revenue to a self economic transport.
3.1.3 Shopping traffic and transportation to medical and office visits
“Shopping services " must be divided into - Transport relations with the regular supply and - Transport links to purchase higher value products (furniture, fashion, etc.).
The transport relations to ensure regular supplies are usually characterized by ways to about 10 km. For routes to purchase higher value products in Point 2.1.2 has designated central place in the Vogtland an indication of. The shopping traffic in this category is going mainly to urban centers and resource centers to visit destination. However, it should be noted that not only the Upper center Plauen is the special transport destination for the shopping traffic, but also (especially in the Vogtland border areas) transport routes to other Upper centers (outside of the Vogtland) to be accepted (Zwickau, Chemnitz, Carlsbad, shopping places in Bavaria).
3.1.4 Tourist transport
Attractive for tourism is in the Vogtland especially the southern part with the hik- ing destinations and recreational areas in the Western Ore Mountains (Westerzgebirge), and the baths and spas. In addition, major sporting events are targets of tourist visits (Aschberg). A growing share of the tourist traffic of the cycle tourism (long-distance cycle) has.
Spas and bath have great importance for Public Transport (especially for elderly people, and not owners of cars during treatments and relaxation stays, both as a
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feeder to the facilities and for excursions). Public transport is also held responsi- ble for the transport of bicycles.
In international traffic requirements in tourism, the Public Transport Federation Vogtland EgroNet with the system (common rail system of the German states of Bavaria, Thuringia and Saxony and the Czech Karlovy Vary between districts) has been adapted fully.
3.1.5 City transport forms
In the Vogtland region 6 cities are situated, in them exist special forms of City transport:
• Plauen 5 tram lines, 4 bus lines, 1 AST (call taxy), 5 night bus lines • Reichenbach 8 city lines • Auerbach 5 city bus lines • Oelsnitz 2 city bus lines • Klingenthal 1 city bus line • Rodewisch 2 city bus lines
On the weekend only accounts about 9% of the PT, so that the main component of trips will be delivered Monday - Friday.
Plauen has the broadest range for using Public Transport - particularly with the tram. Thus, Plauen ofers a good mobility within the city center, but also to outlying areas. The output volume is 1.591 million timetable-km per year, which is measured by the population of 67 100 high quality offer.
3.2 Forms of Transport in the ZVON region
3.2.1 Commuter traffic
Below are the commuting relations of the 4 major cities in ZVON area (Fig. 3.1) :
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Commuter transport in the ZVON region
18.000 16.500 16.000
14.000
12.000
10.000 ingoing commuters 8.000 7.150 outgoing commuters 5.900 6.300 6.000 4.850 4.400 4.000 3.300 3.000
2.000
0 Bautzen Görlitz Zittau Löbau
Fig. 3.1: Commuter transport in the ZVON region
Other cities with corresponding commuter traffic are Bischofswerda and Niesky (with more ingoing commuters) and Weißwasser (low ingoing commuters). From this situation can be seen that the regions with "low population density" around the larger cities do not have enough jobs. The cities listed in Point 3.2.5 all have regional rail connections as well as public transport links (road transport). There is a special condition for the commuter traffic in the ZVON area with the connec- tion on the rail link to the Route number 236/089. On this route run commuter trains between Rybništĕ / Seifhennersdorf - Varnsdorf - Zittau - Hradek n.N - Liberec and carrying commuters between the Czech Republic (Varnsdorf) via German and Polish territory next to Liberec (CZ).
3.2.2 Transport of pupils/students
In the student`s movement a "normal" regional distribution of the schools exists on the types of schools in primary and secondary schools / 3 /. In secondary schools, special schools and vocational schools is a focus on the former and cur- rent district towns (Bautzen, Niesky, Löbau, Zittau and Görlitz).
Taking the absolute values stand out the number of pupils at vocational schools, the distribution is as follows for the 2008/2009 school year:
• Bautzen: 3,400 • Görlitz: 3,200 • Löbau: 2,000 • Zittau: 1,800.
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For Public Transport, this means that we can find the focus points on the axis of Bautzen- Löbau - Görlitz along the railway timetable route 230 (RE 1, RB 60, OE 60V). Cities, each with more than 1,000 high school students are only Bautzen (1700) and Görlitz (1260). Löbau has 960, Zittau about 800 high school students. The cities Bischofswerda and Wilthen, Seifhennersdorf and Weißwasser have 400-600 students per town.
At the University of Zittau / Gorlitz currently are studying about 3,800 students. The number of employees at the university is about 500. The international focus is marked by the facilities of the International University Institute (IHI) with 200 - and 300 students and by the Neisse University (The Neisse University exists at the sites in Liberec, Jelenia Gora and Zittau / Görlitz).
3.2.3 Shopping traffic and transportation to medical and office visits
Information about the shopping traffic sees point 3.1.3. The upper centers in the area of ZVON are the cities Görlitz and Bautzen. However, for special purchases one has to consider the cities Liberec and Dresden. In ZVON area, especially the Public Transport has to ensure in the field of shopping traffic an important cate- gory and a complex of "general interest". This is highly necessary for regular Public Transport deals on doctor visits, transport to offices (application for social services), etc.
3.2.4 Tourist transport
Focus of the tourist traffic within the ZVON-area is especially the region around Zittau (Lusatian Mountains). In this region, besides the usual forms of Public Transport, there exists also a narrow-gauge railway from the SOEG mbH (steam locomotive-powered trains between Zittau and Oybin / Jonsdorf).
As other tourist priorities the historic building of the cities of Bautzen, Zittau and Görlitz and the hills around Bautzen are to name.
Additionally, for the ZVON area the mountain complex Jizera Mountains / Giant Mountains (the Giant Mountains both in the Czech Republic and in Poland) and in the Polish Lower Silesia the cities Wroclaw, Boleslawiec and Legnica are tourist areas. The ZVON mainly with the EURO-Neisse-ticket responds to these require- ments.
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3.2.5 City transport
In the ZVON region in following cities exist special city transport systems:
• Bautzen 7 bus routes • Bischofswerda 3 bus routes • Görlitz 2 tram routes, 7 bus routes • Löbau 1 bus route • Weißwasser 1 bus route • Zittau 3 bus route
The cycle time in the city traffic are observed in most cases between 30 and 60 minutes, which reflect a good opening up of urban areas. In city traffic in Görlitz is a night line up which runs in every 30-minute intervals, so that a good range of public transport is also present in the night,. A majority of the lines runs on weekends. Exceptions are two lines in town of Bautzen, Görlitz city traffic in two lines and the entire lines of urban transport Bischofswerda.
3.3 Forms of Transport in South Bohemia
3.3.1 Commuter transport in South Bohemia
The information available for the commuter traffic in Southern Bohemia related to the commuter traffic to / from the work site and to / from school in selected cities with a "significant population" (ORP) (Tab. 3.1).
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Absolute numbers Percentage (%) Commuting Commuting Commuting Commuting Balance from ORP to ORP from ORP to ORP České Budějovice 3 967 8 640 13,8 30,0 4 673 Týn nad Vltavou 860 2 292 18,3 48,7 1 432 Vimperk 639 517 22,6 18,3 -122 Blatná 651 283 29,4 12,8 -368 Strakonice 1 328 892 18,7 12,6 -436 Vodňany 921 441 44,3 21,2 -480 Kaplice 1 394 833 31,7 19,0 -561 Dačice 859 273 31,8 10,1 -586 Třeboň 1 274 506 30,8 12,2 -768 Prachatice 1 451 541 28,6 10,7 -910 Jindřichův Hradec 1 606 607 24,4 9,2 -999 Tábor 2 778 1 753 18,8 11,8 -1 025 Milevsko 1 364 202 43,6 6,5 -1 162 Písek 2 222 1 013 32,3 14,7 -1 209 Český Krumlov 2 299 852 30,0 11,1 -1 447 Soběslav 1 916 414 48,4 10,5 -1 502 Trhové Sviny 2 508 321 64,0 8,2 -2 187
Table 3.1: Commuting from/to ORP within the South Bohemian Region
Source: Czech Statistical Office, SLDB 2001
Source: Czech Statistical Office, SLDB 2001 commuting to work, commuting to schools Source: Czech Statistical Office, SLDB 2001 Fig. 3.2: School and job commuters in selected municipalities percentage graph
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3.3.2 Transport of pupils/students in South Bohemia
The category of commuting students includes commuter students, apprentices and students whose permanent residence is not identical to the training center. The category of commuting students and apprentices also includes "working" students and trainees and economically inactive population (children, students, apprentices). These commuters are recognized as "daily commuters"
Financing of transportation to schools
Student fare is subsidised by the state on the basis of the current assessment of the Ministry of Finance. We have to distinguish between the transportation of pupils from 6 up to 15 years and pupils/students from 15 up to 26 years. With both groups, the subsidy equals to the difference between the normal and the reduced ticket price. What concerns the regional transportation; the public service obligation contract concerning the student fares are concluded between the carriers and particular regions. With regard to the long-distance transport they are concluded between the carriers and the state (by means of the Ministry of Transport). The principle of these contracts is the obligation to transport pupils and students for a special price - reduced fare, whose amount is adjusted by ex- isting price regulations. Compared with the regular fares, the price tickets for students up to age 15 years reduced by 66% and for students with an age 15-26 years by 45-50%.
3.3.3 Shopping traffic and transportation to medical and office visits
For these forms of transport dates are not available, however, the main target for Public Transport in the region of South Bohemia, is the transportation to schools, public offices, to work and to medical centers and primary health care and back.
3.3.4 Tourist transport in South Bohemia
The Czech railways introduced special trains for tourists, e.g. the connection of the Czech Railways (CD) YETTI between České Budějovice and Lipno in winter or special (nostalgic) trains that can be used in summer e.g. the South Bohemian Summer with steam. The transportation of bicycles on regular trains is gradually expanding and there is a possibility to rent a bicycle in many railway stations. Special tourist tariffs are valid on the international route between the South Bo- hemian Region and Austria. This includes e.g. the system of cyclobuses, ski buses or so called Green buses – the public transport in the area of the Šumava National Park. The public bus transport with Cyclobuses for tourists is discussed in chapter 5.
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3.3.5 City transport in South Bohemia
In South Bohemia exist 7 cities with inhabitants > 10.000. The offer of city transport is defined bei the number of inhabitants and by the size of the town`s area.
number total Public city Transport Con- Connec- Inhabitants Lines nenc- tions/ km/year tions year České Budějovice 94 800 20 3 526 545 487 5 283 000 Český Krumlov 13 500 4 165 37 344 312 000 Jindřichův Hradec 22 400 5 192 40 618 314 000 Písek 29 900 11 240 26 967 204 000 Prachatice 11 500 1 34 5 724 12 000 Strakonice 23 000 3 125 25 656 194 000 Tábor 35 400 17 1 671 191 519 1 643 000 Source: CSO, 2001, CHAPS
Table 3.2: PT in the towns of South Bohemia
3.4 Forms of Transport in Lower Austria
3.4.1 Commuter transport in Lower Austria (main relations)
In consideration the shares of Lower Austria, the Waldviertel region with the shares of 37 550 = 8.2% of the working population, 42 781 = 7.9% of resident employees, 9.583 = 5.3% of incoming commuters and around 14 814 = 5.6% of outgoing commuters has the lowest values. Despite this the Waldviertel region has an overall balanced book with a slight overall "negative value" (There is a higher value of the of outgoing commuters against the inside coming commuters).
In the Waldviertel region traditionally is showing strong links between the districts and neighboring districts.
Commuters to Vienna: From the district of Horn this are 43% of outgoing commuters in and 18- 22% of outgoing commuters from three other districts.
The outgoing commuters to St. Pölten: Here are portions of 3.5% from Waidhofen, about 6% of Horn and Gmünd and 7% of Zwettl. A total of 867 workers commute to St. Pölten.
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3.4.2 Transport of pupils (students) in Lower Austria
Students flows
Fig. 3.3 : students flows in Lower Austria
The student transport in Austria is federally funded through the students free ride. The funds come from the Family Compensation Fund (FLAF). The organization of school trips, depending on the type of transport (occasonal services, scheduled services) is regulated differently.
Transport of the trainees The most important trip purposes among young people is the achievement of the training facility, 39% of all journeys are made for this purpose. Especially among the under 17-year-olds, the training paths are dominant, two-thirds of this age group ways to serve this purpose. From the 17th Workplace ways of life are more important, their share is in the age group of 17 - to 21-year-olds and the 22 - to 26-year-olds at around 30%. While the proportion of career paths with age is falling and at the 22 - is up 26-year-olds only 20%, the share of private roads (leisure, shopping, bring / fetch people, errands) continuously, and is in the 22 - to 26-year-old already nearly 50%. Terms of trip purposes, considered by region, in Lower Austria are only relatively minor differences noted in the Figure 3.4. is shown.
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3.4.3 Shopping traffic and transportation to medical and office visits
The share of the shopping traffing in the Waldviertel region is 17 % of the whole traffic at working days. (Average in Lower Austria 17 %). See Fig. 3.4- 0% 25% 50% Werktägliche Wegzweckverteilung der NiederösterreicherInnen Wohnbevölkerung nach Wegzweckanteilen
Arbeitsplatz 24%
dienstlich/geschäftl. 7%
Ausbildung 11%
Bringen/Holen v. Personen 9%
Einkauf 17%
private Erledigung 10%
NÖ Gesamt 2008 Freizeit 22%
Arbeitsplatz 25%
dienstlich/geschäftl. 7%
Ausbildung 12%
Bringen/Holen v. Personen 8%
Einkauf 16%
private Erledigung 11% Freizeit 21%
Arbeitsplatz 26%
dienstlich/geschäftl. 6%
Ausbildung 14%
Bringen/Holen v. Personen 7%
Einkauf 16%
Mostviertel private Zentralraum Erledigung 8% Freizeit 22%
Arbeitsplatz 26%
dienstlich/geschäftl. 8%
Ausbildung 12%
Bringen/Holen v. Personen 9%
Einkauf 17%
Waldviertel private Erledigung 9% Freizeit 19%
Arbeitsplatz 22%
dienstlich/geschäftl. 8%
Ausbildung 10%
Bringen/Holen v. Personen 10%
Einkauf 19%
Weinviertel private Erledigung 9% Freizeit 23%
Arbeitsplatz 22%
dienstlich/geschäftl. 7%
Ausbildung 11%
Bringen/Holen v. Personen 10%
Einkauf 16%
private Erledigung 11% Industrieviertel Freizeit 23%
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Abb. 3.4 Traffic at working days in Lower Austria 2008 [in %]
The colours mean:
Transport to the Job
For business
Training
Bring/get personal
shopping
Private
Leisure time
3.4.4 Tourist transport in Lower Austria
No dates
3.4.5 City transport in Lower Austria
The focus region in Lower Austria is the region Waldviertel. The following cities have the following inhabitants:
Inhabitants Krems 24.000 Gmünd 5.500 Horn 6.500 Melk 3.400 Waidhofen/Thaja 5.700 Zwettl 11.300
Table 3.3: Some cities in the region Waldviertel
The cities are connetcted to each other with the "Waldviertel-bus system" (see chapter 4). In the cities Horn and Zwettl several stops will be served several
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times a day, in Horn runs the line E (St. Pölten Waidhofen an der Thaya) of Wieselbus several daily stops in the city at, so that a "pseudo-city traffic" is created.
Krems is the junction of three Wieselbus lines (C, E, F), which connect St. Pölten with different regions of Lower Austria. Krems is also the starting point of several bus lines of the ÖBB Postbus GmbH into the Waldviertel and the Wachau.
In the city buses run four urban city of Krems works, which all have their endpoint at the railway station:
• Line 1: Station - Stone – Railwy Station • Line 2: Station - Mitterau – Railway Station • Line 3: Station - Lerchenfeld – Railway Station • Line 4: Station - Rehberg - Turner Mountain – Railway Station.
(a pre-existing line 5 has been integrated into the line 4), but there are further AST lines that complement the urban traffic (that means phone call taxi)
4 Railway Transport and regional bus transport in the regions
4.1 Railway Transport and regional bus transport in the region Vogtland
Transport authority in Vogtland is the transport association Vogtland (ZVV).
4.1.1 Railway Transport in the region Vogtland
Net and offers Service provider of rail passenger transport in the transport area Vogtland are currently (2010), two railway companies, first, the DB Regio AG and on the other Vogtlandbahn GmbH. Exception is the line Schoenberg-Schleiz West, this has been operated since March 2009 by the Deutsche Regionaleinsenbahn.. The rail service on the line corresponds to the demand of travelers and the avail- able financial resources.
In December 2007, the "state cross-interval timetable" (länderübergreifender integraler Taktfahrplan) on the „Sachsen-Franken-Magistrale“was introduced. The “fixed synchronised time-table clock systems” in Bavaria and Saxony were coordinated here, and in this way in the Vogtland was designed the “state cross- interval timetable clock system”. In the Vogtland region exist four regional express lines (RE) and four regional rail lines. The relations and line lengths are shown in the table 4.1.
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Number of trains Train-km p.a. line Relations Mo- in Vogtland Fr Sa So Dresden - Zwickau - Plauen - Hof - RE 3 Marktredewitz - Nürnberg 16 16 16 391.613 Leipzig - Gera - Meltheuer - Hof - RE 12 Regensburg 8 8 8 83.990
RE 16 Leipzig - Plauen - Adorf(Vogtl.) / Hof 345.340
Leipzig-Reichenbach 14 14 14 Reichenbach - Hof 8 8 8 Reichenabch - Adorf 6 6 6 Leipzig - Schöneck - Adorf WIN- RE 17 Saisonales Angebot an Sa.im TERSPORTZUG VOGTLAND Jan./Feb. 1.416 Zwickau Zentrum - Falkenstein – VB 1 Kraslice 608.394
Zwickau - Falkenstein 35 31 31 Falkenstein - Kraslice 38 30 30 Zwickau - Plauen - Adorf - Cheb - VB 2 Marianske Laszne 943.709
Zwickau - Plauen 38 37 37 Plauen - Adorf 30 28 28 Adorf - Bad Brambach - Cheb 16 16 16 Gera - Plauen unt. Bf. - Weischlitz VB 4 183.291
Gera - Greiz 36 32 32 Greiz - Weischlitz 22 16 16
Adorf - Zwotental - Falkenstein - VB 5 683.234 Plauen - Hof
Adorf - Zwotental 8 8 8
Zwotental - Falkenstein 16 17 15
Falkenstein - Plauen 30 19 15 Plauen - Hof 16 15 15 Gera - Weida – Mehltheuer RB 103 25.069 Zeulenroda - Mehltheuer 12 6 6 BEV 1 Adorf - Zwotental - Falkenstein - (VB 5) Plauen – Hof 8 5 5 17.173 BEV 2 (KomBus Schönberg - Schleiz West N-143) 10 4 4 14.475 Total train-km in Vogtland in responsibility of the ZVV) 3.297.704 Table 4.1: train-km in responsibility of the ZVV /6/
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Fig. 4.1: Number of trains at the train lines in Vogtland (approximately on Mo-Fr; Time table 2007/2008 /6/
Plauen Vogtland ZVV total Saxony Share
Length of railway km 31 206,16 237,16 2.067 11,5% Net density km/km² 0,30 0,16 0,17 0,11 (154,5%) Length of lines km 93 613 706 4.438 15,9% Line density km/km² 0,91 0,47 0,5 0,24 (208,3%) Train km per inhabit. and 8,85 14,42 12,9 8,26 (156,2%) year Table 4.2: Indicators Public Transport rail – Comparison Vogtland vs. Saxony (2008)
One-ninth of the Saxon railway routes exist in the Vogtland. The line length cor- responds to a share of about one-sixth. In the network density and the line den- sity the Vogtland is higher then Saxony. So a large-area service in the field of rail passenger traffic is guaranteed.
Interchanges between bus and rail transport in the Vogtland region can be seen in Fig. 4.2.
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Fig. 4.2: Interchanges between PT rail and PT road
Regional rail transport – demand:
The following table shows an overview about demand for the regional rail trans- portn the years 2003-2007. After numerous investments in the late nineties (years), the regular-interval Public Transport system rail/road has a value of more than 10,000 people daily and leveled nearby3.9 million arriving and depart- ing user each year.
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2003 2004 2005 2006 2007 W (Sa) 1.151 1.027 1.196 1.496 1.250 DB Regio Sachsen Sa 1.029 1.475 1.690 1.722 1.333 So 122 1.320 1.650 1.957 1.326 täglich 1.149 1.141 1.345 1.608 1.278
W (Sa) Vogtlandbahn 11.587 11.162 10.922 11.224 10.498 Sa GmbH 8.443 8.756 7.758 9.108 7.340 So 6.807 7.158 6.338 7.144 6.444 täglich 10.668 10.153 9.708 10.243 9.373
W (Sa) 12.738 12.189 12.118 12.720 11.748 ZV ÖPNV Sa 9.472 10.231 9.448 10.830 8.673 So 8.034 8.478 9.786 9.101 7.770 täglich 11.817 11.294 11.053 11.851 10.649
Table 4.3: Public Transport (rail) demand in Vogtland (ZVV) and to the ZVV ordered and financed trips to Zwickau in the area of VMS in the years 2003-2007
4.1.2 Public Transport (road) in the Vogtland region
Lines and Services
With 33 town- and community traffic lines as well as 81 regional linesa compre- hensive Public Transport (road) service in the transport area exists.
Currently in regional bus service in the Vogtland region 4.65 million being run timetable kilometers. Here are the services offered for the "paying" passenger in accordance with § 42 PBefG a share of 95.35%. The rest of 4.65% is for the school transport in accordance with § 43 (2) Passenger Transport Act (PbefG). By mass transit lines across the region Vogtland and in surrounding areas or prov- inces the Vogtland is connected to other Transport Authorities and Federal states.
Regional transport (time table-km per year) Public Transport "former" Vogtland to- Plauen Share (road) Vogtland county tal § 42 PBefG Mo-Fr 3.543.292 449.273 3.992.565 85,74% Sa 186.922 20.246 207.168 4,45% Su 216.429 23.658 240.087 5,16% § 43 (2) Mo-Fr 216.531 0 216.531 4,65% PBefG total 4.163.173 493.177 4.656.350 100,00% Part 89,44% 10,59% 100% Table 4.4: Shares for the service in regional transport
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More than 89% of the regional transport services are provided in the "former" Vogtland District (without the former county level city Plauen). By retracting or outgoing lines, with the function of the surrounding connections to Plauen as an Upper center, the proportion is 11% of regional services in the city-region of Plauen. Students are transported to a total of 23 lines. Thanks to the clear func- tionality of these lines the lines were previously not integrated in thePpublic Transport lines, according to (§ 42 PBefG).
On weekends, the service volume with 4.45%-saturdays, sundays and public holidays 5.15% is very low. Here exists a main connection to the touristic fo- cuses so that the traffic lines within these area have the largest volumes / 6 /.
Request for Public Transport (road)
In 2009, the integrated time cycle Vogtland (IVT) was introduced.
The transport axes using the IVT, because of their variety of offers, are the most requested transport axes for the Public Transport (road). The objective of the IVT is to create the Public Transport at the densely populated axes in a high level and also in the rural regions (mainly student traffic) also according to the demand.
Figure 4.3 shows the demand for transport Mon-Fri. at IVT-using lines with re- gional bus transport (passengers per day - as of April 2008).
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Fig. 4.3: demand for transport Mon-Fri. at IVT-using lines with regional bus transport (passengers per day - as of April 2008 /6/).
Review In considering the spatial structure can be seen that in the Vogtland exist a lttle bit of compacted areas, but on the other exist predominantly rural areas, so that a distribution is one-third of the population in compacted areas to approximately two thirds of the rural area / 6 /.
The development of the structure of demand for public transport is characterized in recent years by the fall in number of students together with an increase of the number of over 65 elderly inhabitants. This must be taken into account during planning the concept of Public Transport, just as the high level of motorization. By tourism-oriented concepts and the further development of the EgroNet trans- port system is to unlock the potential of new markets for transport users.
The temporal and spatial coordination of various modes of transport by road and rail with a fixed interval timetable (IVT) and the unified tariff system of compa- nies (network tariff) is the basic structure of the integrated Public Transport sys- tem.
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The fast timetable on different railway lines and selected bus routes is an essen- tial component of the IVT.
A good integrated time cycle system with high opening up-density and well de- veloped infrastructure characterized the Public Transport at the railway lines in the Vogtland. The-road Public Transport, however, is limited by the orientation of the student movement in its possibilities for the integrated time cycle system. This situation arises from the need of efficiency public transport, because the revenue exists by the school bus with certainty.
By an intelligent combination of the student movement with the "other regular service" it is possible to provide with the IVT additional services without addi- tional funding. The introduction of new clock cycle times or the unification are often difficult because the companies with no additional expense are not able to meet the required cycle plan. In consequence, in 2007 carried out reductions in Public rail Transport before the start of the IVT. In October 2008, also the ser- vices of the IVT were reduced on weekends, so there are further limitations in the possibilities of a clock cycle transport. This is in contradiction to the desired strengthening of the regional bus service, to ensure the future competitiveness.
4.2 Railway Transport and regional bus transport in the ZVON region
4.2.1 Railway Transport in the ZVON region
Transport authority in the ZVON area is the Transport Federation Upper-Lusatia– Lower-Silesia (ZVON).
Net and offers
The main axis of the rail passenger transport are Dresden-Bischofswerda- Bautzen-Löbau-Görlitz and the continuation via Zgorzelec to Boleslawiec / Wro- claw and Dresden-Bischofswerda-Wilthen-Ebersbach-Zittau and continue to Liberec and the line Weißwasser / Hoyerswerda - Görlitz - Zittau.
The services provided by the following companies / 8 /:
• DB Regio AG • Ostdeutsche Eisenbahn GmbH (ODEG) • Vogtlandbahn GmbH
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Further the Sächsisch – Oberlausitzer – Eisenbahngesellschaft mbH (SOEG) is driving some trains in the area of Zittau in a narrow gauge railway1.
The access points are located mainly in cities; railway stations in rural areas ful- fill duties in terms of individual feeder services. A larger number of stations also serve as a interchange between the regional rail and public transport (road). In the south of ZVON area, the course of the railway lines is oriented to the settle- ment of the Saxon-Bohemian border area. The routes in the north usually make large-scale connections, so that the development function is in the background.
Time Lin relation length volume vehicle capacity train pairs table e km seats Sa Su number 1000 train- Mo km per -Fr year 220 OE Cottbus-Görlitz- 98,7 1.220 Desiro 124 18 15 14,5 65 Zittau
229 OE Görlitz - Hoyer- 72,2 480 RS 1 72 9,5 8 8,5 64 swerda 230 RE Dresden Hbf- 77,3 440 BR 612 146 8 8 7 1 Görlitz
230 RE Dresden Hbf- 77,3 170 BR 642 122 3 3 3 10 Görlitz (Wroclaw) 0
230 RB Dresden Hbf- 77,3 630 BR 642 122 11 11,5 11,5 60 Görlitz
230 OE Bischofswerda- 64,9 330 RS 1 72 9 6 60 Görlitz V
235 RE Dresden-Hbf - 76,2 500 BR 612 146 9 9 9 2 Zittau 235 RB Dresden Hbf - 76,2 550 BR 642 122 10 10 9 61 Zittau 2 236 SB Zittau – Varns- 21,3 190 VT 789 50 E dorf- Seifhennersdorf 641,4 4.510
236 SO Zittau – Berts- 60 Schmal- EG dorf – Jons- spur- dorf/Oybin bahn/ Dampflok alle 4.570
Table 4.5: Public Transport (rail) volume in the responsibility of the ZVON (2010), /8/
1 Mainly fort he purpose of tourism
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The majority of connections exceed the borders of the ZVON - area, which leads to a necessary coordination with adjacent Transport authorities in the neibouring areas. The regional rail - offering in the ZVON area is dominated by two opera- tors; first, the DB, with a share of 50.2 % of the services rendered and the other the Ostdeutsche Eisenbahn GmbH (ODEG) with a share of 44.4%. The remaining 5.4% distributed in 2010 to the Sächsisch-Böhmische Eisenbahngesellschaft mbH (SBE) (4.2%) and to the Sächsisch-Oberlausitzer Eisenbahngesellschaft mbH (SOEG) (1.2%). The regional rail services on the route of the SBE Varnsdorf - Zittau (- Liberec) were taken over by the end of 2010 from the Vogtlandbahn.
Infrastructure conditions
The routes are designed for the following speeds / 10 /
Design speeds at the railway routes in the ZVON area Route – Nr. Relation Max. speed in Remarks km/h 229 Hoyerswerda -Horka 70…100 229 Horka - Görlitz 120 220 Görlitz - Zittau 100/80 80 km/h in Polish area 230 Dresden- Görlitz 120 235 Dresden - Zittau 120 237.2 Zittau - Liberec 90/100 und 30 30 km/h in Polish area 236 Seifhennersdorf - Zittau 50
Table 4.6 Design speeds at the railway routes in the ZVON area
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Interchanges with the Pub- lic Transport (road) 2007
Fig. 4.4: Interchanges in the ZVON area (Extract /8/)
Crossing points are traffic facilities in which traffic participants can switch be- tween modes of transport. At least one of the vehicles is associated to the Public passenger Transport. In ZVON-area are available most important linkages be- tween regional rail and Public Transport (road). A regional allocation of the rele- vant Public Transport interchanges are shown in Figure 4.4, with the declared aim of the ZVON to develop more crossing points according to financial possibili- ties.
Demand for railway transport
The ZVON in 2004 has led a complex traffic survey on the lines of rail transport
(regional rail) and the tram and bus transport (Public2 Transport road). The re- sults show that the cases of passenger rail transport are significantly lower than these in the Public Transport (road). In the case of passenger-kilometers, how- ever, the difference is much smaller. This can be explained by the higher average trip lengths in regional rail transport. We also noticed that the numbers of the cases are balanced in the railway passenger transport cases over all days in the week with relative constant values. In contrast, the values of public transport are falling off sharply at the weekend. This also finds expression in the timetable of public transport offer.
The share of local rail users (12.3%) can break down as follows / 8 /:
2 Cases of line transport are single journeys in a railway- or bus vehicle between an entry and an exit station.
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• Direct driver: 10.7% • Driver who changed the trains: 0.4% • step-over between regional rail and long distance railways: 0.7% • step-over long distance railway trains and regional rail: 0.5%.
4.2.2 Regional Public Transport (road) in the ZVON region
Lines and Services
The districts of Bautzen and Görlitz are responsible for the design and finanzing of regional bus transport and city-traffic in the cities of Bautzen, Bischofswerda, Löbau, Weißwasser and Zittau. A large part of the bus services is operated by the following companies / 8 /:
• Regionalbus Oberlausitz GmbH • Niederschlesische Verkehrsgesellschaft mbH • Kraftverkehrsgesellschaft Dreiländereck mbH.
The Verkehrsgesellschaft Görlitz mbH operates in the city of Görlitz the Public Transport by bus and tram. In the districts Bautzen and Görlitz are involved fur- ther smaller bus companies.
Regional Bus Transport
Public Transport (road) serves firstly the development of rural and urban sub- spaces and, secondly, it supplements the basic services of the regional rail trans- port in outlying areas simultaneous with the connecting function of the settle- ment areas. In the ZVON area exists a polycentric network with the main nodes Bautzen, Görlitz, Zittau, Löbau and Weißwasser. Subordinated nodes are Bischof- swerda, Niesky, Weißenberg, Reichenbach / OL, Oppach, Göda and Uhyst a.d. Spree. Especially intensively is the Public Transport offering in the district of Bautzen. Through the settlement structure in the district Bautzen a highly branched network, which is always oriented to the node Bautzen, is necessary. The net around Löbau / Zittau other hand is following the settlement bands of the border area. It hardly provide links to other areas. In the northern district of Görlitz, the net is aimed developing generous and fast connection of the settle- ment areas.
In addition, bus routes exist from the ZVON - region outside to regional transport nodes of neighboring Transport Associations (VVO: Neustadt, Großröhrsdorf, Kamenz; VBB: Döbern).
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Between the ZVON region and Poland currently only operates the city bus line 99 in Görlitz with a minimal offering. To the Czech Republic operates the bus line 410 Varnsdorf - Seifhennersdorf - Rumburk. The regional Public Transport in the end offers a largely complete service in the entire area. Partly here is on some lines an imbalance between outgoing and return journeys. Also exist “gaps” on various lines in the course of the day, such as between 9 and 11 o`clock, and between 14 und 18 o`clock, this concerns in particular lines which are strongly based on school transport. In some areas of the ZVON area operate call buses, wherein takes place the predominant using on the weekend. Here, to single rep- resentations of traffic relations is dispensed (additional see chapter 5).
Fexible forms of operation In the ZVON region are flexible forms of operation are available. Examples are the AnrufBus (call bus) of the bus operator KVG Zittau GmbH in the region Löbau and the Rufbus (call bus) of the operator RBO Bautzen GmbH (sie chapter 5).
Request for Public Transport (road)
The Public transport (road) serves the main part of domestic demand in the dis- tricts Bautzen and Görlitz.
The user percentage of the regional Public Transport (49, 3 %) can break down as /8/:
• Direct driver 45,5 % • Driver who change the buses: 2,0 % • step-over between regional bus and Public Transport rail 0,5 % • Step-over between Public Transport rail and buses 1,3%
In 2004 for example 41 % of journeys hve been student trips. A good overview of the Public Transport (road)/ regional rail Transport offers table 4.7:
Demand for Public Transport services of ZVON /8/
At a „middle“ traffic day In the year
Mo-Fr. Sa Su/holy total share journeys ZVON total 63.187 19.063 14.785 18.102.269 100,0% from it rail 5.969 5.259 5.752 2.136.178 11,8% from it bus 57.217 13.804 9.033 15.966.091 88,2% Passenger-kilometer [Pkm] ZVON total 711.723 330.215 327.345 218.173.247 100,0%
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from it rail 268.197 265.162 282.110 98.842.684 45,3% from it bus city traffic 81.116 41.228 26.407 24.411.488 11,2% from it bus regional transport 361.732 23.769 18.786 94.919.075 43,5% middle journey length [km] ZVON total 11,3 17,3 22,1 12,1 Public Transport rail 44,9 50,4 49,0 46,3 City traffic 3,3 3,5 3,5 3,3 Regional Public transport 11,0 11,6 13,0 11,1 Journeys ZVON total 59.715 17.978 13.790 17.013.276 100,0% Table 4.7: Journeys as a result of the transport survey in ZVON 2004
4.3 Railway Transport and regional bus transport in Jihočeský kraj (South Bohemia)
4.3.1 Railway Transport in Jihočeský kraj (South Bohemia)
Southern Bohemia railway system is comprised of 21 railway lines, measuring 978 km in total, out of which 9 lines are state-wide and 12 regional. Out of this number 2 regional narrow-gauged lines exist (Jindřichův Hradec – Nová Bystřice and Jindřichův Hradec – Obrataň) are owned by Jindřichohradecké místní dráhy (Jindřichův Hradec regional railways, stock company), the remaining lines are state-owned (via the SŽDC railway line maintenance company). The railway sys- tem density within the region is 9,72 km per 100 km2, which is way below the state-wide average. At the same time the system is fairly compact, having a number of natural hubs, and being free of redundant parallel lines. Railway transport is accessible to circa 75 % of the region`s population.
The system is made up of predominantly single-track lines (95 % in the region). Double tracked are only short sections of line no.190 (Zliv – Čičenice) and no.220 (Dobřejovice – Chotýčany, Ševětín – Dynín, Doubí u Tábora – Tábor). In the end state, the whole of line no.220 will be made dou- ble-tracked as part of the 4. transit railway corridor of the Czech Republic. About 40 % of lines are electrified, mainly by traction system 25 kV 50Hz. Only the line no.202 (Tábor – Bechyně) is electrified by D.C. 1500 V (uniquely in the whole of the Czech Republic). Electrification of the line no. 226 Veselí n/L. – České Velen- ice is in the pipeline.
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Source: Czech Railways (JSC)
Fig. 4.5: The railway net in South Bohemia
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international lines regional lines Other statewide lines narrow-gauged lines
Source: Czech Railways (JSC) Fig. 4.6: Characterisation of the south Bohemian Railway lines
The use of the regional railway transport
The use of regional railway transport can be assessed mainly on the basis of the daily average passenger turnover and the average train capacity utilization. The data is available in the following charts:
commencing a ending a railway station Daily turnover journey journey České Budějovice 3 954 3 661 7 615 Tábor 1 814 1 794 3 608 Veselí nad Lužnicí 1 313 1 326 2 639 Strakonice 974 929 1 903 Číčenice 597 603 1 200 Soběslav 474 508 982 Písek 480 440 920 Jindřichův Hradec 453 435 888 České Velenice 417 392 809 Zliv 355 365 720 Protivín 344 351 695 Rybník 333 347 680
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Ražice 339 336 675 Blatná 243 260 503 Source: CSO, SLDB 2001
Table 4.8.: Daily average passenger turnover in railway stations (over 500 persons) in 2010
line No Interstational section Werktage Samstag Sonntag 190 České Budějovice (-Plzeň)* 36 22 19 191 Blatná (-Nepomuk)* 14 13 13 192 Číčenice – Týn n/Vlt. 11 12 14 193 Dívčice – Netolice ** 6 5 5 194 České Budějovice – Černý Kříž 34 44 44 195 Rybník – Lipno nad Vltavou 19 17 20 196 České Budějovice- Horní Dvořiště 26 26 35 197 Číčenice – Nové Údolí 15 20 16 198 Strakonice - Volary 17 18 19 199 České Budějovice – České Velenice 31 21 19 200 Protivín (-Zdice)* 18 15 13 201 Tábor - Ražice 28 24 27 202 Tábor - Bechyně 32 28 26 203 Strakonice – Blatná (- Březnice)* 14 13 19 220 České Budějovice (-Praha)* 36 23 26 224 Tábor (-Horní Cerekev)* 25 29 26 225 Veselí n/L. (-Havlíčkův Brod)* 17 16 18 226 Veselí n/L. – České Velenice 30 49 35 227 Slavonice (-Kostelec u Jihlavy)* 16 11 10 * Destinations beyond Southern Bohemia region are in brackets ** Passenger transport on this line suspended as of 27/2/11 Source: CSO, SLDB 2001 Table 4.9: Average train capacity utilization in ČD serviced lines in 2010
The data shows that within the region of Southern Bohemia transport the most frequent utilization is mainly of short trains, combustion engine and electric engine vehicles as well as of two-part units. These vehicles are not currently in the Czech Railways vehicle fleet, with the exception of renovated combustion engine REGIONOVA vehicles and REGIONOVA trailer carriages. Operating the standard electric or combustion engine stocks makes the regional transport more expensive.
Part of the traffic of regional inter-transport has been taken over by long- distance transport which is run between Plzeň – České Budějovice – Jihlava – Brno and Praha – Písek – České Budějovice in a 2-hour interval, and on the Praha – Tábor – České Budějovice line in a 1-hour interval.
The highest train capacity utilization within the regional transport is being reached in commuter transport during workdays on the line no. 190 in the section between České Budějovice – Zliv with the number of 76 passengers, during summer weekends in the section between České Budějovice – Český
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Krumlov with the total number of 85 passengers and on the line no. 226 in the section between Veselí n/L. – Třeboň with up to 68 passengers. All these are important tourist areas.
Transport by regional trains within South Bohemian region suffers from major summer/winter fluctuations, especially on Šumava lines nos. 194, 197, 198 and on the lines nos. 195, 196 in the direction of the Lipno dam and on line no. 226 servicing the Třeboň catchment area. On these lines it is the transport of bicycles during summer which has been gaining in importance.
4.3.2 Public Transport (road) in Jihočeský kraj (South Bohemia)
Bus lines and bus line providers
Southern Bohemia region has borders with the Plzeňský, Central Bohemia, Southern Moravia and Vysočina regions. In its southern part it borders with Aus- tria and the Federal Republic of Germany. Southern Bohemia region has a direct bus connections with centres of other regions, namely with Brno (9 lines), Jihlava (10 lines), Plzeň (4 lines), Hradec Králové (2 lines), Pardubice (1 line), Karlovy Vary (3 lines) and the capital of Prague (41 lines). 4 interstate lines to Milan, Nice, Bratislava and Lviv also run across Southern Bohemia region.
Transport services provided by the buses of regular transport are defined by the Road Transport Act 111/1994 Coll. and by other related legal norms. The Public Service in Public Transport Act 194/2010 Coll. came into force on 01/07/10.
Southern Bohemia region directly organizes and exercises its authority over regular bus transport services which mainly cater for school and work commut- ers. These services are run on the basis of contractual relation (the contract on public service obligation of basic transport services provision) between Southern Bohemia region and the carriers – service providers. Transport services within the region are also provided by bus transport providers without contractual rela- tion between Southern Bohemia region and the providers.
Bus transport services within Southern Bohemia region are run by 39 providers, 11 of which are in contractual relation with Southern Bohemia region.
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The extent of transport services in the South Bohemian Region
Connec- lines km/year tions total 457 6 705 24 404 000 of which regional 389 6 194 20 554 000 in a contractual relation 351 5 579 18 609 000 Source: CHAP
Table 4.10: Bus transport lines and connections in Southern Bohemia region
subsidies per planned 2004 2005 2006 2007 2008 2009 2010 km 2011 bus transport 17,49 17,7 18,15 18,65 18,89 20,27 19,27 19,52
Own sources Table 4.11: Southern Bohemia region public budget subsidies per unit (CZK/ujkm)
Regular Public Transport accessibility
without munici- without bus County bus stops train stops public palities transport* transport*
České Budějovice 109 555 37 5 3 Český Krumlov 46 323 38 1 1 Jindřichův Hradec 106 500 51 0 0 Písek 75 411 29 0 0 Prachatice 65 384 37 1 1 Strakonice 112 422 39 0 0 Tábor 110 510 34 1 0 Total 623 3105 265 8 5 Own sources
Table 4.12: Regular public transport accessibility
As the table 4.12 shows, of the total of 623 region`s municipalities 5 of them, i.e. 0,8 % are not connected to the public road and railway system (the criterion being the distance over 2 km to the nearest public transport stop). In view of the region`s area, a great many bus (3 105) and train stops (265) make high de-
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mands on running and transport monitoring. Generally speaking, the density of transport services within Southern Bohemia region is on a reasonably good level.
Regular line bus fares
Public line bus fares are state-regulated. The fare calculation method and all that pertains to it is prescribed by the Ministry of Finances via its annual price bulletin.
Fare categories % paid by passen- ger regular fare 100 juniors aged 6 - 15 50 pupils aged 6 - 15 34 students aged 15 - 26 75 the handicapped and disabled 25 Own sources Table 4.13: Fare categories
Bus capacity utilization
In relation to population density, presence of heavy industry, services, school and offices, the bus capacity utilization parameter is positive with carriers provid- ing regular public transport in town areas. With start-of-journey points in sparsely populated areas, in the borderline areas in particular, bus capacity utili- zation is very low. With this in mind, average capacity utilization of individual lines is not an entirely telling figure, for in the system there are included lines also which do not connect any regional centres, with the passengers only being transported to places of change. Lines like these have a very low bus capacity utilization. In the course of bus fleet renewal, these lines are supplied with low- cost small-capacity buses. According to individual contractual carriers, the aver- age bus capacity utilization ranges between 9 to 13 passengers.
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4.4 Railway transport and regional Bus transport in Lower Austria
4.4.1 Railway transport in Lower Austria
Figure 4.7. shows the railway axes in Lower Austria as the main routes for the Railway Transport in the region:
Fig. 4.7: Railway net in Lower Austria (the black lines with the „P&R symbols), supplemented by the system of "Wiesel buses" that are oriented to the provincial capital St. Pölten to Vienna and Krems.
- The Waldviertel district - as a geographical part of Lower Austria has only a few lines. The main route is the Franz-Josefs-Bahn (line 800). Until the 1990s, trains ran here to Prague and Berlin (Vindobona). Today the route is only of regional importance. The Österreichische Nordbahn took over the main part of the railway traffic in the direction of the Czech Republic. Since the 2010 timetable operates a REX (Regional Express) via Tulln and
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Gmünd in a nearly 2-hour cycle from Vienna Franz České Velenice up and back. - Major rail routes are the connections of the Westbahn with Wien - Linz - Salzburg, St. Pölten and Melk (lines 100/101) and the Vienna S-Bahn lines to St. Pölten Tulln. Also connects the Nordwestbahn - Route 903 - Hollabrunn with Vienna and Znojmo and Retz.
Additional connections in the regional transport for the Waldviertel, the following railways are:
- Kamptalbahn - Route 820 - between Hadersdorf and Siegmundsherberg, which connects the city of Horn with the Franz- Josefs-Bahn and secures the connection to Krems - Railway Absdorf-Hippersdorf - Krems - Route 810, combines Krems with the Franz-Josefs-Bahn
Other important railway lines in earlier times have now been either shut downthe, just serve as a seasonal train, or the passenger service was discontinued;
- the Thajatalbahn between Schwarzenau in the Waldviertel, Waidhofen an der Thaya and Slavonice (decommissioned) - the local railway Schwarzenau Zwettl-Martin-Berg (set of persons) - the Wachaubahn (Route 811) between Krems and Emmersdorf (only tourist traffic) - the Waldviertel narrow gauge railways, routes 801/802 (tourist transport) - the "Reblaus-Express" Drossendorf - Retz, route 941 (tourist transport)
In order to still provide a public transport network, new bus routes were established and existing was made more attractive.
4.4.2 Regional bus transport in Lower Austria
As part of the transport strategy of Lower Austria a number of measures in Public Transport (rail and road) were enforced. Along the existing railway axes have been established Park & Ride facilities, and the system of "Wiesel buses" was introduced. These relationships should help commuters to Vienna, St. Pölten and Krems (see Figure 4.7.).
As a complement to Public Transport was established call taxis (AST) systems for small communities and regions. In the Waldviertel district in the year 2009, a nationwide bus concept has been implemented. The "Waldviertel-lines" with the Franz-Josefs-Bahn preeminent (see Figure 4.8)
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Concept Public Transport Waldviertel
Fig. 4.8: The Waldviertel-Bus system and its direction to the railway stations and the bus inter- changes
The regional traffic is charged by the Province of Lower Austria and operated by three bus companies; from the Postbus company, from Dr. Richard company and the company Pichlbauer. The buses on the main lines operate in the 2h-time clock node and in less popular regions at least three bus pairs per day. Sense of the lines is to offer the Public Transport with operating times.
The coordination of bus and train and of the ÖBB company takes over the VOR (eastern region transport association). Due to the short implementation period the occupancy of the buses one can estmate as low. For the student traffic school buses are instructed to go to school hours only. These are well frequented.
5 Best Practice solutions
In the reports WP 4.1.1, 4.1.2, 4.1.3. were represented some results, which show flexible or special organized forms of Public Transport with regard to demographic change in the PP regions . These are reproduced below.
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5.1 Best practice solutions in Saxony
Forms of flexible Public Transport in Germany: - Call-bus on demand operating (L-Bus); bus is operating like conven- tional bus line on scheduled lines, stops at a station only by application. - Call-bus for operation in a direction (R-Bus); trips take place like in scheduled service, on demand stops can serviced away from the basic route. - Call-taxi Cabs in a direction (R-AST); trips take place only when nec- essary (after previous registration); journeys operate between the regular stops or possibilities of leaving the car near by the house door - Call bus for operation in an operation area (RF-Bus); tours on de- mand (after previous registration) between the stops in a defined network area. Operation without binding at timetables during the service time - Call-bus in a whole area (F-Bus); trips on demand (by appointment) between entry and exit stations stops (from the passengers requested) - front door to front door transport is possible. The operation takes place without timetable during the operation time.
The following flexible Bus Transport forms in Saxony are existent:
ZVO
ZV
Fig. 5.1: Alternative forms of Public Transport in Saxony
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In Saxony is registered a total of the following alternative transport systems:
Fig. 5.2: Alternative transport systems (number) in Public Transport in Saxony
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As „Best-practice-solution“ in the reference area of the ZVON the RF-bus in Kit- tlitz near Löbau is named:
Example for an operating area with RF-Bus
Call-bus Kittlitz near by Löbau (ZVON-Area) is in operation without timetable without defined line-routes between stations with variable driving line.
 Bus operates in an area between sta- tions, (wanted by passenger)  Driving only if there exists a demand  with a comfort tariff loading
Figure 5.3: RF-Bus in Kittlitz in the ZVON area
In the ZVON area- except this RF-Bus System there are other Bussystems (call buses in the district of Bautzen and in the city of Görlitz). When surveyed about their acceptance in the operating systems inside of the ZVON area turned out that only 8.2% of the population have been used at least once the call buses (different trend - in the town of Goerlitz more than in the rural districts).
For estimations, how will be the use of the buses in the future if in a theoretical new bus system - Will often be switched or - If only run buses which would have to be ordered before departure was answered:
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If only run buses, which If one need a switching have to order before de- from bus to bus is parture The persons said, that they will - Just as often take 34,4 % 44,4 % the bus - Not so often take 29,4 % 30,5 % the bus - Never more will take 25,7 % 17,5 % the bus - No comments 10,4 % 7,6 % Table 5.1.: Use of buses if there will be only call buses ore one have to switch over additional
This information is not representative, as was asked only to random sampling, but it shows a trend.
5.2 CYCLOTRANS-System in South Bohemia
A well-developed CYKLOTRANS system has been in place for over eight years now. It covers in summer seasons the whole of Southern Bohemia region with a comprehensive system of bus lines running on a regular basis. Individual connec- tions within the system enable an easy change between individual lines, Czech Railways train connections, the National Park Šumava transport system run in the West Bohemian part of Šumava or between local transport service providers including cableways and boat transport. The opportunities the Cyklotrans system offers expand each year.
5.500 people were transported during the first season in 2003. Cyclobuses last year had as many as 22.000 clients, having clocked within Southern Bohemia region more than 57.000 km.
Bus line taking skiers to the Lipno ski-resort was in use during winter months. Last year it transported 4.350 passengers. Transport from the Lipno n. Vlt. train station to the Lipno ski-resort was provided in co-operation with The Czech Rail- ways Company.
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Source: CTC, SBF Fig 5.3: Cyclobuses routes within Southern Bohemia region
5.3 Results to the best practice-solutions
In the further processing in the Work Package 4 of the project “Qualist” will be carried out a concept of innovative mobility solutions for small towns and sparsely populated regions in the surrounding areas of the project partners (WP 4.3.1 -4.3.4.). In addition, principles for transport conceptsa in similar regions in Central Europe (2020) are working out. This applied in particular: - solutions for flexible transport systems - necessary marketing concepts - forms of information and possibilities of travel order.
Specific requirements for this will be agreed in Qualist workshop in September 2011 between the project partners.
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Table directiory
Table 2.1: Inhabitants and area according to area categories (time: 2008)
Table 2.2: Stock of motor vehicles and trailers in Vogtland / 1. January 2010
Table 2.3: Level of motorization in Vogtland / 1. January 2010
Table 2.4: Inhabitants and area of the ZVON-region according to settlement categories (own estimation with dates from 2010)
Table 2.5: Stock of motor vehicles and trailers in the ZVON-region /1. January 2010 Table 2.6: Level of Motorization in the ZVON region / 1. January 2010
Table 2.7: Inhabitants and area in South Bohameia according to settlement categories (owmn estimation with dates from /9/ year 2009)
Table 2.8: Development of the population in South Bohemia between 2001 and 2009.
Table 2.9: The Inter-annual development of unemployment rate in municipalities with extended powers in the South Bohemian Region in 2008-2009
Table 2.10: Level of Motorization in the Waldviertel region and Lower Austria Table 3.1: Commuting from/to ORP within the South Bohemian Region
Table 3.2: PT in the towns of South Bohemia
Table 3.3: some cities in the region Waldviertel Table 4.1: train-km in responsibility of the ZVV /6/ Table 4.2: Indicators Public Transport rail – Comparison Vogtland vs. Saxony (2008)
Table 4.3: Public Transport (rail) demand in Vogtland (ZVV) and to the ZVV ordered and financed trips to Zwickau in the area of VMS in the years 2003-2007
Table 4.4: Shares for the service in regional transport
Table 4.5: Public Transport (rail) volume in the responsibility of the ZVON (2010), /8/
Table 4.6 Design speeds at the railway routes in the ZVON area Table 4.7: Journeys as a result of the transport survey in ZVON 2004
Table 4.8.: Daily average passenger turnover in railway stations (over 500 persons) in 2010
Table 4.9: Average train capacity utilization in ČD serviced lines in 2010
Table 4.10: Bus transport lines and connections in Southern Bohemia region Table 4.11: Southern Bohemia region public budget subsidies per unit (CZK/ujkm)
Table 4.12: Regular public transport accessibility
Table 4.13: Fare categories Table 5.1.: Use of buses if there will be only call buses ore one have to switch over additional
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Directory of figures
Fig. 1.1: Geographical location of study areas of the project "Qualist" Fig. 2.1: The region Vogtland
Fig. 2.2: Age structur of the inhabitants in Vogtland (2009)
Fig. 2.3: Employment statistics in Vogtland (2009) /6/
Fig. 2.4: The ZVON-area Fig. 2.5: age structure of the population in the ZVON-Region (2009)
Fig. 2.6: Employment structure in the ZVON area (2009)
Fig. 2.7: South Bohemia (Jihočeský kraj)
Figure 2.8: Development of the population in South Bohemia between 2001 and 2009.
Fig 2.9: The development of the proportion of children and pensioners in the South Bohemian Region since 1993 Fig 2.10: The number of inhabitants per 1 passenger car in the regions of the Czech Republic
Fig. 2.11: Geographical location of Lower Austria and of the „Waldviertel“
Fig. 2.12: Use of the areas in the Waldviertel (Source: Wirtschaftsraum EUREGIO Silva Nortica)
Fig. 2.13: structure of the companies on the Waldviertel (Source: Wirtschaftsraum EUREGIO Silva Nortica)
Fig. 2.14: Age structure in the Waldviertel 2009 (Source: Wirtschaftsraum EUREGIO Silva Nortica)
Fig. 2.15: Development the unemployment in the Waldviertel (Source: Wirtschaftsraum EUREGIO Silva Nortica)
Fig. 3.1: Commuter transport in the ZVON region
Fig. 3.2: School and job commuters in selected municipalities percentage graph
Fig. 3.3: students flows in Lower Austria Fig.. 3.4 Traffic at working days in Lower Austria 2008 [in %]
Fig. 4.1: Number of trains at the train lines in Vogtland (approximately on Mo-Fr; Time table 2007/2008 /6/
Fig. 4.2: Interchanges between PT rail and PT road
Fig. 4.3: demand for transport Mon-Fri. at IVT-using lines with regional bus transport (passengers per day - as of April 2008 /6/).
Fig. 4.4: Interchanges in the ZVON area (Extract /8/)
Fig. 4.5: The railway net in South Bohemia Fig.. 4.6: Characterization of the south Bohemian Railway lines
Fig. 4.7: Railway net in Lower Austria (the black lines with the „P&R symbols), supplemented by the system of "Wiesel buses" that are oriented to the provincial capital St. Pölten to Vienna and Krems.
Fig. 4.8: The Waldviertel-bus system and its direction to the railway stations and the bus inter- changes
Fig. 5.1: Alternative forms of Public Transport in Saxony
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Fig. 5.2: Alternative transport systems (number) in Public Transport in Saxony
Fig. 5.3: RF-Bus in Kittlitz in the ZVON area
Fig 5.3: Cyclobuses routes within Southern Bohemia region
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Mobilitätsbericht für kleine Städte und deren Umland
References
Lit. 1: Application Form Central Europe Programm „Qualist“ – 2009
Lit. 2: Statusbericht Mobilität in kleinen Städten und ihrem Umland - Sachsen
Lit. 3: Statusbericht Mobilität in kleinen Städten und ihrem Umland – Südböhmen
Lit. 4: Statusbericht Mobilität in kleinen Städten und ihrem Umland – Waldviertel-Region
Lit. 5: Landesentwicklungsplan Sachsen 2003, Sächsisches Staatsministerium des Innern
Lit. 6: Nahverkehrsplan für den Nahverkehrsraum Vogtland (Zweite Fortschreibung Beschlussfas- sung 14.08.2009), vci VerkehrsConsult Ingenieurgesellschaft mbH
Lit. 7: Statistisches Landesamt des Freistaats Sachsen (verschiedene Quellen)
Lit. 8: Fortschreibung des Nahverkehrsplans für den ZVON (Schlussfassung) 13.12.2010 BPVConsult GmbH
Lit. 9: Tschechisches Statistisches Amt Südböhmen (Český statistický úřad Jihočeský kraj)
Lit. 10: NEIBOR – Integriertes Verkehrsentwicklungskonzept für die Region Oberlausitz- Niederschlesien, ISUP, ETC, Trans-Tec Consult
Lit. 11: Potenzial- und Akzeptanzuntersuchung für den ÖPNV im ZVON Omniphon-Untersuchung – Endbericht vom 12.03.2011
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