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Integration of Public and School Transportation: Hohenlohe, Germany, Case Study

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Integration of Public and School Transportation: Hohenlohe, Germany, Case Study 56 Transportation Research Record 831 Abridgment Integration of Public and School Transportation: Hohenlohe, Germany, Case Study PETER A. FAUSCH The rural public transportation demonstration ongoing in Hohenlohekrnis in communities are Oehringen (population 15 850) and the Federal Republic of Germany is doscribed. Hohenlohokrcis is roughly Kuenzelsau (population 11 800). It is about an tho o quiv~l e nt of a small county In tho United States. It contains an area oi hour 1 s drive from Stuttgart on the Autobahn. 2 2 77'5 km (300 mllos ) and is enentlally rural. Tho demonstration in Hohunloho Before the Hohenlohe rural transportation demon­ appca,, to boa unique effort In that il integrates public school traffic into stration began, the area was serviced hy tradi­ public iranspomtion 10 achiovo the goals of reducing the overall con and tional, uncoordinated services, including public bus making transit moro useful and attnu:tivo to users. What has boon accom· plishod Is tho coordination of all rural public transit (regulor·route transit, transportation provided by private operators between school bus, intercity bus and roil , and elderly and handicapped services) Into major towns on major highways and only in peak one geographic area undor ono coordinatod organizational strategy. T ho hours, regular school bus servi.ce, intercity hus demonstration will 1101 ond until August 1982, but it shows ttiat integration service, and some special services. Before thP. of rum I public transportation and school transportation works in tho physlCill demonstJ."ation, the mobil'ty and transi coordination senso; that cooperation of tchool officials Is Msentinl; that planning for this problems were not unlike those in most rural areas• type of sorvicc takes a lot of time, is very difficult, and Involves considorablo As Horst Krautter, the dil.'.ector of Kommunalent­ planning at the tactiCill levol; that coordination of rural public transportation_ wicklung Baden-Wuerttelnberg, pointed out, "People services can o nly be realized if thure is an Inst itutio n to provide for ·the coord1· used to quarrel about which r outes were profitable nation1 and that thero is significnnt room for more innovation at the planning and which were not and aoout who was to get what lovol ln paratronsit sorvicos. both in Europe and in tho United States. municipal subsidies, licenses, parallel. lines and restricted areas •••• " Many regul.ar-route, puhlic In Septemher 1980, transportation officials from the transit services were suffering from low produc­ state of Minnesota traveled to Stuttgart in the tivity and were subject to heing dropped. Federal Republic of Germany to complete the second With this background, research was begun by the phase of a project between the German government and Federal Mi nistry of Transportation to determine the state of Mlnnesota by exchanging in format ion on whe theJ: it would be pr·ctiC'll to i ntegrate all rural public transportation. The project was spon­ public ransit services in the study area to reali~e sored by the German Marshall Fund of the United the economic advantages of combinin9 parallel vehi­ states, a private U.S. grant-making foundation, cle routes , services, etc., by federal, state , and which was established by a gift from the Federal private providers. This research , conducted by the Republic of Germany as a memorial to the Marshall Kommunalentwicklung Bade.n-Wuerttemherg, produced a Plan. In the first phase of the project during July eport. in September 1976, nt.i.tled Al.ternative Models of Reorqanizing Public Transi·t Systems in 1 q7<l. a German team visited Minnesota to examine P.>!~"'-1 ll:!'."e<'." wi t-.h Low Traffic Volumes· The study transit services in small communities and inno~ative described the nature of service needs in predomi­ rural areas of the state. The German officials nately rural. areas , the role of large communities as g t.hered information on the Minnesota Department of hubs or "pu se centers", the beneficial effects of Transportation Paratransit Pro9i::11111--at that time the higher vehicle productivity rates oo operating f irst statewide para ran!;it program in the Un ited costs, the extensive and uhiquitous nature of public States--to encourage all forms of paratrane;it and school bus systemn (especially he.re where children the largest statewide commitment to paratransit go home for lunch ), and the _J?roblems of coordination nationally. and cooperation between transi operators, adminis­ The purpose of this paper is to descl.'.ibe the trative officials, and neighhoring 9over11111enta . The rural public transportation demonstration ongoing in study also pointed out the problems of developing a Hohenlohekreis, about !;ti km ( 40 miles) northeast of service concept that did not take away from anyone Stuttgart in the state of Baden-Wuerttemberg. The yet ;i.mproved service . The s udy cono1.uded by pro­ German demonstration in Hohenlohe appears to be a posing a regional. p\lhlic transportation model unique efJ:ort in that it integrates public school (Nahverkehrsmodelll that inc luded (a) estructuring traffic into public transportation to achieve the :i;egional public tl.'.amiportation networks to iden ify goals of reducing the overall cost of transportation line-haul needs between major 1>ervice centers and making transportation more useful and attractive (called "middle-level centers"), as well as collec­ to all potential users. What has been accomplished tion and distribution service needs of the "catch­ is the coordination of all rural public transit ment areas of middle-level centers"; (b) integrating (regular route, school bus, intercity bus and rail, school bus service with public transportation (prob­ and elderly and handicapped services) into one ably the key to the whole concept) ; (c) coordinating geographic area undel.'. one coordinated organizational all providers while at the same time ensuring that strategy. The demonstration is being conducted by all private providers maintain a share of the ma rket the Kommunalentwicklung Baden-Wuerttemberg, a commu­ equal to current "licenses", and (d) \'.educing over­ nity development organization in Stuttgart. This all costs to both riders and government through paper provides a general overview of the Hohenlohe improved coordination and consolidation. demonstration. After the completion of the study, a decision was HOHENLOHE RURAL PUBLIC TRANSPORTATION DEMONSTRATION made to demonstrate the concept in Hohenlohekreis • PROJECT IU though the details of the selection process are not available, it is clear that the federal govern­ Hohenlohekreis is roughly the equivalent of a small m1!mt (through the Ministry of Transportation and county in the United States. It contains an area of Ministry of Enucation}, the state of Baden-Wuerttem­ berg, the d s riot parliament of Bohenlohekreis, and 775 km• (300 miles2 ). Hohenlohekreis is essen­ tially rural: Approximately one out of four of the private providers were al involved in the deci­ 83 000 people work in agriculture. The two biggP.st sion• The financial role of the federal government, Transportation Research Record 831 57 Figure 1. Transit routes and service plan for Hohenlohe rural transit demonstration. '!l==-o;.:~=4.... -- ... - ZI ---,zz) / / / Mulfingen I ': 1u ~ z• );····: II SCALE: 1" •approx. 5 kilometers 1, 2, 3, ... 51 • ROUTE NUMBERS = FARE ZONES which guaranteed funds to cover the cost of organiz­ blocks separated by two service interruptions, one ing the demonstration and ensuring that transporta­ in the morning and one in the early afternoon, when tion operators would not experience financial traffic volume is low . .The service interruptions losses, played a key role in the decision to go give drivers a break, as specified in collective­ ahead with the three-year demonstration project. bar gaining agreements. Figure 1 illustrates the service concept that was A uniform zone fare system and schedule ("the implemented in September 1979. The concept within little red book") are two other features of the the demonstration area is built around connecting project• All middle-level centers are linked to the middle-level centers both inside a.nd outside the national railroad system. A large amount of time demonstration area (which receive 66 percent of the was spent actually planning routes, stops, and commuter traffic and 50 percent of the school traf­ waiting times. The implementation of the demonstra­ fic) as well as providing service within various tion wa s delayed a whole year because of the extra zones or "catchment areas" of the centers (circled time requirements of coordinating schedules and areas in Figure 1) . The middle-level .centers oper­ contracts. One important point is that school ate as pulse centers . The stated goals of the starting times were changed (by as much as 30 min) concept are to connect 95 percent of the population to optimize scheduling for the bus. of the area and provide service to all communities The i mplementation of the concept has required that have more than 50 residents (provined no person unusual coopera ion between school administrators, is farther than 1 km or a 1 5-min walk from a bus private operators , local transit administrators, and stop)• The basic route and schedule plan for the mu.nicipal and regional governments. All of these overall service was built around a 3-4-3 system people who were interviewed in the fall of 1980 were (that is, three trips on all routes in both direc­ highly complimentary. tions in the morning, four trips
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