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II.2 Public transport

What is public transport? To answer this seemingly trivial question, this subsection first gives a summary overview of transport in general. Thereafter, the public transport is classified in this and then the demarcation features of public transport are named and its organization (responsible, provider and tariff design) and its technical and planning realization (means of transport, stops, lines, networks, timetables) described. The explanations of all these sub-aspects are based on a selection of general as well as special technical literature.


A General traffic

In its broad and original sense, the term traffic encompasses the manifold manifestations of the social interaction of human actors or, more simply, the relationships between people. Fochler-Hauke ​​(1976) makes this clear by looking at words such as tourism, business transactions, payment transactions or expressions such as "Better Circles". In the sciences that deal with it (traffic sciences and transport geography are particularly emphasized here), transport in the narrower sense refers to all processes that involve a spatial change of the place of persons, goods (material objects) or information (Messages and Data) (Ammoser & Hoppe, 2006). Moving from a source to a destination along these pathways takes place in the simplest case along paths that are pre-drawn, overcoming spatial distances and physical obstacles. Such paths can be described as the edges of networks, which are usually equated with routes of space-based, material transport infrastructures, since the change of location predominantly involves technical aids (vehicles) (Fochler-Hauke, 1976; Nuhn & Hesse, 2006). Other languages ​​(primarily of the Anglo-Saxon language area) and often also the German colloquial language use the term traffic rather in the sense of transport, but its meaning is in the economically motivated process of the actual physical transport of persons or goods settled. For example, it does not cover the simple walking through it, nor does it cover the telephone or the empty run of a bus. Transport is therefore always to be understood only as a component of transport (Ammoser & Hoppe, 2006, Köberlein, 1997). Rarely is logistics misunderstood as synonymous with traffic; However, Ihde (2001) understands this as a comprehensive theory, which deals with the planning, control and coordination of flows of people, goods and information in different systems and thus also includes the traffic, which in turn includes transport.

The necessary prerequisite and at the same time the framework for the course of traffic processes (the ugs plural form "traffic" is to be avoided) forms the transport system (a term that is often wrongly used as a synonym for traffic), which according to Ammoser and Hoppe (2006) covers all the social, economic and technical facilities and principles necessary for transport operations. These include, among others, the transport industry (with the transport companies that serve as producers of services and goods for the transport market), transport policy and public transport administration, the transport sciences and the road users and means of transport, which serve as a driving force for the change of location processes and without which no traffic would be possible. The need for road users to overcome spatial separation is the reason for the existence of traffic processes (Ammoser & Hoppe, 2006). According to Glißmeyer (1985) and Köberlein (1997), an important component of the transport system is also the above-mentioned technical or material transport infrastructures, which are composed of the linear (ie the totality of the traffic routes: road networks, railways, inland waterway, seawater and air traffic roads, Pipelines and telecommunications routes) and the punctual infrastructure elements (ie the respective stops and access points, eg bus stops, train stations, parking garages). In addition to the material, a distinction is also made between staff (traffic management and transport companies) and institutional transport infrastructures (transport-specific standards and regulations). Since transport can take on a variety of forms and plays a significant role in almost all areas of human activity, it can be classified and categorized according to various characteristics. Such distinctions are referred to in the technical literature with traffic types. According to Ammoser and Hoppe (2006), Glißmeyer (1985) and Köberlein (1997), the following determinants can be used as the most important criteria for distinguishing between different types of traffic:

  • subject: passenger, goods or message traffic,
  • Accessibility: Public or non-public transport,
  • Scope: Individual or mass transport, and
  • Spatial distance: Long-distance or local.

In addition, there are the following, less important demarcation criteria among others:

  • executing subject: own or foreign traffic,
  • purpose: professional, service, leisure, vacation, welfare, etc.,
  • weekday: holiday, weekday or weekend traffic
  • means of transport: rail, air, rail, etc.
  • modes of transport: land, air, space, cruise,
  • spatial delimitation: domestic or international traffic,
  • possible connection: direct or broken traffic, and
  • manner of handling: Demand, charter or regular service.

If the objects of change of location processes are persons, then Ammoser and Hoppe (2006) and Glissmeyer (1985) speak of passenger traffic. The causes for its emergence are the individual, economic or social needs of road users to overcome spatial separations. Passenger traffic encompasses all technical, organizational and economic conditions of the traffic processes as well as the persons traveling. Since material objects (if they are not autonomous means of transport) do not operate independently, the technical literature equates the concept of freight transport with goods transport, because it consists in this Always an economically motivated process of the actual physical transport of goods (Ammoser & Hoppe, 2006, Glissmeyer, 1985). Distinguishing features of the transported goods are their type (energy, solids, liquids, gases, bulk goods, bulk goods, oversized goods or heavy loads) and their consignment size (small, mass or heavy goods). The message traffic should actually be referred to as information traffic, since data and messages - the objects of the news traffic - are summarized under the term information. Here are data forms of information that are not redundant and both come from machines and are addressed to machines. Today, a distinction is made between the following types of message traffic: data, letter and small goods, facsimile (telefax), telex (telegram), telephone (landline, mobile and Internet protocol telephony) and broadcasting (ibid.). Public transport is characterized by the fact that the processes and services it covers are accessible to the general public under homogeneous conditions and without restrictions, always taking into account the applicable legal framework. The processes and services covered include public transport, publicly available postal and telecommunications services, supply and disposal services and, most importantly, public transport (Ammoser & Hoppe, 2006, Glißmeyer, 1985, Köberlein, 1997). Responsibility for public transport rests with state institutions, according to Ammoser and Hoppe (2006); It is carried out by special transport companies under certain conditions and regulations, which in particular cover prices and timetables. In contrast to the public, there is non-public transport, to which the above-mentioned characteristics do not apply, since it is only accessible to a limited and specific number of participants - examples are contract and works traffic. Its most important feature, however, is non-public private transport (rarely called private transport). The individual uses one of his / her available means of transport, which can either be motorized or non-motorized respectively consist of their own feet or a mount, and usually decides on their own time, routes and goals to his / her personal To meet traffic needs directly. However, there is also public private transport, such as taxi or rental vehicle traffic in passenger transport (Glißmeyer, 1985; Köberlein, 1997). If the needs of individual road users are superimposed and lead to a high spatial or temporal density of traffic, Glissmeyer (1985) speaks of mass traffic, which is in contrast to individual traffic, although the quantitative differentiation from this is blurred and often fluid: that is Traffic volume according to Ammoser and Hoppe (2006) a quantity for the determination of conveyed / transported / conveyed persons / goods / information at certain spatial and temporal intervals. Almost always in connection with the transport of goods and passenger transport, a distinction is made between long-distance transport and local traffic: the former expresses the realized change of location over »long distance«, the latter over »near« distances, whereby no explicit distance ranges can be defined, since these are too technical, economic and geographical conditions as well as the respective general conditions of the economies. In Germany, on the other hand, the Personal Travel Assistance Act (PBefG) regulates such distance ranges in an arbitrary manner. Public transport within a radius of 50 km or one hour travel time around a local traffic center as a near zone apply. For a long time, the Road Freight Law defined the goods-transportation Nahetz as a 75 km radius around the location of the means of transport, but this regulation was abolished in the late 1990s as a result of the liberalization of the freight market (Ammoser & Hoppe, 2006; Glißmeyer, 1985; Köberlein, 1997). Hackh (1955) divides the local traffic again into settlement traffic on the one hand and district traffic on the other hand, whereby the former covers the traffic processes occurring within a settlement (a local traffic center) and the latter those of a settlement and its surroundings within the Nahzone. Below is a diagram (see Fig. 2-3), which again shows the four most important demarcation criteria and the resulting different types of traffic:


Fig. 2-3 Main types of traffic and their demarcation criteria

B Classification of public transport

The term public transport originates from the Passenger Transportation Act of the Federal Republic of Germany and thus has a specific legal meaning. The requirements of the PBefG are subject to licensing, commercial, generally accessible passenger transport by motorized public transport (or in other forms) to meet local and long-distance transport needs (Köberlein, 1997, VDV, 1992). In addition to local public transport, the PBefG provides for public passenger transport (ÖPFV), which de facto consists almost exclusively of long-distance passenger transport (SPFV), since, for example, the establishment of long-distance bus services is de jure authorized only if the same transport service is not already provided other means of transport is provided. Furthermore, the PBefG divides public transport, which is defined by the fact that its transport cases predominantly do not exceed a travel distance of 50 km or a total journey time of one hour, public public transport (ÖSPV) and local public transport (SPNV), which in turn is governed by the General Railway Act (Ammoser & Hoppe, 2006; Köberlein, 1997; VDV, 1992). In other countries or economies, the definition of public transport (for the sake of simplicity, public transport at local level is now defined as public transport, irrespective of the state in which it takes place), can not be so clearly defined and delineated, although there are some exceptions (including Austria, where there is a very similar legal framework to PBefG). Likewise, there are no international or even global or universal definitions, but the individual components that make up the term public transport have already been explained in detail, since they each constitute a separate mode of transport (see Section A). In addition, public transport in general, and in particular in the vicinity, can be described by a number of tasks and characteristics that it has in most economies (Ammoser & Hoppe, 2006, Köberlein, 1997). For example, public transport services for people traveling by public transport to Ammoser and Hoppe (2006) are generally State-run services in the context of services of general interest, ie they guarantee all citizens a certain basic level of mobility in order to enable them to carry out vital activities. for the most changes in location are necessary (eg, professional practice, shopping, school attendance, etc.). This is especially true for citizens who are for age, economic or other reasons not able to participate in private transport. Hackh (1955) summarizes public transport tasks as:

  • obligation to transport: guaranteeing the general accessibility of services,
  • operational duty: maintenance of operations even in the case of economic losses,
  • timetable: provision of a minimum number of transport activities, and
  • tariff duties : Exclusion of any arbitrariness in the transport tariffs.

According to Bölke (2006), important features of public transport are the possibility of transporting a large number of passengers (or passengers) at the same time, the reduced space requirements for transport routes and means, the reduced fuel consumption and the lower carbon dioxide emissions in comparison to motorized vehicles. individualized traffic; Likewise, statistics show that the risks of accidents in public transport are considerably lower than in other types of traffic. In addition, public transport represents a major social factor for Droste (1976), because it has a significant impact on the quality of life of citizens, but also an economic factor, as it can (if well developed) be stimulating on the development of spaces , Another important aspect with regard to public transport is its predominant feature as a mass transport system (exceptions are taxi or rental vehicle traffic), because with a high spatial or temporal density of traffic, a multitude of advantages are created by pooling transport capacities individual traffic (Ammoser & Hoppe, 2006; Glissmeyer, 1985). This feature is also made clear by the view of the English language, in the use of which the terms "mass transit" and "public transport" are often used interchangeably (Ammoser & Hoppe , 2006). In addition, the following diagram (see Fig. 2-4) underlines this character of public passenger transport in the local and long-distance sector by contrasting it with individual traffic in a scheme which shows the interaction of several types of traffic:

Fig. 2-4 Public transport in the interaction of several types of traffic

C Organizing public transport

As mentioned earlier, the responsibility for public transport in general and public transport in particular rests with state institutions, which consequently act as their carriers (see Section A). As a rule, these are the institutions of transport policy and traffic administration, which by means of various political or administrative instruments create the conditions for functioning public transport in the first place (Ammoser & Hoppe, 2006, Risch & Lademann, 1957). In Germany, for example, the Länder are responsible for the SPNV and the districts or county-level cities for the ÖSPV, which usually form a legal and organizational link in a public transport network in order to be able to carry out public transport in a better coordinated manner. For example, the general rule within alliances is that all public transport services - irrespective of the provider - must be accessible at the same tariff. Furthermore, parallel services of several providers within a network are avoided wherever possible and essential responsibilities are centralized. The area of ​​a transport association (the interconnected area) is usually subdivided into smaller units with uniform tariffs (honeycombs or tariff zones), whereby the total tariff for a service is measured by the number of units traveled (Knieps, 2006, VDV, 1992).

According to Ammoser and Hoppe (2006), the provision and operation of public transport services is normally the responsibility of individual transport companies, although in exceptional cases government institutions can also carry out basic services directly, for example in cases of severe unprofitability. Transport companies have different legal forms of ownership. In Europe, for example, in previous years they were predominantly state-owned or communally owned, but today the proportion of private owners is increasing due to the progressive liberalization of transport throughout Europe (Ammoser & Hoppe, 2006). While these private companies must also provide services of general interest and serve the general interest, they are not subject to the public service obligations set out above. State and municipal companies often appear in the form of public transport companies, ie organizational units for the provision of public transport services. All transport companies have in common the fact that they have to obtain explicit state concessions (permits) for the provision of public transport services; The companies are usually commissioned for nationwide tenders (ibid.). According to the VDV (1992), the legal conditions between transport companies and their passengers are governed either by legally stipulated conditions of carriage or by the terms and conditions of the individual companies. Many transport companies are organized internationally in the Union Internationale des Transports Publics (UITP), the world association of public transport services with more than 3,000 members. The national German equivalent to the UITP is the Association of German Transport Companies (VDV) with more than 500 members.

The (transport) tariff is the compilation of the generally binding charges for passenger transport in public transport, which therefore includes all prices for tickets and any surcharges. Tariffs - as well as the transport companies themselves who set them up - require state concessions and are calculated by the transport companies depending on the cost and demand situation (VDV, 1992). In order to exclude any arbitrariness in the transport tariffs, there is the Tarifpf light in public transport: According to this, every passenger under the same conditions of carriage pay the same fee; In addition, remote areas and metropolitan areas must be treated in the same way as collectives (Hackh, 1955).

D public transport

Public transport in public transport is the name the VDV (1992) names the vehicles available for the carriage of passengers (or passengers). Since they often have to carry a large number of people at the same time (and thus are used in mass traffic), most of them are also considered mass-market vehicles. Modern vehicles, high comfort and a large amount of space are rarely the rule, but characterizing a high standard of service (Glißmeyer, 1985). The following main modes of transport can be used in public transport:

  • Bus (and Metrobus, express bus, shuttle bus),
  • Trolleybus,
  • Spurbus,
  • Taxi,
  • Regional train,
  • Rapid transit / Suburban railway,
  • Light rail,
  • City express,
  • Tram, and
  • Passenger ferry

According to VDV (1992), the term "power bus" is the official designation of a road vehicle in Germany, which can carry more than eight persons, and can also be called bus, bus or simply bus (see Fig. A-1). In public transport, this means of transport has a high percentage of standing space and wide doors for entry and exit. Buses are usually driven by diesel or gas engines; Variants are the minibus (with a capacity of up to 20 passengers), the midibus (capacity about 20 to 40 passengers), the double-decker bus (with two floors) and the articulated bus (Glißmeyer, 1985, VDV, 1992). According to Hackh (1955), the bus's most important role in public transport in large cities is often that of a feeder or distributor for city railways or trams. According to Risch and Lademann (1957), the great advantage of the bus is its freedom of movement, as it can respond dynamically to disruptions or diversions. In addition, no specialized or upgraded roads are necessary for the operation of buses, but it is enough of the existing road network, which is why the bus as a determining mode of transport for public transport in smaller settlements or in rural areas is herovorragend. Separate bus lanes (also: bus lanes) are according to the VDV (1992) from the rest of the lane separated by markings directional lanes, which may be used only by buses in regular service or in addition of taxis and bicycles. More recently, non-standard bus operations have evolved, such as the express bus, which is characterized by increased bus stop distances, reduced cycle times and faster road links, each of which can be either one or more of these features. In addition to the express busses, which are usually operated as supplementary offers, there are usually operated as special lines shuttle buses (also: direct buses, shuttle buses) that operate with little or no intermediate stops between two points, as well as metro buses (intl Busway), an independent offer with short cycle times and long operating times (VDV, 1992). Another special form of bus transport is student transport with school buses, which transport students to the exclusion of other passengers (ibid.). A trolleybus (see Fig. A-2), which is internationally known as a trolleybus, is a non-lane, but tethered, electrically powered road vehicle for use in public transport, which is particularly suitable for small and medium-sized settlements, the have the appropriate infrastructure (Glißmeyer, 1985, VDV, 1992). Buses as well as trolleybuses can operate in sections or permanently on track-like routes and are referred to in this case as a track bus or bus (see Fig. A-3). The special routes are characterized by electronic or mechanical devices (guide rails), which control the transverse guidance of the vehicle and thus keep it in the intended lane. Sometimes - especially when the vehicles used are more like trams - track buses are also referred to as rubber-tired trams (VDV, 1992). Taxis (see Fig. A-4), which fall within the scope of public transport, are specially marked passenger cars (passenger cars) for the transport of persons who are informed by fare displays about the remuneration of the transport. They usually gather at a taxi stand, that is, at a designated by appropriate signage waiting area, where passengers can board. Taxis can also be ordered in the public street area by means of marked call signs. The variant water taxi operates on inland waterways as a small watercraft (Glißmeyer, 1985, VDV, 1992). Although regional railways (see Fig. A-5) differ in some countries (such as Germany) in terms of their range or their legal and construction legal bases, these di ff erences only play a role in an international view of public transport subordinate role. They connect towns and communities in the region, serve rural areas and connect metropolitan areas with their surrounding areas (VDV, 2000). According to VDV (1992), electric or diesel-powered railcars or push-pull trains with locomotives are used as vehicles. In all cases, the existing infrastructures of the railways (see Fig. C-4, C-5) are used, which, according to Adler (1990), consist of steel rails (tracks) permanently attached to sleepers and their bedding on special routes. The world's most common distance between the inner edges of the rails of a track (gauge) is with 1,435 mm the so-called standard gauge. If railroad tracks are electrified, they are in most cases equipped with a catenary (rarely busbars) through which electrical current (traction current) flows, from which electrically driven vehicles can draw their energy by means of pantographs (Adler, 1990). The construction and operating legal basis for regional railways as well as all other railways in Germany within the meaning of the PBefG forms the Eisenbahn-Bau- und Betriebsordnung (EBO). Rapid Rail (S-Bahn) (suburban rail or city rail, see Fig. A-6) and suburban railways (English: commuter rail) serve main traffic axes in metropolitan areas or connect larger cities with their surroundings. The vehicles used are electric railcars or push-pull trains with locomotives, which use the existing infrastructures of the railroads in the surrounding area and, in cities, the railways of the light rail vehicles - consequently there are no independent S-Bahn railways. S-Bahn trains are designed for fast passenger changes and therefore have many wide doors (VDV, 2000, VDV, 1992). The term light rail (see Fig. A-7) de fi nes a city-center means of transport, which represents the further development of a tram with the capacity of a smaller city express train. As vehicles, almost exclusively electrically powered railcars are used, which are based on trams (Glißmeyer, 1985, VDV, 2000). The railways used are, in contrast to those of the railways referred to as a railway body and can according to VDV (1992) occur in three types: • road flush track body, • special railway body, and • independent railway body. As a rule, light rail vehicles use the special roadbeds that run along the public roads, but are separated from them by structural measures, although they can also intersect and have level crossings (see Fig. C-3). Sometimes, the railway bodies run in high altitude or even underground, which is why urban railways are then also referred to as underground trams (U-Strab) (Glißmeyer, 1985, VDV, 1992). The construction and operating legal basis for urban railways in Germany within the meaning of the PBefG is the Ordinance on the Construction and Operation of Tramways (BOStrab), although the traffic routes underlying the EBO are also served, ie the infrastructures of the railways. Stadtschnellbahnen, which operate as electric railcars, mainly connect densely populated areas with areas of central function in metropolitan areas and have the highest passenger numbers of all mass transportation in public transport (VDV, 2000). Among the various types of urban expressways, which in English are called "rapid transit" and internationally known as Metro, include: subways (subways, see Fig. A-8), which run mainly in their own underground tunnels, but also above ground overhead railways), overhead monorail systems (see Fig. A-9, vehicles suspended from individual rails extending above them), magnetic levitation trains (see Fig. A-10, held in suspension by magnetic forces) and monorails (see Fig. A-11, running on individual rails located under the vehicles). The railways used by Stadtschnellbahnen are independent railway bodies which, because of their position and design, are completely separate from the traffic area of ​​public roads, that is to say they have neither intersections with other means of transport nor railroad crossings (see Fig. C-7, C-9, C-10 ). Also the city highways are subject in Germany the BOStrab (VDV, 1992). A tram (see Fig. A-12) - internationally known as a tram - is a predominantly electric, always rail-bound transport, which is useful for public transport within larger settlements (Hackh, 1955). The railways used are typically the road-flush track bodies (see Fig. C-6), which run at the same level as grooved rails within the traffic area of ​​public roads, but special or even independent railway bodies are often used (see Fig. C). 8, VDV, 1992). Even in many cities that have urban highways, the tram is still considered the most important means of public transport (ibid.). Here, too, the BOStrab is valid in Germany as a construction and operational legal basis in accordance with the PBefG. Since streetcars, in contrast to city and city highways, are run on sight, in Germany they are subject to the road traffic regulations while driving on grooved rails (VDV, 2000). A passenger ferry (see Fig. A-13) is a watercraft used to set passengers over flowing or standing waters; a smaller variant is the water bus (Glissmeyer, 1985). Public transport also uses other means of transport which are either less frequent or less important than those already described: public escalators (also: escalators, endless conveyors with step-shaped steps for vertical passenger transport), public moving walks (including: moving walkways; Belts for horizontal passenger transport), public passenger lifts (vertical conveyance), rickshaws (originally two-wheeled passenger transport vehicles, today mostly used as motorcycles or motorcycles), car sharing (organized, shared use of cars), rental cars, cable cars (also : Cable cars, vehicles traveling on steel suspension ropes suspended in the air) and funicular railways which are rail-bound and operate on strongly inclined paths with the help of traction cables (Glissmeyer, 1985). These can be found - together with those already described - in the following table (see Table 2-1), which provides a quick overview of the notions, differences and peculiarities of the means of transport: Table 2-1 Public transport

Transportation [intl.] Traffic route (s) Variants [intl.] Traffic

Bus (and Metrobus [Busway], express bus, shuttle bus)

Road biplane, articulated, midi, minibus

Mass traffic car sharing road / private traffic public moving walk / / mass traffic public escalator / / mass traffic cable car / gondola, chairlift, ski lift mass traffic rental vehicle road bike, car individual transport trolleybus [trolleybus] street biplane, articulated, midibus mass traffic

public elevator / / mass traffic

Passenger ferry Binnen-, Seewasserstraße / Massenverkehr Regionalbahn Rail / Mass Traffic Rickshaw Road Bicycle, Motorcycle [Tuk-Tuk] Private transport S-Bahn / Suburban Railway Rail / Mass Traffic Spurbus Street Bus, Oberleitungsbus Mass Traffic Light Rail City Railways / Massenverkehr

Stadtschnellbahn [Metro] railroad monorail, suspension, magnetic levitation, underground

mass transit

Funicular railway / mass traffic

Tram [tram] rail / mass transit

Taxi road bike [Bodaboda], motorcycle, car

individualverkehr

Waterbus Binnen-, Seewasserstraße / Massenverkehr

Wassertaxi Binnen-, Seewasserstraße / private transport


An important parameter in terms of transport and public transport in general, according to VDV (1992) is the transport performance (also: transport performance), ie the number of passengers carried per kilometer. This is always calculated for selected periods, usually broken down by the means of transport used. In addition to the transport service, the average utilization of the means of transport in percent is often stated as a parameter.

E Implementation of public transport

In order to carry out transport processes, traffic routes are primarily required that form part of the physical transport infrastructure as linear infrastructure elements and thus represent permanently or at least temporarily used space segments that are reserved for traffic processes and in some cases specialized or expanded: roads (also Paths and paths) and railways in land transport, inland waterway and seawaterways in shipping, aviation air- ways and pipelines and telecommunication routes. In their entirety, traffic routes form the edges in a traffic network. Transport networks with their respective traffic routes relevant for the implementation of public transport are the road and rail networks, but also the network of inland waterways (Ammoser & Hoppe, 2006, Köberlein, 1997).

In addition to the traffic routes, stops are also required for the implementation of public transport traffic processes, which as part of the point infrastructure make up the second part of the material transport infrastructure and represent permanently or at least temporarily used junctions in the area. A distinction is made here between traffic condi- tions that make it possible to keep public transport and thus the boarding and disembarking as well as the entry and exit of passengers as structural facilities, and operating conditions that are intended exclusively for the operating service, for example in a depot for vehicle maintenance (Glissmeyer, 1985, Köberlein, 1997, VDV, 1992). Accordingly, the traffic patterns that can occur as stops, stops or berths for ferries and water taxis are always links between public transport and pedestrian traffic, whose attractive design is characteristic of a high standard of service (quality of the sum of the services). in public transport. The difference between stops and stops lies in their connection to different modes of transport: the latter is only used in connection with railways and suburban railways, while the former is used for public transport in the public transport network. Breakpoints also differ from stations in that the latter are on the open track without switches, whereas the former have at least one turnout (ibid.). According to Glißmeyer (1985), further categorization at breakpoints does not take place, but at the stops: • according to the situation in the network and use (see Fig. 2-5): final, intermediate, transfer and stop stations, and • according to type (see Fig. 2-6): Bus stops, stops and caps. Furthermore, there are so-called demand stops, which, in contrast to scheduled stops, are only served when an explicit request for boarding or boarding has been made, and dynamic stops (time islands), which are set up by a temporary blocking of the road with light signals (VDV, 1992). Duplicate stops can be served by two or more vehicles at the same time, allowing for two-way transfers (Glissmeyer, 1985). Holds by holding signs, holding names, line identifiers, directions and names (and symbols) of the transport companies operating them are marked. Their equipment almost always includes a notice board and occasionally a ticket machine, a trash can and a seat and a lighting device (VDV, 1992). If there are storage facilities at a stop, this can be described as covered or as a waiting hall (shelter) according to Glißmeyer (1985) and thus falls into the category of street furniture. In bus traffic, several stops are sometimes combined in a common facility, a bus station, the location of which a) is assigned to certain traffic centers, which b) links several bus routes and which often also allows c) the convenient transition to other means of transport. As a rule, parts of bus stations are bus platforms, roadside provision stations and traffic buildings (Glißmeyer, 1985). In terms of stops, according to VDV (1992), the stop distance (distance between two stops), the stop load (number of passengers entering and exiting each time slot) and the stop density (number of stops per line). There is also the working time and the passenger change time, which together form the bus stop time.

(Bus) pullout


Stops island



Transportation bus tram

Stops Final stop Stopover Transfer stop Transition stop Stop cap

Fig. 2-5 Categorization of stops according to location in the network and use Fig. 2-6 Categorization of stops according to type


The public transport routes are routes in the transport network that establish a regular connection between a source and a destination. Scheduled traffic is characterized by the fact that it usually carries passengers on these lines on schedule, who can get in and out of traffic stops (Köberlein, 1997). Rüger (1978) distinguishes lines according to their shape, whereby their geometric form and their position relative to the settlement center are decisive (see Fig. 2-7):



lines



Center • diameter lines, • radius / radius lines, • ring lines, • tangential lines, and • feeder lines. Diameter Line Biaxial / Radial Line Ring Line Tangential Line Feed Line

Fig. 2-7 Categorization of lines by shape Diameter lines begin and end outside the settlement center and measure it. They often connect areas with strong traffic connections. However, radius or radius lines start outside the settlement center, but end in this. They are primarily the rule in smaller cities and usually end up there in one central location, for example the main train station. Ringlines have an identical source and destination, where they can be routed around a center, out of a center, or into a settlement center. Tangentia lines do not touch the settlement center in their course and occur mainly in large cities and in metropolitan areas. Finally, the task of feeder lines is to bring such passengers to other lines which, for economic or geographical reasons, can not themselves be routed to the area of ​​the feeder line. Both Rüger (1978) and the VDV (1992) differentiate lines according to their type, with the main operating time being the main criterion: • service / special routes (operation on certain occasions or on certain days), • night service (operation only at night), • master lines (permanent operation), • daytime lines (daytime operation only), and • augmentation / supplement lines (peak hours operation). If the guidance of a line deviates temporarily from its normal course, it is referred to as a line variation, the causes of which may lie in crossings to off-shore stops or detours, leading to extensions, shortenings or alternative courses of the line (Rüger, 1978). On the other hand, if the management of a line deviates from its main course in the normal course of business, Rüger (1978) describes this as a deviating line. Its causes are usually the occasional extension of a line by one or more stops at certain times of the day or night (telescopic line) or the alternating operation of different end stops (Y-line). Lines are marked by fixed names such as numbers, letters, words or colors, whereby combinations are also possible as an award (Glißmeyer, 1985). Line parameters are according to VDV (1992) and Glissmeyer (1985) the line load (number of passengers per line per line), the line density (number of lines per line section) and the line length (distance from source to line) destination). In addition, there is the traffic density per line (ratio of passengers carried on a line to the route length) and the traffic frequency, ie the number of vehicles used on the line per period (Risch & Lademann, 1957).

The term "line network" describes the totality of interlinked lines in a public transport area (VDV, 1992). The entire network comprises the lines of all means of transport used, whereas the respective subnets comprise the lines of a means of transport. Rüger (1978) distinguishes two types of line networks, namely the axle network and the branching network. In the axis network, the sections are each occupied by only one line (line density = 1), and only when several axes are superimposed does the density increase (see Fig. 2-8 above). On the other hand, in the case of the branch network, there are several lines on most sections of the route (see Fig. 2-8 below), as the objective here is to offer direct links to as many sections as possible from each section of the route. Although this allows more passengers to reach their destination directly than in the axle network, the cycle times of the individual lines are much longer.

axis network



Verästelungsnetz


Fig. 2-8 Line network types (Source: Rüger, 1978, p. 23 f., Modified) Hackh (1955) makes the design of a line network dependent on various factors, including demand, the population density of the subareas, the economic priorities in the traffic area and its geographical structure. Characteristic of a high standard of service in the line network are low waiting and transfer times, punctuality, good transfer options and favorable station distances, which must therefore also be taken into account in the design (Glißmeyer, 1985). According to Risch and Lademann (1957), a parameter in relation to line networks is the network density (ratio of the total line length of all lines to the area of ​​the traffic area). The term "traffic system" refers to the interaction of a means of transport with its route (ie, if necessary reserved or specialized traffic route), with stops, with lines (nets) and with the passenger service, which is why the term describes the totality of interconnected components (Glißmeyer, 1985; VDV, 1992). Coordinated transport systems complement each other in public transport to form an overall system whose aim is to enable passengers to access traffic connections through intensive links (VDV, 2000).

According to Risch and Lademann (1957), a timetable regulates the use of public transport on the individual lines and thus determines the spatial and temporal order of the driving offers. As a rule, in the form of a numbered timetable, he finds his way to the public notice board (notice boarding timetable) or to the possession of the passengers (pocket timetable) and informs them accordingly about the offered driving possibilities and the duration of the journey (VDV, 1992). According to Risch and Lademann (1957), the following phenomena, which originate from the theoretical or practical determination and depend on the time of day and the day of the week, must be taken into account in its construction, which is more or less complex depending on the type of lines and the means of transport used: Driving, stopping and transfer times as well as demand for space and linking with other lines. Depending on the influence of these peculiarities, the vehicle follow-up time (the schedule of the bus cycle), the composition of the vehicle and the route (in particular on buses) can be adjusted when creating the timetable. In addition, di ff erent weekday, Saturday and Sunday timetables or even winter and summer timetables can be found to cater for the different traffic needs (Risch & Lademann, 1957). In cities, periodic basic timetables (timetables), which are coordinated with the respective average traffic requirements, usually run the means of transport at constant time intervals (cycle times) at all stops of a line. Here, the traffic cycle of the respective demand can be adjusted. If the cycle times are one hour or less, it is called a rigid timetable, they are above it, with a rhythmic timetable. If the cycle times change within one day, then there is a variable schedule (Glißmeyer, 1985, VDV, 1992). As already mentioned above, one of the four public service obligations of public transport is the timetable, which, according to Hackh (1955), means that a certain minimum number of means of transport must be used regularly and on time for passenger transport during a particular day's journey - regardless of their capacity. On the one hand, this obligation gives public transport a competitive advantage over private transport (since passengers can rely on public transport and, as a result, tends to refrain from private transport), and on the other hand fulfills an important operational function (since it allows for orderly traffic).

According to the VDV (1992), a form of public transport oriented more specifically to public transport needs and speci fi c transport needs is the special forms of local public transport - the ÖPN V special forms - all of which are road-bound: • citizens' bus, • line taxi, • call bus, • shared taxi / call taxi, and • trampbus. Citizens buses are regular buses that are established and operated by citizens' initiatives in order to compensate for bottlenecks or bottlenecks in local public transport. They operate on a fixed schedule or on order. Line taxis are taxis or minibuses that are used in regular scheduled service as a substitute for normal means of transport. A call bus is a scheduled service bus, which is characterized by the use of smaller vehicles (small, midi or minibuses) and is requested by the passenger via telephone or (taxi) call bar. Shared taxis are taxis that allow other passengers to board during a journey (they "collect") and therefore usually operate as specially marked minibuses. If the service is carried out by prior appointment (call registration), this is called call taxi taxis, which pick up passengers (one after the other) at certain stops and sometimes drive to their own front door. The difference to the normal taxi is mainly that the departure times and tariffs are fixed. Tram buses (hail & ride) are scheduled buses that can be used on request for exits and exits outside of stops (on the open road) and are especially used in rural areas or in late and night traffic.


Summary:

Public transport Transport can be divided into different types of traffic on the basis of a wide range of characteristics, including passenger (personal locomotion processes), public (public transport) and urban transport (local change over short distances). At the intersection of these types of traffic is public transport, which is characterized by its general interest, is subject to public service obligations and is suitable as a mass transport system. Public transport is the responsibility of state institutions and is carried out by licensed transport companies, which may be both publicly and privately owned. With regard to its technical implementation, public transport requires transport routes (mainly road and rail networks), means of transport in the form of vehicles (predominantly buses, taxis, regional trains, urban railways, city trains and trams) and stops. Public transport is usually operated on scheduled services, scheduled passenger transport on defined routes in the transport network, whereby it is possible to differentiate between different types of line as well as line networks.

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