Holger Floeting

Transport and Communication in Germany

Paper presented at the Habitat II Global Workshop, Transport and Communication for Urban Development, 3-5 July 1995, Singapore

Introduction

The economic performance of regions is, beside many other locational factors, influenced by the extent in which the regions are provided with modern infrastructure. Especially modern transport and communication infrastructures gain more and more importance for business relations as well as in „everyday life“. Transport facilities are still one of the most important locational factors in the process of entrepreneurial decision-making (see Grabow et al. 1995). The access to modern telecommunication facilities is a presupposition for many businesses, esp. the continually growing information industry. The technological progress will influence the development of the entire urban system as well as the single urban form. Just the information and communication technologies are stimulating the economic restructuring towards the so called information society, which will have enormous effects on urban areas. Only the change in occupational structures – the continually decreasing number of manufacturing jobs and the increasing share of service jobs – will lead to new urban forms, in many ways different from the well-known pictures of industrialized urban areas. The number of jobs in „footloose industries“ is growing. Recent studies estimate potentials of up to 70 percent of all jobs in Germany not being tied to specific locations. According to these studies only the primary economic sector has small potentials for the „virtualization“ of workplaces. Even in manufacturing only 5 to 45 percent of the jobs are not footloose, whereas in service industries there are only 10 percent (Handelsblatt 05/16/95).

Lately we can observe the convergence of transport and telematics. The „informatization“ of the city itself continues. Cities will be provided with new technical infrastructures (like metropolitan area networks, electronic transport management systems, electronic public services etc.) to secure the increasing „flow of informations“. „Intelligent cities“ are planned, which focus more on international interdependencies than on regional embededness. Even if sometimes these hightech „labels“ only seem to be marketing tools for megaprojects, these projects will influence the urban fabric significantly only because of their size. Diverse forms of teleworking (homework, satellite offices, shared facilities, flexible work arrangements) will have different effects on transport needs (number and length of trips, modal split, peak-hour traffic etc.) and the urban form. The development in the spheres of transport and communication in general seems to lead to an increasing process of speeding up, linked with plenty of chances and risks especially for urban areas, being on the forefront of technological advancement.

Transport – Changes After Unification

After Germany's unification and the political change in Eastern Europe transport patterns in Germany have been transformed completely.

New Patterns in Long-Distance Transport

The former predominance of north-south directed long-distance transport has been changed to the east-west direction, reanimating pre-war transport relations. Existing transport infrastructure has to be improved, cut links have to be restorated and new constructions are needed in some cases. The focus of transport infrastructure improvement is on the high speed long-distance networks.

In 1990 the transport networks densities have been relatively high. Comparing the networks densities in both parts of Germany at that time, East-Germany was better equipped with railroads and West-Germany was advantaged in long-distance roads and freeways („Autobahn“).

Transport Network Densities 1988/89
Infrastructure	West Germany		East Germany
Infrastructure	Source: Henckel et al., 1993, S.295
	km/km²	km/1000 inhabitants	km/km²	km/1000 inhabitants
Railroad	0,12	0,49	0,13	0,85
Long-distance roads	0,70	2,82	0,44	2,87
Freeways	0,04	0,14	0,02	0,11

Nevertheless there have been only small differences in network densities whereas the quality of roads and railroads differed significantly between both parts of the country. Only 29 percent of East-Germanys railroads were electrified compared to 42 percent in West-Germany and less than one third of the railroads in the east were double-tracked compared to 44 percent in the west. Because of the bad technical conditions of East-Germanys railroads, travelling speed was up to 30 percent lower than in the west. This lack of quality was noticed esp. in inter-urban transport and in urban areas self (whereas the higher density of the network in rural areas was in some cases an advantage):

the quality and reliability of long-distance rail transport between the urban areas in East Germany was in general poor,
the railway transport in urban areas was heavily depending on restorated but less modern pre-war infrastructure (tracks, signaling systems etc.)

The road network was as well in bad shape, so that only 45 percent of the roads could be passed over without technical caused restrictions (Henckel et al. 1993). Compared to West Germany there was a lack of peripherals and a lower standard in technical equipment (e.g. traffic lights).

Air travel in Eastern Germany was mainly concentrated on international flights at four airports (Berlin-Schoenefeld, Leipzig, Dresden and Erfurt) , therefore it was used by only 2.4 mio. passengers compared to 80 mio. in the west (Henckel et al. 1993). The inter-urban transit was focussed on railways.

Short after the opening of the intra-German borders the provisonal reconstruction of „missing links“ between the eastern and western transport networks started within the framework of the Federal Ministry for Transport „Gap-Bridging“-program („Lueckenschlussprogramm“). After unification the program „Transport Projects for German Unification“ („Verkehrsprojekte Deutsche Einheit“) was set up, containing 17 single projects. Main objectives of the program are:

to improve the East-German transport infrastructure in general,
to create high-quality transport facilities between the business centers in the eastern and western part of Germany,
to diminish problems caused by intra-urban transport,
to improve the locational advantages for investors,
to create jobs.

Transport in Urban Areas

Urban areas are the focal points of transport. The most important change of urban transport in East-Germany is caused by the increasing car-ownership rate. Because of the low car-ownership rate before 1990 a dense public transport network was essential for commuting. Suburbanization in the east was much lower than in the west, because of infrastructural shortages, the lack of single family detached housing areas and less mobility in locational decisions of businesses. Public transport was heavy subsidized. But quality and reliability was poor as in the other mentioned fields of transport.

Meanwhile the situation in East Germany has completely changed:

The predominance of railways in transporting goods has been shifted to road transport like in the west, where the modal split has been reversed completely since the 1950s. In 1950 56 percent of the freight was transported by railway and 20 percent on the road whereas in 1990 57 percent are delivered by truck and only 20 percent are railway cargo (Floeting/Henckel 1995).
The car stock increased from 3.9 mio. in 1989 to 6.2 mio. in 1993, that means an car-ownership rate of more than 400 car per thousand inhabitants in East-Germany compared to 500 in West-Germany (BMBau 1993). The rates in German cities vary from about 300 to 530 cars per thousand inhabitants, with generally higher rates in smaller cities (Enquete-Kommission 1994).
The increasing car stock is accompanied by rising car transport volumes in East-Germany. The volume increased from 43 to 63 bil. vehicle-km in 1993 compared to 421 bil. vehicle-km in West Germany.
The number of public transport passengers in the „new Laender“ in opposition to that halved (BMBau 1993).

The role of public transport in Germanys urban areas is in transition. Whereas the number of passengers in East Germanys public transport decreased, in the last years West Germanys public transport showed growth rates of up to 5 percent p.a., especially in rapid transit (S-Bahn). The road transport increased by about 100 mio. passengers p.a. (BMBau 1993). According to an survey of all German cities with more than 400000 inhabitants and selected smaller cities in 1991, the modal split share of public transport varied between 13 percent and 45 percent. Highest shares are reached by the big cities in the „old Laender“ (West-Berlin, Munich) with good public transport facilities and less scattered big cities in the „new Laender“ (Leipzig, Dresden) with small motorisation rates. A good share of public transport is not only reached by the biggest cities, even cities with 50000 to 500000 inhabitants have an public transport share of 13 percent to 36 percent. Especially the smaller cities with good public transport facilities like Freiburg and Karlsruhe in the „old Laender“ or „Weimar“ in the „new Laender“ have higher shares (Enquete-Kommission 1994).

One of the most important problems of transport in urban areas is congestion and their negative impacts. The costs in political ecomomy terms caused by congestion in Germany are estimated by a current study to 240 bil. DM per year. The general opinion that congestion problems in urban areas are mainly caused by the increasing number of travels is wrong. In most German cities and nationwide the number of travels since 1950 increased only according to the population increase. Whereas the number of travels remained at the same level the trip lengths and thereby the modes of transport changed. Many trips that were carried through on foot, by cycling or by public transport in the 1950s are made by car today. Whereas in 1960 the share of „non-motorised“ trips in Germany was 60 percent, in 1990 only 36 percent are made on foot or by cycling (Apel et al. 1995). The motor car transport requires about 10 to 20 times more space per passenger and additional parking lots. But in urban areas, esp. in central business districts land is a scarce ressource, for environmental reasons the use of natural land should be limited (see Apel et al. 1995), for that reasons private car transport is less compatible to urban structures (of higher densities). There are also significant negative impacts on living conditions by car traffic like pollution, noise emission, accidents, inconveniences for pedestrians, negative impacts on the social and ecological functions of public streets and places (street life, playground, microclimate etc.) (Apel 1994).

„Environmental-Friendly“ and „City-Compatible“ Transport

There is a change of attitude towards transport matters taking place. The focus shifts from „unlimited transport facilities“ to „sustainable mobility“. Many municipalities stated that „sustainable mobility“ is feasable only by

reducing the necessity for transport in general (e.g. by encouraging mixed-use developments, higher densities etc.),
integrating spatial development planning and transport planning (e.g. by concentrating new development along public transport corridors and nodes),
supporting a strong public transport (e.g. by providing rapid transit facilities, bus lanes etc., by affordable transit fares and a simple fares system etc.)
promoting the integration of public transport and other urban-compatible modes of transport (cycling, walking),
defining necessary restrictions for private car commuters to secure economic necessary transport like freight and service transports (e.g. by setting up delivering zones, short time parking lots, increase commuter parking fees, improving traffic survey measures) and to limit the negative impacts of car transport in general,
developing new freight logistics in urban areas (integrating rail transport, avoiding unneccessary transports, diminishing noise and pollution etc.),
improving the design of streets and places according to the different needs for transport facilities, business and housing environments, public spaces, ecological functions etc.

The developing telematic applications and the convergence of telematics and transport are offering new chances as well as new risks on the way to „sustainable mobility“ and to „suitable“ urban forms.

Communication – Technological Advantages and Application Problems

The German telecommunication market is determined by a very high market dynamic. The market for telecommunication services and telecommunication equipment shows growth rates of 10 percent resp. 3 percent p.a.

High Tech Communication Infrastructure

The technological standard of the telecommunications networks in Germany is a principal strength:

the number of ISDN lines is high; the turnover of German Telekom's ISDN services increased from 52.5 mio. DM in 1990 to 2.5 bil. DM in 1993,
the density of Deutsche Telekom's fiber network is one of the highest in the world; 1994 the length of fibers increased amounted to 1.4 mio. km only in the long distance network (DBP Telekom 1994); the private competitors of Deutsche Telekom have also fiber networks at their disposal, e.g. Viag-Bayernwerk (4000 km), RWE (2000 km) or Deutsche Bahn (2000 km) (Wirtschaftswoche 25/94).
since 1990 the telecommunication infrastructure in the „new Laender“ was improved, so that in some fields (like digitilization, fiber-to-the-home-lines, wireless telephone lines) the technological equipment is even more advanced than in the „old Laender“.

The investments in telecommunications in Germany in 1992 were the highest in the EU member states including Finland and Sweden. The total annual gross investments in telecommunications between 1990 and 1992 in Germany amount to 8.3 percent of GDP (Siemens AG 1994).

Telecommunications Supply

In West Germany there are about 33 mio. telephone lines (1993), in East Germany there are about 4 mio. The number of ISDN channels increased from about 15000 in 1989 to 1.1 mio. in 1993 and the growth rates have increased, so that by October 1994 the number has reached 1.65 mio. (Funkschau 2/95). Especially in East-Germany many enterprises have planned to set up ISDN channels, in some cases to overcome shortages in the analog telephone network (Floeting/Schulz 1995). The Datex-J/Btx service has now, after several years of even lower numbers of subscribers, about 500000 clients. One of the most dynamic telecom markets is mobile communication. Although Germany stays behind other European countries (like Scandinavia, UK or Switzerland) in the field of mobile communication the number of mobile phones increased from 700000 in 1992 to about 2.25 mio by the end of 1994, two thirds in digital networks (DB Research 1994).

Multimedia Pilot Schemes in Urban Areas

Deutsche Telekom operates also the largest cable-tv network in Europe giving access to about 60 percent of all German housholds, having about 38 percent of all households as subscribers by the end of 1993 (DB Research 1994).

The cable-tv network consists of a large number of local networks mainly focused on the large urban areas. In six local networks pilot schemes for interactive television-based multimedia services are set up now. The service supply will consist of modified „classical“ tv and radio services like pay per view, pay per channel, pay radio, near video on demand, video on demand, new tv-based services like homeshopping, interactive realtime applications like interactive videogames and business orientated services like data transmissions for telecooperation.

All multimedia pilot schemes are set up in urban areas with different spatial focuses from innercity to conurbation scale.

Application Problems

There is a lack between the advanced state of technology and the state of customer-oriented service supply:

customers demand for an one-stop-facility to purchase standard and individual designed telecommunication solutions whereas the main carrier's marketing is more technology driven,
telecommunication charges are higher than in many other European countries (esp. for business relevant services like long-distance and international calls, leased lines etc.).

The monopoly in the main fields of telecommunication services support these attitudes towards the customers.

There is also a general gap between the supply of technology in telecommunications and the use of new technologies esp. in SME. The lack of supplied lines is only in few cases (mainly in East-Germany) the reason for not using advanced telecommunication services.

Spatial Differences in Telecommunication Supply

In general the economically most dynamic regions in Germany are also the most favoured concerning telematic supply as the example of multimedia pilot schemes shows. Allready supplied more advanced telecommunication services (electronic data interchange, leased lines etc.) are more frequently used in conurbations due to the predominance of business services in these regions. Basic telecommunication services are ubiquitous in Germany's „old Laender“. Regional differences in telecommunication costs of firms are the result of distance-depending charges. Therefore firms out of the core regions have to spend a greater share of costs for telecommunication.

In the „new Laender“ there is still a lack of lines and services. The gap of supply between the „old“ and the „new Laender“ is continually decreasing: The number of telephone lines in the „new Laender“ per 100 inhabitants increased from 10.1 in 1990 to 30.5 in 1994. Despite the increase the number is much lower than in the „old Laender“, where more than 50 percent of the inhabitants have a telephone line (DBP Telekom 1994).

Deutsche Telekom in East Germany serves business customers first. Nevertheless the restrictions in the supply of telecommunication lines and services (esp. more advanced services and multiple lines) are influencing the competitiveness of firms in East-Germany, esp. of SME's. Besides the generally lower number of telephone lines in the eastern part of Germany there are also regional differences in the supply. Berlin and the old-industrialized southern parts of the „new Laender“ are better provided with telecommunication infrastructure than the more agricultural structured northern regions (Floeting/Schulz 1995).

In the long run East-Germany will have one of the most modern telecommunication networks in Europe at its disposal. The digitalization of the long distance telephone network is already finished and ISDN lines are available in each local network. In more than 60 percent of the local networks the renewal has started. Another example for the soon advantage of East Germany in telecommunications: the technologically most advanced multimedia pilot scheme is planned for Leipzig, East Germany.

In 1995 1.2 mio. customers in the „new Laender“ will have a fiber-to-the-home-line. There are pilot schemes of fiber-to the-home-lines in Bremerhaven, Lippetal, Collogne, Frankfurt/Main, Nuremberg, Stuttgart and Leipzig, in many local networks, also concentrated on East-Germany, the extension of fiber networks started like in Wismar, Neubrandenburg, Brandenburg, Berlin, Magdeburg, Cottbus, Halle, Leipzig, Gera and Dresden (DBP Telekom 1994).

New Information and Communication Tasks in Communities

The restructuring of the telecommunication market because of deregulation and technological change is linked to considerations of the local authorities concerning new municipal information and communication strategies. The municipal activities are addressed to several fields of action:

at first local authorities themselves, aiming to increase the administrative efficiency, to improve the networking of different departments, to establish information management measures and to give easier access to informations as well as to foster public participation;
the different topics of local government actions from housing and business matters to transportation and environmental issues;
directly linked to deregulation is the question of local telecommunication networks and the concerning role of local authorities. The municipal communication networks are used up to now because of juridical restrictions only for administrative matters and the intra-administrative communication. Municipal communication networks in many cities consist of copper-, fiber- and coax-cables of some hundred kilometres length and wireless networks. Considering deregulation measures besides the energy suppliers (Veba, RWE etc.) and the national railway (Deutsche Bahn AG) communities are also important owners of „alternative networks“. Based on these municipal infrastructure recently some „city telecom carriers“ have been founded like in Cologne, Duesseldorf or Frankfurt (see Eltzschig et al 1995). In some cases the new telecommunication infrastructures in urban areas are included in wider information and communication strategies of the states like the cities of Nuremberg and Munich in the context of the „Bayern online“ network in Bavaria (Bayerische Staatsregierung 1995)

The Convergence between Transport and Communication in Urban Areas

According to recent estimates of the Federal Ministry for Transportation the transportation of goods in Germany will increase by 78 percent until 2010, passenger transports will increase by 32 percent (Sueddeutsche Zeitung 04/06/1995). Although a significant share of these increases is the result of transeuropean transports, especially urban areas are effected by the increase in transportation and in particular road transport.

Telematics and the Ecological Perspective of Transport in Urban Areas

In a joint paper the Association of German Cities (Deutscher Staedtetag) and the Association of German Transportation Enterprises (Verband Deutscher Verkehrsunternehmen) call for ecological responsible transport politics in urban areas (DST/VDV 1994). Refering to that paper environmental orientated transport management has to be linked to integrated city and transportation planning with the objectives of:

avoiding unnecessary transport,
shifting necessary transport to more „environmental-friendly“ modes of transport (pedestrians, cyclists, public transport),
diminishing negative effects of „economically necessary“ transports.

The convergence of information and communication technology and transport technology offers a wide range of facilities for new transport management applications. The above cited paper indicates pushing and pulling measures supported by telematics applications for an active design of transportation in urban areas. The measures are focused on public transport. According to that paper other telematic applications like route guidance systems for motorised individual transport should only be considered „in the last position“ because of their „stabilising effects on existing transportation behavioural patterns“ and the „financial restrictions on federal, state and community spending„. Whereas improving railroad transport by using telematics is estimated as „desirable„, the further extension of road capacities especially in the large conurbations „does not agree with the interest of the cities“ (DST/VDV 1995, p. 3).

Measures and Telematic Applications for an Active Design of Transportation in Urban Areas
Measurers	Telematic Apllications
Source: DST/VDV 1994, own compilation.
Pulling creating „pedestrian- and cyclist-friendly“ environments increasing the attractivity of public transport improving transportation for business and residents purposes establishing mobility consulting facilities Pushing parking management juridical restrictions regulations „according to market economy„	traffic light controling systems for privileging public transport computer controlled operation systems for public transport control facilities for limiting access of motorised individual transport to restricted areas and privileging public transport dynamic passenger information systems in public transport online transportation information systems fleet management systems city logistics for road transport of goods tools for optimizing logistic transport chains applications for enterprise cooperations in „combined-transport“ facilities

Electronic Transport Management Projects in Urban Areas

Whereas for fleet management in freight transport the use of telematic applications seems to be more and more common, telematic applications for public transport and motorised individual transport are scarce. Especially telematic applications for cooperative transport management as regional measures including different modes of transport are only lately in the process of introduction. Examples for telematic based transport management systems in urban areas in Germany are the „Copilot„-System in Berlin, the „FRUIT„-project in Frankfurt/M., the „Move„-System in Hannover and the „STORM„-project in Stuttgart.

The „STORM“ (Stuttgart Transport Operation by Regional Management„)-project for example was initiated in 1990. It will function as testbed for the results of the European technology program „Prometheus„, and is now financially supported by the European Unions „Drive„-program. Since the beginning of this year „STORM“ works on a test base. The project is a cooperation of the Ministry for Transport in Baden-Wuerttemberg, the city of Stuttgart, the regional televison and radio station (Sueddeutscher Rundfunk) and several enterprises of the electronic and vehicle industry under the conduction of Daimler Benz AG. The main objectives of „STORM“ are to offer travel informations, an individual route guidance system, dynamic park&ride informations, informations on transport connections, fleet management and an emergency call system. The systems data base include informations from the operation centers of rapid transit lines and light rails, traffic lights, freeways, the city's existing parking guidance system and the information center of Stuttgart's airport. Potential customers for STORM are not only car drivers but also public transit customers getting their information via information columns. The service is available in seven languages. Other systems components are displays for the information of bus drivers at bus stops to secure connections between rail and bus. An important part of „STORM“ is the emergency call system. In an emergency case it takes usually about 13 minutes in the city and 21 minutes in the outskirts from accident till the arriving of an emergency car. Nearly half of that time is needed only for getting the message to the emergency operation center. The emergency call system of „STORM“ is based on an emergency kit in the private car linked via mobile phone to the emergency operation center. In the case of an accident it transmits automatically (controlled by a collission sensor) the necessary data (position, loads etc.) to the emergency operation center. Thereby the time for getting help will be halved (Daimler Benz 1995).

Conditions for Introducing Telematics in Urban Transport

The above mentioned paper of the Association of German Cities (Deutscher Staedtetag) and the Association of German Transport Enterprises (Verband Deutscher Verkehrsunternehmen) names conditions for the introduction of telematic applications in transportation:

The success of electronic information systems in urban transport depends on citywide availability and the cooperation with neighboring cities. Federal standards are necessary to secure the compatibility of the different systems to build a base for an inter-community transport management system. The associations of communities have to be included in this process.
Telematics applications have to support the privileged role of public transport in urban areas. Public transport authorities have to be included in the development of telematic systems, even in the planning stage.
The programming of transportation planning conditions in electronic based transport management systems has to be fixed only by the communities.
There should be no priority for the extension of road capacities by introducing electronic transport management systems, leading to increased motorised individual transport. The shifting of traffic into residential areas has to be avoided.
Information technologies have to be introduced without new financial burdons for the communities (DST/VDV 1994).

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