Von der Bahnreform zur ÖPNV-Strukturreform: Mehr Gestaltung und Kosteneffizienz im ÖPNV

摘要

Die Bahnstrukturreform 1994, verbunden mit der Regionalisierung des Schienenpersonennahverkehrs (SPNV), hat die Bedingungen, unter denen der SPNV verantwortet, gesteuert und betrieben wird, grundlegend verändert und verbessert. Eine entsprechende Strukturreform für den „übrigen", straßengebundenen ÖPNV steht bislang aus. Dabei ist sie die logische Konsequenz der Bahnreform und sollte rasch erfolgen.%The 1996 railway reform has, in the case of public shorthaul rail passenger transport, led to the introduction of an element of competition for the allocation of public funds on a regional basis. A similar reform initiative aimed at passenger transport by road has not worked out. Efforts, by law, to grant more freedom of scope to public authorities and to introduce a system of bidding for public funding, could not be put into effect as the agencies responsible for issuing transport licences, have been overtaxed by the sheer volume of work. The creation of a common internal market within the EU is going to revolutionise existing market structures. It will be vitally important to transfer the many different forms of public funding - allocated by an array of state organisations to carriers engaged in public shorthaul transport - to one central body. The public funding methods used for vehicles, the transport of pupils/students, and the furtherance of co-operation in regional transport etc., have proved not to be ideal and there is evidence of inefficiency. A new system of financial support for public shorthaul transport has to give consideration to the pattern of service on offer and the benefits for customers arising from it. After all, brand new buses are not sufficient to win the patronage of users if the product of a transport company does not meet travel demands overall.