Federal Transport Infrastructure Plan 2030

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Ongoing and fixed projects as well as the urgent need for motorways in the Federal Transport Infrastructure Plan 2030

The Federal Transport Infrastructure Plan 2030 ( BVWP 2030 ), until March 2016 referred to as the Federal Transport Infrastructure Plan 2015 ( BVWP 2015 ), is the current version of the Federal Transport Infrastructure Plan, the central plan for the construction and expansion of supra-regional transport routes in Germany.

The Federal Ministry of Transport and Digital Infrastructure developed the plan and carried out a strategic environmental assessment (SEA) in accordance with Section 14b in conjunction with Annex 3 number 1.1 of the Act on Environmental Impact Assessment . The public participation took place from March 21st to May 2nd, 2016. The Federal Transport Infrastructure Plan 2030 replaced the 2003 Federal Transport Infrastructure Plan adopted in 2003 . The Federal Transport Infrastructure Plan is the federal government's central and cross-transport planning instrument for transport policy, the “most important control instrument for transport infrastructure policy”. The BVWP 2030 is to apply until 2030. In June 2012, the federal government announced that it wanted to increase public participation compared to the previous Federal Transport Infrastructure Plan 2003 in order to improve the acceptance of investments in transport infrastructure.

The preparation of the work was delayed several times. A draft bill was submitted for public participation. The Federal Cabinet adopted the Federal Transport Infrastructure Plan 2030 on August 3, 2016.

On the basis of the project lists of the Federal Transport Infrastructure Plan 2030, the requirement plans for the federal trunk roads, the federal waterways and the federal railways were drawn up. They came into force as annexes to the associated expansion laws at the end of 2016.

Surname

In the previous federal traffic route plans , the year of adoption was included in the name. This was initially planned for 2015, which was ultimately delayed until 2016, in particular due to the new, strong participation of the federal states and the population. With the publication of the draft bill, the year of validity was changed for the first time to 2030. So the plan should then be updated.

Cornerstones

The preparation of the Federal Transport Infrastructure Plan 2030 was characterized by the following five key points:

Clear financing perspective
A timing was made between the provision of the necessary financial resources and the projects listed, so that the implementation of urgent measures by 2030 is possible.
Preservation before expansion and new construction
About 70% of the planned financial resources will be used to maintain the infrastructure (BVWP 2003 56%).
Strengthening the main axes
In order to improve the efficiency of the entire transport network, the BVWP 2030 provides for the main axes to be strengthened. Around 87% of the planned financial resources flow into projects that are of supraregional importance.
Elimination of bottlenecks
It is also important to remove bottlenecks on main traffic axes. This applies to around 2000 kilometers of motorway and around 800 kilometers of track.
Broad public participation
For the first time, citizens had the opportunity to participate in the drafting of the BVWP, for example by submitting their own project proposals.

Political goals

The coalition agreement between the CDU, CSU and FDP for the 17th legislative period contained the declaration of intent to develop a new basic concept in preparation for the next BVWP. In the light of the coalition agreement for the 18th electoral term , the basic concept should be revised again. In their coalition agreement for the 18th legislative period, the CDU, CSU and SPD agreed the following goals for the BVWP 2030:

  • For particularly urgent and supra-regionally important projects that are to be implemented quickly, a “national priority concept” is to be defined both in the BVWP and in the expansion laws for the transport modes rail, road and waterway.
  • In future, 80 percent of the funds for new construction and expansion are to flow into these projects as a target. This includes the expansion of heavily loaded nodes, seaport hinterland connections and main axes, the closing of important supraregional network gaps and the integration of trans-European transport axes and those agreed in international agreements.
  • A reliable financial basis is to be created for the federal transport infrastructure.
  • In the course of the legislative period, the federal funds for transport infrastructure are to be increased substantially. Five billion euros in federal funds are to flow into the transport infrastructure.

Procedure

Time schedule

The establishment of the BVWP 2030 was initially planned with the following five phases:

  1. Beginning of 2011 to the end of 2013: Concept phase to create the basic concept and revise the assessment methodology,
  2. Beginning of 2011 to end of 2013: forecast phase for the creation of global and sectoral forecasts,
  3. End of 2011 to end of 2014: Evaluation phase for the development of network deficiency analyzes, the project definitions and for the preparation of the environmental, benefit-cost and urban development evaluation,
  4. Beginning of 2011 to mid-2015: Participation phase with time-differentiated involvement of the departments, the states and the public through associations and citizens,
  5. Beginning of 2015 to beginning of 2016: Decision phase for the cabinet resolution on the BVWP and for the adoption of the expansion laws by the German Bundestag.

The chronology of the further course shows that the original schedule could not be kept.

  • January 2014: The plan was to complete the participation and coordination phase, including public participation, by the end of 2015.
  • April 2014: A completed draft and a cabinet resolution on this were expected in the second half of 2015.
  • February 2015: It was planned to submit the first ministerial draft to the public consultation process in autumn 2015.
  • September 2015: The ministerial draft should be available in early November 2015.
  • November 2015: The date was postponed to the beginning of December 2015.
  • December 2015: With the agenda for the 53rd meeting of the Committee on Transport and Digital Infrastructure on December 2, 2015, it was clear that further delays are to be expected. In the original summons dated November 25, 2015, the draft bill for the FTIP 2015 was not even mentioned as an item on the agenda. Only in the second supplementary notification of December 1, 2015 was item 10 of the agenda “Federal Transport Infrastructure Plan 2015” added.
  • End of 2015: A publication was expected during the first quarter of 2016. The environmental report from the strategic environmental assessment, which was to be published together with the draft bill, was missing.
  • January 2016: The Ministry has extended the period for submitting the documents to the first half of 2016.
  • February 2016: It was initially announced that the draft of the federal transport infrastructure plan should be published after the state elections in March 2016. Dorothee Bär, Parliamentary State Secretary, specified this for the week before Easter, which Minister Dobrindt confirmed on February 19, 2016.
  • March 2016: a special meeting of the Transport Committee was scheduled for the day the draft bill was published.

The rest of the time is shown below:

  • March 21, 2016: Start of interpretation / online publication of the draft bill and the environmental report
  • March 21, 2016: Start of public participation
  • May 2, 2016: End of public participation
  • August 3, 2016: Cabinet decision
  • September 2016: Referral of the BVWP to the Federal Council
  • September 22, 2016: First discussion of the drafts submitted by the Federal Government in the plenum of the German Bundestag
    • of a sixth law amending the law on highway expansion
    • of a third law amending the Federal Railways Expansion Act
    • a law on the expansion of federal waterways and amending the federal waterway law
  • 24.-26. October 2016: Special meetings of the Transport Committee
  • 7th-9th November 2016: public hearings
  • November 30, 2016: Final deliberations and adoption in the Transport Committee
  • December 2, 2016: Voting in 2nd and 3rd reading on the expansion laws in the Bundestag

When drawing up the BVWP, the following planning periods were used as a basis for the individual modes of transport:

  • Rail: 7 years
  • Street
    • Line determination procedure: 18 months
    • Draft planning: 12 months
    • Planning approval procedure: 36 months
  • Waterway: Project-specific assessment by the waterway and shipping administration

Project registrations

Proposals for infrastructure projects of DB Netz AG could be submitted by September 30, 2013. Proposals for federal waterways could be submitted to the Federal Ministry of Transport by March 28, 2013. For road projects , the federal states could submit their proposals by the end of 2013.

At the end of May 2014, the registered projects were published on the Internet. The construction and expansion of motorways and trunk roads involved around 1,500 proposals, 1,000 proposals were received for rail projects and 46 proposals were made for the expansion of inland waterways.

Projects of the countries

As of September 5, 2014, 1,864 individual projects were registered. 161 projects came from the 2004 requirement plan and were incorporated directly into the 2015 BVWP. A total of around 2000 projects were examined, of which around 1000 were included in the overall plan. The road construction projects are listed separately according to the federal states and assessed individually.

Current federal highways projects and those proposed for the Federal Transport Infrastructure Plan (as of September 5, 2014)
state new
projects to be examined		 Current projects from the
2004 requirements plan
Baden-WürttembergBaden-Württemberg Baden-Württemberg 154 23
BavariaBavaria Bavaria 325 19th
BerlinBerlin Berlin 2 2
BrandenburgBrandenburg Brandenburg 76 9
BremenBremen Bremen 6th 2
HamburgHamburg Hamburg 7th 3
HesseHesse Hesse 176 13
Mecklenburg-Western PomeraniaMecklenburg-Western Pomerania Mecklenburg-Western Pomerania 30th 5
Lower SaxonyLower Saxony Lower Saxony 220 15th
North Rhine-WestphaliaNorth Rhine-Westphalia North Rhine-Westphalia 317 27
Rhineland-PalatinateRhineland-Palatinate Rhineland-Palatinate 87 14th
SaarlandSaarland Saarland 8th 1
SaxonySaxony Saxony 74 7th
Saxony-AnhaltSaxony-Anhalt Saxony-Anhalt 89 6th
Schleswig-HolsteinSchleswig-Holstein Schleswig-Holstein 22nd 7th
ThuringiaThuringia Thuringia 110 8th
GermanyGermany Germany 1,703 161

At the beginning of October 2013, the Baden-Württemberg state government reported 158 highway construction projects with a cost volume of 11.2 billion euros. The state made a prioritization in which 40 percent of the traffic flow was included, 15 percent of costs, impact on people, the impact on the environment and the impact on traffic safety were taken into account.

On March 12, 2013, Bavaria had drawn up a list of 184 projects divided into 398 sub-projects, which covered a route network of 2,000 km with an estimated financial requirement of 17 billion euros. Around half of this route network involved extensions or new buildings (124 and 274 sub-projects, respectively). Expansion measures for motorways (72 sub-projects) covered around 600 km and the 220 bypasses totaled around 700 km.

Rail projects

In 2013 the railways, federal states and other projects were able to propose. The original 1,000 suggestions were reduced to 428 (as of Feb. 2015) by deducting duplicates and projects already in use. These projects were then evaluated.

Evaluation process

After the project registrations had been submitted to the BMVI, they were first checked and assessed in terms of use-cost-analysis , spatial planning , urban planning and environmental and nature conservation . The route plausibility check was used to provide a realistic estimate of the investment costs. The environmental report on the draft bill states: “It must also be checked whether the technical design (route, structural elements such as bridges, tunnels, possibly special animal crossing aids) to be assumed for the project evaluation and the assessment of the environmental and nature conservation effects is realistic. “A complete review was to be applied to regional planning procedures (ROV) or line provisions that had not yet been completed. If these had already been completed, a reduced test could be carried out. No further examination was necessary for projects with approved preliminary drafts (approval granted), planned projects or ongoing projects.

The information from the project registrations was checked internally and by external experts . The assessment results together with bottleneck-related analyzes form the basis for the decision on admission to the BVWP, including the urgency level. In-depth analyzes are currently being carried out for certain rooms / corridors in order to prepare them for the BVWP investigations. A project information system was installed for the BVWP list, which is intended to display the individual projects on the Internet. The publication should include the research results of the registered projects as well as the examined alternatives including the reasons for the selection or deselection of alternatives.

After the project registrations had been submitted, the next procedural step to be carried out in 2014/2015 was the expert assessment. The BMVI formulated three priorities for the further evaluation procedure:

  • Preservation before new construction and expansion
  • Expansion and new construction if a nationally significant project
  • Expansion and new construction for the purpose of removing bottlenecks on the main axes.

In the FTIP 2015, supraregional important projects (including important trans-European axes) are a focus.

After the project registrations were completed in February 2015, the Federal Ministry of Transport expected the costing and plausibility check to be carried out by the beginning of April 2015. The macroeconomic assessment and the urgency classifications should be completed by early autumn. The projects were assessed by external experts. In September, Enak Ferlemann ( CDU ), Parliamentary State Secretary at the Federal Minister of Transport and Digital Infrastructure, said that the assessment process should be completed in October 2015. In the second week of November 2015, his fellow State Secretary Dorothee Bär announced that not every bypass or every motorway expansion could be implemented. The existing transport infrastructure must be better utilized. In order to achieve this, the Ministry of Transport set up a mobility database with the help of which the traffic information and data are to be bundled accordingly for planning.

According to a ministry spokesman, in December 2015 “the technical examination and evaluation of the approximately 2000 projects for the new Federal Transport Infrastructure Plan [...] was essentially completed”.

Draft bill

After the date of publication had been postponed many times, the first ministerial draft was made public on March 16, 2016 . For this purpose, a special meeting of the Transport Committee was first scheduled before Transport Minister Dobrindt presented the draft to the public.

Lower Saxony had registered 220 new trunk road projects. In addition, there are 15 ongoing projects from the 2004 requirement plan. These 15 and a further 63 projects were included in the priority requirements. Lower Saxony's share of the funds provided for this purpose is 12.3 percent. This corresponds to 8.3 billion euros. The state has thus been able to significantly increase its share of 8 percent of the financial resources from the BVWP 2003.

Strategic environmental assessment and participation process

In February 2015, the development of a concept for the participation of the authorities and the public as part of the strategic environmental assessment was carried out in order to meet the requirements of the law on environmental impact assessment (UVPG). In August 2015, the participation process, with which the framework for the strategic environmental assessment was established. The procedure should mainly be carried out online. The federal states have pledged their support for the design process and the provision of suitable locations. An external service provider was commissioned by the BMVI to carry out the process. All interested parties could comment on the draft of the BVWP 2015 online or in writing during this process.

As part of the further participation procedure, the draft bill and the environmental report on the BVWP (according to § 14 g UVPG) should be made available. Discussion meetings and citizens' dialogues were not intended as forms of participation.

On December 1, 2015, the Transport and Digital Infrastructure Committee was informed by Transport Minister Dobrindt that the strategic environmental assessment would “still take a few weeks”. An environmental report is drawn up as a result. The publication of the environmental report and the draft bill are a prerequisite for initiating the public participation process.

This phase, known as the consultation process, lasted six weeks. During this period, the documents were available in paper form and on the Internet for inspection and comments. While Enak Ferlemann, Parliamentary State Secretary at the Federal Minister of Transport and Digital Infrastructure, expected around 10,000 responses, the opposition and representatives from the industries expected up to 200,000. All submissions are summarized in a report, which forms the basis for any changes to the draft FTIP. The procedure was originally supposed to be carried out and completed in the second half of 2015. In December 2015, it was initially postponed indefinitely. In mid-January 2016, the ministry set the first half of 2016 as the new period for this.

The display began on March 21st and ended on May 2nd, 2016. In addition to the display at specified locations, the Federal Ministry of Transport and Digital Infrastructure had made the draft accessible online at “www.bvwp2030.de” for the period of public participation . Additional information events were planned in some countries: in Baden-Württemberg z. B. one on the railway construction projects and two on the road construction projects. If several hundred citizens had participated by the end of March 2016, the number of objections rose to more than 2,000 by April 8. The total number of comments was put at around 40,000, half of which were submitted online and half by post. This led to a revision of around 100 projects.

The evaluations of the road, rail and waterway projects as well as alternative proposals are made available online via a project information system (PRINS) developed for this purpose. These can be found and printed out using key words and a map. Not all proposals and alternatives are available and projects are also presented that are not included in the BVWP 2030. The cabinet resolution of the BVWP 2030 of August 3, 2016 is decisive.

Cabinet draft

In February 2015, the Federal Ministry of Transport assumed that the cabinet draft could be available by the end of 2015. In September 2015 it was clear that December, the previous date for the cabinet draft, could no longer be kept and that it would not be available until spring 2016 at the earliest. In mid-November, the parliamentary state secretaries Enak Ferlemann and Dorothee Bär ( CSU ) corrected the date again to March 2016. In mid-January 2016, the ministry updated the schedule on its website and named the second half of 2016 as the period for the cabinet decision. After the departmental coordination at the end of July 2016, the federal cabinet approved the plan on August 3, 2016.

Expansion laws

At the end of 2016, the expansion laws amended in the legislative process - the Federal Railways Expansion Act and the Trunk Road Expansion Act - as well as the newly created Federal Waterway Expansion Act came into force. These laws, with their requirement plans, which are to be reviewed and, if necessary, adjusted every five years, form the basis for the subsequent measures to maintain, expand and build new traffic routes in the federal construction department.

The drafts for this had been drawn up in parallel to the cabinet draft of the Federal Transport Infrastructure Plan. At the end of September 2015, Enak Ferlemann, the parliamentary state secretary in the Federal Ministry of Transport, announced that this should take place in spring 2016. Two months later, he and his fellow State Secretary Dorothee Bär announced that the expansion laws with the demand plans would follow by December 2016.

In the 190th session of the Bundestag on Thursday, September 22, 2016, the following draft bills, among others, were discussed in the first reading, thus opening the parliamentary procedure

  • Sixth law amending the law on highway expansion
  • Third law amending the Federal Railways Expansion Act
  • Law on the expansion of federal waterways and amending the federal waterway law

The Transport Committee then dealt with it. In its final meeting on November 30, 2016, it passed the draft bills as amended by the committee. On November 23, 2016, the final deliberations began in the Transport Committee of the German Bundestag. The governing coalition proposed amendments worth 1.4 billion euros, the Greens 175 amendments. The parliamentary procedure in the German Bundestag was started on December 2nd, 2016 with the adoption of the expansion laws in 2nd / 3rd Reading completed. On December 16, 2016, the Federal Council approved the three expansion laws for federal railways, federal trunk roads and federal waterways in its 952nd session. These laws came into force one day after publication in the 2016 Federal Law Gazette Part I No. 65 of December 28 (rail, waterways) or No. 67 of December 30, 2016 (trunk roads).

The requirement plans are checked every five years to determine whether adjustments to current economic and traffic developments are necessary. The parliament can then decide to adapt the requirement plans or the federal government can even draw up a new federal transport infrastructure plan.

Germany clock

In April 2016, the Federal Ministry of Transport commissioned the development of an integral cycle timetable for Germany under the title 2030plus timetable . On the basis of the target network 2030, further measures should also be selected in order to achieve the most favorable timetable positions. During the kick-off event of the future alliance of rail from politics, business and associations on October 9, 2018, Federal Transport Minister Scheuer presented the expert draft for a target timetable for the Deutschland-Takt.

Existing infrastructure

As of January 1, 2014, the federal trunk road network had a length of 52,306 km. Thus, its share was 22.7% of the roads of the regional traffic, which also include the state or state roads and the district roads. The total length of the railway network was 37,860 km in 2013. The federal waterway network in 2014 comprised a total length of 7,700 km.

Federal trunk road network as of January 1, 2014 and rail infrastructure 2013
state Federal motorways
in km		 Federal roads
in km		 Railway network
in km
Baden-Württemberg 1054 4369 4105
Bavaria 2515 6525 6308
Berlin 77 169 580
Brandenburg 794 2787 2739
Bremen 75 41 164
Hamburg 81 123 350
Hesse 975 3021 2573
Mecklenburg-Western Pomerania 554 1992 1671
Lower Saxony 1434 4763 4100
North Rhine-Westphalia 2216 4654 5373
Rhineland-Palatinate 877 2930 2057
Saarland 240 336 370
Saxony 567 2368 2409
Saxony-Anhalt 411 2142 2190
Schleswig-Holstein 536 1556 1278
Thuringia 511 1613 1594
Germany as a whole 12,917 39,389 37,860

financing

After the expansion laws and its requirements plans have been passed, Parliament will prioritize the available financial resources as part of medium-term financial planning and the Ministry of Transport by means of investment framework plans covering a period of five years and dedicate them to specific individual projects from the requirement plans. On an annual basis, the provision of part of these funds is then approved by Parliament with the budget and included in the planning by the Ministry of Transport. The projects included in the annual construction plan can then be implemented.

The first investment master plan covers the period from 2016 to 2020. Work on it began on August 18, 2017, but a date for its submission could not be specified.

Financial volume of the project lists

Road construction projects with a financial volume of 114 billion euros have been registered for the Federal Transport Infrastructure Plan. That includes 25 billion for conservation measures. For the waterways, a project volume of ten billion euros that had not yet been audited was available until February 2015.

Investments in billions of euros in infrastructure
Modes of transport expenditure Share of
investments
2015 2016 2015 2016 2017
plan 		2018
plan 		2019
plan
Federal trunk roads 7.24
7.23		 7.97
7.97		 5.09 5.71 6.53 6.63 5.57
rail 4.69
4.60		 4.72
4.64		 ? 4.64 5.05 5.61 5.48
Waterways ?
2.08		 ?
2.09		 ? 1.95 1.06 0.98 0.96
total ?
13.91		 ?
14.7		 ? 12.3 12.82 13.39 12.71

Financing BVWP 2030

The investment funds available during the period of validity of the FTIP 2015 are to be distributed as follows:

  • Conservation measures have priority.
  • This is followed by a breakdown of the various transport routes (road, rail, waterways).
  • Then the funds for ongoing projects are withdrawn.
  • Now the division is made between VB + and VB.

In the case of federal trunk roads, 70% should be used for federal highways and motorway-like roads and 30% for federal roads.

Available funding

Investments for the expansion and construction of federal trunk roads planned as part of the BVWP 2030
state Volume
(billion euros)
North Rhine-Westphalia 7.9
Bavaria 7.8
Baden-Württemberg 7.5
Lower Saxony 7.0
Hesse 5.5
Schleswig-Holstein 2.4
Rhineland-Palatinate 2.0
Saxony-Anhalt 2.0
Hamburg 1.8
Brandenburg 1.4
Thuringia 1.4
Saxony 1.0
Berlin 0.8
Bremen 0.5
Mecklenburg-Western Pomerania 0.4
Saarland 0.1
total 49.5

An investment volume of more than 264.5 billion euros is planned by 2030. Its volume is 91 billion euros larger than that of the 2003 Federal Transport Infrastructure Plan . Half (49.4%) is available for federal trunk roads, the remainder is divided between federal railways (41.3%) and federal waterways (9.3%). 69% of the total volume is to be used for the maintenance and renewal of the traffic routes. Previously, there was talk of 65 percent. In the case of the 2003 Federal Transport Infrastructure Plan, this was 56 percent.

The total costs still to be financed for the projects of the urgent needs of the rail requirement plan (including the ascended projects of the potential needs) amount to around 70 billion euros (without nominalization, as of 2019). For the implementation of the projects classified as urgent needs of the requirement plan for the federal trunk roads (including the ongoing and scheduled projects), costs of around 70 billion euros are estimated during the period of application of the requirement plan.

In 2013, 2.5 billion euros flowed into the maintenance of the trunk roads. This amount is expected to increase to around 3.9 billion euros by 2018. In total, investments of 49.5 billion euros are planned for the expansion and construction of federal trunk roads. It remains to be seen to what extent these funds will be sufficient to finance all of the ongoing, fixed and urgent needs named in the draft bill. B. an investment requirement of 11.4 billion euros (specifically 4.9 billion euros or 6.5 billion euros) is assumed. However, according to the distribution key, only 7.8 billion euros are available; 62.4 percent of this relates to ongoing and fixed projects.

In July 2015, 72 project approvals totaling EUR 2.679 billion were granted. A large part of these projects are project registrations for the BVWP 2015, which amounts to a preliminary determination of the ongoing projects to be classified as urgent. According to the Federal Ministry of Transport and Digital Infrastructure, 15.6 billion euros will have an impact on the budget for the ongoing road construction projects during the term of the new Federal Transport Infrastructure Plan. Added to this are around 12 billion euros for rail construction projects that are designated as ongoing. This means that funds amounting to 27 billion euros from the BVWP 2015 are already tied up to finance the reference cases from previous plans. The financial volume of the projects that have already started as well as the projects from the Urgent Needs category amounts to 124.9 billion euros.

A special program with a volume of 1 billion euros was launched in 2015 specifically for bridge renovation. With the 2016 federal budget, this is to be increased to 2 billion euros. In the words of Minister Dobrindt, this means that every bridge renovation that is granted building permits will be financed through the bridge modernization program.

The largest sums are in North Rhine-Westphalia (12.95 billion euros, corresponding to 19.2 percent), Bavaria (11.38 billion euros) and Baden-Württemberg (9.28 billion euros).

PPP projects

Since the funds from the federal budget alone are not sufficient for new construction, maintenance and operational measures, Minister Dobrindt started a new program for so-called PPP projects in the summer of 2015 , which is based on the “Public-Private-Partnership” (PPP) model Total volume of 15 billion euros. Since 2005, several so-called private highways have been implemented in two seasons in Germany as part of PPP projects or are currently being implemented. The third season has been tendered / awarded since 2015.

The Transport Infrastructure Financing Company (VIFG), founded in 2003, is already contributing to such projects with revenue from the use of federal motorways and federal highways (truck toll) and to finance new construction, expansion, maintenance, operation and maintenance. Since January 1, 2011, all revenue from the truck toll has been used for the road mode of transport and the road users. On January 1, 2016, the VIFG also took over the payment transactions for the funds made available via the federal budget for the federal highways.

Building permits

Baden-Württemberg

Costs of the building permits from July 2015
by federal state
state
Total amount
in € million		 of which
requirement plan
in € million		 of which
conservation
in € million
Baden-Württemberg 537 500 37
Bavaria 621 425 196
Brandenburg 18th 12 6th
Hamburg 181 90 91
Hesse 390 390 0
Mecklenburg-Western Pomerania 97 97 0
Lower Saxony 173 173 0
North Rhine-Westphalia 128 128 0
Rhineland-Palatinate 293 192 101
Saxony 14th 14th 0
Saxony-Anhalt 115 115 0
Schleswig-Holstein 70 19th 51
Thuringia 42 42 0
total 2,679 2,197 482

In July 2015, the Federal Ministry of Transport and Digital Infrastructure granted building permits amounting to 537 million euros for federal trunk road projects in Baden-Württemberg for the implementation period 2016–2018. Baden-Württemberg thus received the second highest amount of federal funds after Bavaria. Almost half of the projects are scheduled to start at the turn of the year 2015/2016. On the one hand, the building permits coincide with the prioritization list (15 of the 16 registered projects) that Baden-Württemberg submitted to the federal government in 2012, but other projects were also considered. The largest amounts went to:

  • the six-lane expansion of the A 8 motorway between the Pforzheim North and South junctions - 147 million euros - and
  • the construction of a bypass in Winden in Elztal (Emmendingen district) - 68 million euros.

Bavaria

On July 31, 2014, the Bavarian State Ministry of the Interior for Building and Transport gave construction approval for various projects along the A 3 and A 6 motorways as well as in the area of ​​the B 2 (Dettenheim bypass), B 2n, B 15n (Ergoldsbach-Essenbach section) A 92) , B 85 and B 300 known. A year later, on July 20, 2015, Bavaria's Minister of the Interior, Joachim Herrmann, informed about a further construction permit for various projects along the A 3, A 6, A 73, A 96 and A 99 motorways as well as in the area of ​​federal highways B 15 ( Westtangente Rosenheim ), B 25 , B 85, ​​B 173, B 289 and B 301. Both traffic releases together have a financial volume of a little more than 1.1 billion euros and will mostly affect the budget during the period of application of the BVWP 2030, which means that there is already a pre-determination with regard to the urgent needs ongoing projects.

In addition, 400 million euros are expected for the renovation of the A 92, which began in 2017 with a first section between the Erding and Moosburg-Süd junctions.

criticism

Statements from authorities

Comparison of costs for
projects based on current and fixed requirements
Project Route section BVWP 2030
in € million		 current
project costs
in € million
BY, A 6 AS Schwabach-W to AS Roth 110.9 140
BY, A 94 AS Malching to Kirchham 81.0 119
BY, B 15 West bypass Rosenheim (1st – 4th phase) 78.9 85
BY, B 15n Ergoldsbach to Essenbach A 92 151.6 182.41
BY, B 173 OU Zeyern 12.1 15.4
BY, B 301 N-OU Freising 25.2 26th
total 459.7 567.81

The Federal Audit Office assessed the cost estimates in the draft bill of the BVWP 2030 as intransparent and implausible. He criticizes the fact that the benefit-cost ratio of the projects is no more reliable than in previous plans. In addition, there is no better comparability of the projects. He therefore demands that "above all, the plans for the expansion of motorways and federal highways are completely checked again for plausibility", because the ministry has "arbitrarily lowered the cost floor limits determined by experts for the total costs of projects and thus ensured that projects are plausible were classified ". Therefore, a cost management system should be set up quickly in order to be able to determine more comprehensible comparative costs. The countries should be given more detailed rules for determining costs ”. In an initial statement, the Ministry of Transport declined to reassess the projects.

The Federal Environment Agency (UBA) criticized the BVWP 2030 in an unusually clear form for a subordinate authority . The draft misses eleven of the twelve goals set in its own environmental report. UBA President Maria Krautzberger declared that Germany was "a long way from an integrated , cross-means of transport mobility strategy with ambitious environmental goals". The draft "urgently needs to be revised". The UBA proposes investing at least 60 percent of the funding of the Federal Transport Infrastructure Plan in rail instead of the planned 42 percent. Because the majority of the funds flowed into the construction and expansion of roads, “the draft largely cements the unsustainable transport policy of recent years”.

Cost comparison projects from further needs
Project Route section BVWP 2030
in € million		 Costs according to
project registration
in € million
BY, B 15n south of Landshut to Rosenheim 250 429.8

Statements from associations

The numerous registrations for road construction projects met with strong criticism from environmental associations. The Federation for Environment and Nature Conservation Germany (BUND) described the registered new construction and expansion measures for a total of 1,600 motorway sections and federal roads as "unrealistic, unfinanced and environmentally destructive wish lists". There is no political strategy to reduce greenhouse gases for the transport sector; emissions have even increased since the reference year 1990, from 2012 to 2015 by ten million tons. The overall effect of the plan had not been calculated and, according to an assessment by BUND in 2016, did not comply with the goals of the Paris Climate Agreement or the Federal Government's climate protection plan , the same applies to land consumption, fine dust and nitrogen dioxide. The shift of investments and traffic to the railways were warned in order to establish conformity with the target.

The Main Association of the German Construction Industry (HDB) welcomed the building permits issued in July 2015 for 27 projects and thus the corresponding provision of budget funds of over 2.7 billion euros. However, he urged the conversion of federal trunk road financing in order to be able to increase the expenditure framework to over eight billion euros. He criticized the insufficient staffing in the authorities. Therefore "the know-how of the construction company in the execution planning" should be used.

In a joint press release on March 31, 2016, the environmental associations BUND, Naturschutzbund Deutschland (NABU), Verkehrsclub Deutschland (VCD) and the environmental umbrella organization Deutscher Naturschutzring (DNR) criticized the draft of the Federal Transport Infrastructure Plan 2030 and its environmental report as in need of fundamental revision and called for public participation to be stopped because the legal requirements for this are not met. According to the associations, the draft of the Federal Transport Infrastructure Plan does not allow an assessment of the positive and negative effects of the BVWP and does not adequately examine alternatives to road construction.

On August 26, 2016, a law firm filed a complaint with the EU Commission on behalf of BUND . Since 1971 there has not been a highway plan that brazenly ignores all environmental goals, according to the BUND.

Statements from politics

In December 2015, Valerie Wilms ( Bündnis 90 / Die Grünen ), chairwoman of the Committee for Transport and Digital Infrastructure, expressed doubts as to whether, after the many projects that had been started recently, there would still be enough funds for the 2015 Federal Transport Infrastructure Plan. In their opinion, the minister was overwhelmed. This can also be seen in the delays.

Environment Minister Barbara Hendricks (SPD) criticized the fact that the draft of the BVWP 2030 was presented without prior coordination between the ministries.

Scientific discussion

In the Federal Transport Infrastructure Plan 2030, investments in the transport infrastructure are prioritized primarily according to the results of the cost-benefit analysis . Some environmental impacts, such as noise, air pollutants and CO 2 pollution, are recorded here; the consequences for nature and landscape, however, are not. As a consequence, “projects with high negative environmental impacts [...] are systematically shown to be more profitable than they are economically”.

In a study on the deepening of the Weser, Nils Droste and Jasper Meya show that taking environmental impacts into account would significantly change the results of the cost-benefit analysis and thus the prioritization of transport investments in the Federal Transport Infrastructure Plan 2030. In the Federal Transport Infrastructure Plan 2030, the deepening of the Lower Weser with 31.6 to 1 has the best benefit-cost ratio of all transport projects. If only a few negative effects on the functionality of the ecosystem are taken into account, the benefit-cost ratio of the project falls to the threshold of profitability.

Alternative concept: traffic turnaround

An alternative approach to the BVWP 2030, the central plan for the new construction and expansion of supraregional transport routes in Germany, in transport policy is the concept of an ecological transport turnaround . The Federal Environment Agency and various environmental associations advocate this and propose, in particular, avoidance, reduction and improvement measures.

Web links

Individual evidence

  1. ↑ a b c d Federal Ministry of Transport and Digital Infrastructure: Announcement on public participation in the context of the preparation of the Federal Transport Infrastructure Plan 2030 of March 8, 2016 ( BAnz AT March 14, 2016 B4 ).
  2. ↑ a b c Federal Ministry of Transport and Digital Infrastructure (Ed.): Dobrindt presents the basic conception of BVWP 2015 . Press release 021/2014 from April 4, 2014.
  3. ↑ Concept for public participation as part of the development of the Federal Transport Infrastructure Plan 2015. (PDF; 2.3 MB) Federal Ministry of Transport and Digital Infrastructure, June 28, 2012, p. 14 , accessed on August 1, 2013 .
  4. ↑ a b Cabinet adopts Federal Transport Infrastructure Plan 2030. Press release 129/2016. Federal Ministry of Transport and Digital Infrastructure, August 3, 2016, accessed on August 3, 2016 .
  5. ↑ see below in the section web links , effective date at the end of the law
  6. ^ Christian Lippold (ed.): Der Elsner. Road and Transportation Handbook . Otto Elsner Verlagsgesellschaft, 2018, ISBN 978-3-87199-222-3 , page A / 59.
  7. ↑ growth. Education. Cohesion. (PDF) Coalition agreement between the CDU, CSU and FDP. 17th legislative period. (No longer available online.) P. 35 , archived from the original on September 18, 2013 ; Retrieved July 30, 2013 .
  8. ↑ a b BT-Drs. 18/220 : Response of the Federal Government to the minor question from MPs Sabine Leidig, Herbert Behrens, Caren Lay, other MPs and the DIE LINKE parliamentary group - Printed matter 18/126 - Basic concept for the 2015 Federal Transport Infrastructure Plan - Project registration and examination of alternatives , p. 1 -3.
  9. ↑ Shaping Germany's future . Coalition agreement for the 18th electoral term. Berlin November 27, 2013, p. 39, 89 ( online [PDF; accessed on January 4, 2014] final version).
  10. ↑ Federal Ministry of Transport and Digital Infrastructure: Timetable for developing the BVWP . JPG. Online at www.bmvi.de, accessed on April 3, 2016
  11. ↑ Federal Ministry of Transport and Digital Infrastructure: Schedule for the preparation of the Federal Transport Infrastructure Plan 2015 . JPG. Online at www.bmvi.de. Retrieved January 7, 2016.
  12. ↑ a b c d e f Federal Ministry of Transport and Digital Infrastructure: Report of the Federal Ministry of Transport and Digital Infrastructure on the Joint Conference of the heads of transport and road construction departments of the federal states (GKVS) on 18./19. March 2015 in Berlin and for the transport ministers' conference on 16./17. April 2015 in Rostock . February 10, 2015. Online at www.verkehrsministerkonferenz.de. Retrieved December 5, 2015.
  13. ↑ a b c d e DVZ: BVWP will not come until spring 2016 . September 25, 2015. Online at www.dvz.de. Retrieved December 5, 2015.
  14. ↑ a b c The Waldseeer screen newspaper: Citizen participation is delayed again ( memento of March 24, 2016 in the Internet Archive ). November 19, 2015. Online at hallorv.de. Retrieved December 5, 2015.
  15. ^ German Bundestag - Committee on Transport and Digital Infrastructure: Agenda - 53rd meeting . November 25, 2015. PDF. Online at www.bundestag.de. Retrieved December 6, 2015.
  16. ^ German Bundestag - Committee on Transport and Digital Infrastructure: 2nd Supplementary Communication - 53rd Meeting . December 1, 2015. PDF. Online at www.bundestag.de. Retrieved December 6, 2015.
  17. ^ A b Ministry of Transport and Infrastructure Baden-Württemberg: Minister Hermann is astonished by the federal government's renewed postponement of the BVWP . December 3, 2015. Online at mvi.baden-wuerttemberg.de. Retrieved December 5, 2015.
  18. ↑ a b c d Logistik heute: Bundesverkehrswegeplan: A report is a long time coming . Online at www.logistik-heute.de. Retrieved January 10, 2016.
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  20. ↑ a b c d Daniel Delhaes: 50 billion euros to be distributed . In: Handelsblatt . Handelsblatt publishing group, February 17, 2016, ISSN  0017-7296 , p. 8 ( online version subject to charge [accessed on February 20, 2016]).
  21. ↑ Landshuter Zeitung: Traffic route plan comes before Easter, February 17, 2016.
  22. ↑ Landshuter Zeitung: BVWP is being targeted again , January 2, 2016.
  23. ↑ Christine Schröpf: Many Upper Palatinate wishes to Dobrindt. In: Mittelbayerische Zeitung. Accessed on February 21, 2016 : "In the week before Easter we will present the new federal transport route plan."
  24. ↑ The new federal transport route plan comes on March 16 . Verkehrsrundschau, February 24, 2016, accessed on February 24, 2016.
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  27. ↑ a b c d Filstalexpress: The date for public participation in the draft of the 2015 Federal Transport Infrastructure Plan has been set . Online at filstalexpres.de, accessed on March 12, 2016.
  28. ↑ Federal Ministry of Transport and Digital Infrastructure: View PRINS ( memento from March 19, 2016 in the Internet Archive )
  29. ↑ Landshuter Zeitung: Further construction of the B 15 new: The preliminary decision is approaching , March 14, 2016.
  30. ↑ a b c Die Welt: Dobrindt's traffic master plan costs 264 billion . March 16, 2016, online at www.welt.de, accessed on March 16, 2016.
  31. ↑ a b c Kerstin Schwenn: New federal traffic route plan . Preservation comes before expansion and new construction. In: FAZ.NET . July 15, 2016, accessed July 16, 2016 .
  32. ↑ a b German Bundestag (Ed.): Plenary Protocol 18/190 . Bundesanzeiger Verlag GmbH, September 22, 2016, ISSN  0722-8333 , p. 18745-18761 ( online [PDF]).
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  38. ↑ a b Answer of the Federal Government to the small question of the parliamentary group DIE LINKE regarding the basic concept for the Federal Transport Infrastructure Plan 2015 - project registration and examination of alternatives . In: German Bundestag (ed.): Printed matter . No. 18/126 . Bundesanzeiger Verlagsgesellschaft mbH, December 19, 2013, ISSN  0722-8333 ( online [PDF; accessed January 8, 2014] 187 KB).
  39. ↑ Project proposals for the 2015 Federal Transport Infrastructure Plan have been finalized. Federal Ministry of Transport and Digital Infrastructure, May 29, 2014, accessed on May 31, 2014 .
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  42. ↑ a b Federal Ministry of Transport and Digital Infrastructure: Overview of the current projects and those proposed for the Federal Transport Infrastructure Plan for the federal highways ( memento of 23 September 2015 in the Internet Archive ). Updated version of September 5, 2014. PDF. Online at www.bmvi.de. Retrieved March 29, 2015.
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  50. ↑ VerkehrsRundschau: Bear announces disappointments in the federal transport route plan . November 16, 2015. Online at www.verkehrsrundschau.de. Retrieved December 5, 2015.
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  52. ↑ German Bundestag - Committee on Transport and Digital Infrastructure: Agenda item 1 - Presentation of the new Federal Transport Infrastructure Plan (BVWP) . PDF. online at www.bundestag.de, accessed on March 12, 2016.
  53. ↑ Lower Saxony Ministry of Economics, Labor and Transport: “A really good day for Lower Saxony: Our projects are financed and are being built” . March 17, 2016. PDF. Online at www.mv.niedersachsen.de, accessed on April 3, 2016.
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  56. ↑ BT-Drs. 18/5657 : Small question: Answer from the Federal Government - Federal Transport Infrastructure Plan 2015 - Public participation, project information system .
  57. ↑ How to fight your way through your tunnel . In: Frankfurter Allgemeine Sonntagszeitung . No. 12 , March 27, 2016, p. 22 ( online ).
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  107. ↑ Werner Reh: Federal Transport Infrastructure Plan 2030: Infrastructure planning misdirected , Federation for the Environment and Nature Conservation Germany (BUND), December 1, 2016. Accessed July 29, 2019
  108. ↑ Construction industry welcomes the Federal Transport Minister's “investment turnaround” with a but . July 21, 2015. Online at www.baulinks.de. Retrieved December 16, 2016.
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  110. ^ Lawyer Franziska Heß: Complaint to the European Commission. (PDF) Baumann Rechtsanwälte Partnerschaftsgesellschaft mbB, August 26, 2016, accessed on September 23, 2016 .
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  112. ↑ Jasper Meya, Nils Droste, Bernd Klauer: Methodological deficits of the environmental assessment in the Federal Transport Infrastructure Plan 2030. Accessed on February 23, 2019 .
  113. ^ Nils Droste, Jasper N. Meya: Ecosystem services in infrastructure planning - a case study of the projected deepening of the Lower Weser river in Germany . In: Journal of Environmental Planning and Management . tape 60 , no. 2 , February 1, 2017, ISSN  0964-0568 , p. 231–248 , doi : 10.1080 / 09640568.2016.1151405 .
  114. ^ Nils Droste, Jasper N. Meya: Ecosystem services in infrastructure planning - a case study of the projected deepening of the Lower Weser river in Germany . In: Journal of Environmental Planning and Management . tape 60 , no. 2 , February 1, 2017, ISSN  0964-0568 , p. 231–248 , doi : 10.1080 / 09640568.2016.1151405 .
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