Göttingen transport company
| Göttinger Verkehrsbetriebe GmbH | |
|---|---|
|
|
| Basic information | |
| Company headquarters | Goettingen |
| Web presence | www.goevb.de |
| Reference year | 2016 |
| owner | City of Göttingen |
| Managing directors | Michael Neugebauer |
| Operations management | Thomas Zimmermann |
| Transport network | VSN |
| Employee | approx. 320 (2016) |
| Lines | |
| bus | 27 |
| number of vehicles | |
| Omnibuses | 91 (2016) |
| statistics | |
| Passengers | approx. 22.8 million (2016) |
| Mileage | 3,660,408 (2014) |
| Stops | approx. 500 (2016) |
| Catchment area | around 140,000 Ew. |
| Length of line network | |
| Bus routes | 201 km |
| Operating facilities | |
| Depots | 1 |
The Göttingen Public Transportation GmbH (GöVB) since 1 January 2003, run the public transport buses in the city of Göttingen and the spots Bovenden and Rosdorf by. The forerunner organization was founded in 1927 as a municipal vehicle company. The transport company was integrated into the Göttingen municipal utilities in 1955, which in 2003, with the sale of shares in e.on and Gelsenwasser, spun off their transport company into an independent GmbH , which also manages the track systems in the industrial area (industrial track).
The Göttinger Verkehrsbetriebe has been a wholly-owned subsidiary of the newly founded Göttinger Versorgungs- und Verkehrsbetriebe GmbH (GöVV) since the beginning of 2015, and was a wholly-owned subsidiary of the Stadtwerke Göttingen AG until the end of 2014 . Today, with around 320 employees and 91 vehicles on 27 bus routes, around 22.8 million passengers are transported annually.
history
1890-1926
Although the Göttinger Verkehrsbetriebe was only founded in 1927, the "Association for the Elevation of Tourism", together with the private haulier Werner, had horse-drawn carriages (so-called Kremser ) run between the train station and Geismar Chaussee (today's Geismarlandstrasse) for the first time in 1890 . Carriage entrepreneurs drove to popular Göttingen excursion destinations before, but these journeys were more of an excursion character, but lasted until after the Second World War .
In 1900 there were the first plans for the operation of a tram , a commission was set up to negotiate between the city council and possible private operators. In 1909 a first report with the exact costs was available. The network should initially consist of 3 lines and have a length of 8.4 kilometers. Line 1 was planned from Weende via Kornmarkt and Groner Tor to the city cemetery. Line 2 from the train station via Prinzenstraße, Nikolaistraße and Bürgerstraße to today's Reinhäuser Landstraße. (up to Schillerstraße) and line 3 from the train station via Prinzenstraße and Theaterstraße to today's Herzberger Landstraße. On April 27, 1914, the council passed a resolution on the building, and on April 30, the application to the regional council in Hildesheim followed . The rail material had already been delivered, but the construction of the tram had to be interrupted due to the First World War . Some of the rail material was confiscated during the war and brought to Jena . After the end of the war they wanted to start building the tram again, but due to inflation the city had to give up its project and sell its rails to the Westfälische Eisenbahn AG. The final decision against a tram was made in 1926.
The city itself initially renounced its own operation and left the local public transport to the private haulage company Kulp, who set up the first power bus on the Stadtfriedhof - Dahlmannstr. began. Later a second line followed from Weende to Grone . However, the city soon recognized that bus operation was worthwhile and started negotiations with the entrepreneur (who at the time still had the concessions ) in order to be able to operate the transport in its own hands.
1927-1950
On September 27, 1927, after long negotiations and high severance payments , the city of Göttingen took over the regular operations as its own sponsor and founded the “Städtische Kraftwagenbetrieb Göttingen”, which was subordinate to the municipal works office. Low-frame buses of the type Büssing Type III GLN with 45 hp petrol engines were used , which initially served three lines.
In the first year after the establishment of the company, the buses carried 1.6 million passengers. Due to this great demand, the city had to buy new buses after a short time. The mid-1930s saw the first signs of an impending crisis situation. In order to be independent of the international mineral oil market, the National Socialists developed engines that could be operated with domestic energy sources. Since there was enough wood available in the Göttingen region, the city of Göttingen was one of the first in Germany to procure the first wood gas buses from the Henschel company in May 1935 . The Göttinger Nachrichten wrote at the time:
“ The wood gas truck is here! - Today met at the town. Works office the new wood gas truck, which the city of Göttingen wants to put in bus traffic on line 3 as early as next week. The car will start its first special trip today. A similar model was already shown at the automobile exhibition in Berlin. The Göttingen car was supplied by the Kassel company Henschel, the superstructure comes from the company Wegmann u. Co., the wood gas system is an Imbert design. The new wood gas wagon is wider than the other Göttingen wagons and approved for no less than 63 people. Large and wide windows made of shatterproof glass allow a wide view. The interior with blue leather seats, blue luggage nets and light brown wall coverings can be described as extremely tasteful. Good luck on your first trip in spring! "
Seven of these vehicles were available by 1939. Together with six buses from the Büssing brand, which were operated with 75 hp petrol engines, they formed the backbone of local urban transport until the Second World War. Until 1942, the number of passengers rose annually to 3.5 million, when bus traffic had to be almost completely stopped. After the end of the war there were just nine buses, only four of which were operational. The old buses were repaired in a makeshift manner and an attempt was made to maintain the regular service. In 1948 the number of passengers was back at the pre-war level with 3 million journeys.
1951-1970
The steadily increasing number of residents in the suburbs such as Weende, Grone and Geismar or the later construction of entire housing estates in the western part of the city such as the Holtenser Berg meant that the line network had to be extended to a length of 138 kilometers. In 1950 only 4.6 million passengers traveled annually by bus, in 1954 it was 9.9 million and in 1957 14.5 million. In the meantime, 6 lines were offered and the municipal vehicle operation was integrated into the Stadtwerke Göttingen in 1955. Since then, this branch of the company has been called, initially unofficially, Göttinger Verkehrsbetriebe - GöVB for short.
In 1963 and 1964, the suburbs of Grone, Weende, Geismar, Herberhausen and Nikolausberg were incorporated into the urban area, which were integrated into the urban line network. The lines to Herberhausen and Nikolausberg were previously served as overland lines either by private companies or by buses of the Deutsche Bundesbahn or by the Kraftpostdienst (from 1965 postal service) of the Deutsche Bundespost .
In 1967, joint transport with the Deutsche Bundesbahn was established for regular services to the areas of Bovenden and Rosdorf, which were served by both municipal utility buses and rail buses. There was a special tariff for trips to these places, which was slightly higher than the city tariff. In order to also increase the income of the transport company, the municipal utilities, following the example of other cities, now also rented advertising space on their buses. Mainly the so-called "Emmelmann" shaped the cityscape at that time, buses of the type Büssing 13 RU 10 or Büssing President Verbund U 10 with the construction of the company Emmelmann from Hanover.
In 1968 the station forecourt was redesigned and a year later the new central bus station (ZOB), located away from the station building, was completed. For the passengers, this meant that they could no longer get on and off directly at the station entrance. In the meantime, the fleet had grown to 58 vehicles, which with their 112 drivers covered 2.7 million kilometers annually and recorded 20 million passengers. There was also a serious change in the personnel area, which began in 1962: the last 4 conductors retired, the buses were now on the road in one-man operation, the driver also took over the ticket sales in addition to driving.
In 1969 the first 10 of a total of 28 standard scheduled buses came to the transport companies, which were developed by the Association of Public Transport Companies (VÖV, now the Association of German Transport Companies ) for the first time according to a specification that is binding for all manufacturers. After extensive testing by all manufacturers, including Büssing, Mercedes-Benz and MAN as well as Magirus-Deutz , the decision was made to purchase vehicles of the Büssing BS 110 V type. This delivery was completed in 1972.
1970-1997
After the ZOB was established in 1968, another project followed, which was intended to change the traffic in the city center, in addition to individual and bus traffic. The increasing car traffic forced those responsible in the city to push it out of Weender Straße. In 1970 the ban on motorized individual traffic came, in 1972 the bus ring was completed, on which the buses run in a one-way system, making Weender Strasse, the main shopping street in Göttingen, no longer passable for buses. The central transfer point on the market square since 1927 had to be given up in favor of the newly built pedestrian zone. In other streets such as Groner- or Nikolaistraße, in addition to the streets of the bus ring, they were also rededicated as pedestrian zones, but bus traffic was retained here. In a northerly direction the buses drove over the Kurz Geismarstrasse and Jüdenstrasse until they rejoined the Weender Strasse at the “Weender Strasse Ost” stop. Coming in a southerly direction from Weender Tor / Auditorium, the buses turned from Weender Str. Into Stumpfebiel and Gotmarstrasse and drove via Zindelstrasse and the “Markt” stop to this now on the back of the old town hall, where they either continued in continue south on Nikolaistrasse, or west on Groner Strasse. The lines coming from Groner Tor drove via Groner Strasse, Kornmarkt, Lange Geismarstrasse and then turned left into Jüdenstrasse. Initially, the buses were still on Johannisstrasse, until this part was also converted into a pedestrian zone.
In 1973 the last stage of administrative and territorial reform followed , the incorporation of the towns of Groß Ellershausen , Hetjershausen , Knutbühren , Elliehausen , Esebeck , Holtensen and Roringen . Since these places were previously served by the transport association Bahn / Post according to their own national tariffs , and now also belonged to the city area under concession law, the Göttingen Transport Association - GVG , a small forerunner of today's transport association VSN , where buses from rail / post and municipal utilities were founded offered a common service at the city tariff. In contrast to the joint transport between DB and Stadtwerke established in 1967 for the areas of Bovenden and Rosdorf; Since both are in the district, a separate tariff was introduced here. The rail / post buses mostly drove from the central bus station to the countryside and served the inner-city regular traffic on the way, so that in these trips in the destination sign with double line numbers such as “2554 Hann. Münden 23 "or" 2642 Holzminden 21 ", with lines 21 and 23 being the inner-city lines to Holtensen and Hetjershausen / Knutbühren. At the beginning of the 1980s, the Deutsche Bundespost handed over its postal service including the yellow post buses to the Deutsche Bundesbahn, which in turn outsourced the rail bus services in southern Lower Saxony to Regionalbus Braunschweig GmbH in 1989, since 2008 it has been reintegrated into the railway company and traded as Südniedersachsenbus .
After Büssing, who had been almost the exclusive “house supplier” since the transport company was founded, was transferred to MAN in 1974 , the first standard Mercedes-Benz O 305 buses were purchased. In the 11 years that followed, a total of 45 solo vehicles and 20 articulated buses of this type were purchased. In the same year, the line network was expanded to include the newly created northern area of the university , and the newly built clinic was connected in 1977. The network had now grown to 435 stops.
In 1978 the transport company moved into the newly built depot in Gustav-Bielefeld-Straße, the previous headquarters in Hildebrandstraße. was abandoned and the buildings demolished. The utility area of the Stadtwerke later built its company building there, which is still in use today. On the new courtyard in the industrial area that was being developed at the time, all vehicles can now be accommodated in a closed storage hall. Disadvantage: the area is on the outskirts of the city and with buses entering and leaving the city and the like. U. longer empty trips.
1979 Stadtwerke procured its first articulated bus , a Mercedes-Benz O 305 G after two years articulated buses of the manufacturers MAN and the previously Fellbacher bodybuilder cousin to O (305-basis) were tested. The bus ran for over two years, initially on a loan basis with a Kassel license plate , but already in the corporate colors of the Stadtwerke, until it was taken over by the Stadtwerke in 1981. Up to that point in time this articulated bus remained a one-off, only in 1982 a series of 10 vehicles of this type was procured, in 1983 another 9 vehicles followed. To distinguish them from the solo vehicles, the articulated wagons were given wagon numbers in the 300 range, with the leading 3 standing for the number of axles. In order to better identify oncoming buses, these articulated vehicles later had a yellow logo background on the front instead of the green one. With these vehicles, a change also took place in passenger comfort: in addition to two solo vehicles that had been purchased shortly before, these articulated buses were the first to be delivered with more comfortable velor upholstery instead of artificial leather seats.
In 1984 the Stadtwerke Göttingen, previously owned by the city of Göttingen, were legally transferred to a stock corporation , with the city of Göttingen initially remaining the sole owner.
After testing several demonstration vehicles from MAN, Mercedes-Benz and Kässbohrer-Setra , which began in April 1985, the municipal utilities bought a total of 46 Mercedes-Benz O 405 buses from 1988–1991 , which correspond to the VÖV standard bus 2 Generation (SL 2), followed by 3 articulated buses of the type O 405 G. For the first time, these vehicles received an electronic stop announcement and LED stop display from the company Wandel & Goltermann. At that time, these vehicles were also equipped with soot particle filters , but due to technical problems these had to be removed again later. The last series of the O 405 followed in 1991, which differed in a one-piece windscreen, floor-to-ceiling glazed doors, ZF automatic transmission instead of the Mercedes W4D, more comfortable seats and matrix destination displays, while the first series still had roll-film displays that were later converted.
In 1992, the first were low-floor buses of the type MB O 405 N procured (N1). At the same time, the stops were gradually converted with so-called raised curbs so that a low-floor bus can be lowered to curb level thanks to its kneeling technology, which makes it easier for people with walking difficulties, wheelchair users and passengers with prams to get on. With their bevelled profile, the high curbs also offer the advantage of better protecting the tires of the bus from damage when approaching the bus stop. In some cases, these construction measures are carried out with the establishment of so-called bus locks and stop caps, in which individual traffic is also led through the bus bays, which have to wait behind a stopping bus.
In two series in 1991/92 and 1993, a total of 20 solo and two articulated buses ( O 405 GN ), exclusively in the pedestal version (N1 or GN1), were delivered.
In 1994, a start was made to replace the then pure Mercedes fleet with MAN low-floor buses of the type NL 202 or NG 272 (each in the low-platform version). Initially, there will be one solo and three articulated buses; the solo car remained the only one of its kind in the fleet until it was retired in August 2007, as the imminent change in the route network meant that articulated trains were mainly required. From 1996 to 1999, the fleet was expanded annually to include additional low-floor articulated buses from MAN, this time more powerfully motorized, so that in the end there were 19 vehicles of this series in stock. In the meantime, the first female bus driver started working for the transport company in 1995.
In 1997 AEG on- board computers (later ADtranz ) were introduced. These heralded the end of demolition tickets and stamping tongs and for the first time enabled all tickets to be sold via the electronic cash register, including multi-trip and season tickets on the bus. They also control the ticket validators and simplify the billing process. The devices also control all of the passenger information via a distance measurement, such as external destination displays, stop displays and announcements, which until then had to be operated by the driver. The on-board computer can also be used to determine the position of the bus by the control center and a green request at traffic lights or the operation of automatically retractable bollards , which were used in Göttingen in some places (e.g. in the area of the Norduni) and which are activated when the Release the lane.
1998 until today
In 1998 the entire route network was reorganized. In doing so, routes were combined, stops removed and / or newly created or renamed ( see below ). The publicly controversial modernization of the central bus station was also completed.
In 1999 the Verkehrsverbund Süd-Niedersachsen (VSN) was founded. Customers could now be offered a uniform tariff system so that only one ticket is required for trips with different means of transport. This was disadvantageous for young people, as the age limit for discounted children's tickets in the city area was reduced from 15 to 11 years for the coming years. Likewise, multi-trip tickets for students, pensioners and low-income groups were no longer offered in the urban area. The city tariff (price level "GÖ") has been changed so that the single ticket can be used within 60 minutes for any journeys and breaks in the journey, which was previously not possible due to the directionality.
In 2000, the bus acceleration program, which was partially started in 1997 with the introduction of the on-board computer, was completed. Bus lanes and bus gates have now been set up, and buses can request green at more traffic lights.
In 2003 the Göttinger Verkehrsbetriebe GmbH (GöVB) became legally independent through the sale of shares in the Stadtwerke Göttingen AG by the city of Göttingen, but still remain a subsidiary of the Stadtwerke through control agreements . In the meantime, a merger with DB Stadtverkehr GmbH and the establishment of a joint regional transport company were planned, but this was discarded for anti-trust reasons.
At the end of 2005, GöVB procured the first 9 Van Hool New A 320 vehicles and a MAN Lion's City G (NG 313). The procurement also brought about a fundamental change in the company's public image, as it now turned away from the already antiquated ivory paintwork, which characterized local public transport until the 1970s. The new vehicles were delivered in light blue paint for the first time, with the bumpers and GöVB emblem painted in silver gray. A start was also made on modernizing the on-board computer system with devices from IVU.
In 2007 the GöVB received 2 more vehicles of the type Mercedes-Benz Citaro G (O 530 G), now with Euro 5 engines. In addition, 14 Van Hool New A 330s found their way to the GöVB, which for the first time have air conditioning and a tower motor arranged on the side . In contrast to the first delivery in 2005, still in a low-entry version came with MAN engines, this series received DAF engines and the first time Voith - automatic . For the debates on particulate matter that emerged at the time, there was the political will to procure vehicles with alternative drives such as natural gas engines . This failed due to the lack of infrastructure, the high investment costs for it, but also the lack of series production of many alternative drive technologies. Conventional diesel engines were therefore retained, which, however, come close to alternative drives in terms of their exhaust emissions. At the time, DAF was the only engine manufacturer to offer the Euro 5 standard without additives for exhaust aftertreatment , even if the Citaro articulated trains, which were procured almost at the same time, were dependent on additives. In return, the Mercedes-Benz O 405 N and the only MAN NL 202 were retired. The majority of the Mercedes buses initially went to NVG, which operated as a subcontractor exclusively on behalf of GöVB until September 2015 and were still in use there until around 2010. Two other O 405 Ns and the only solo MAN also stayed in Göttingen with a non-profit bus company for trips to schools and the disabled.
In December 2007, a Van Hool double articulated bus of the type AGG 300 was used exclusively on Line 1 as a trial. The background to the trial operation was the idea of using these vehicles to meet the strong passenger demand on Line 1. Since the infrastructure such as For example, if the length of the workshop pits in the depot or the bus stop bays do not allow a 25 m bus to be used, the attempt remained. The disadvantage of the demonstration vehicle was that due to the lack of an automatic door, the last door had to be locked, which had a negative effect on passenger changes at stops.
In 2008 the GöVB Citaro was supplemented by two more solo vehicles, for the first time again in a 3-door version.
At the beginning of 2009, the age limit for reduced tickets was increased again from 11 to 14 years, this applied to the entire network area. In October 2009, the fleet was expanded to include four articulated buses of the type MB Citaro II, which for the first time have two Windows- controlled TFT screens instead of the previously used dot matrix stop displays , which, unlike the other stop displays , show the next four stops.
To improve orientation, especially for non-residents who obtain timetable information via online information, in July 2010 the Zeppelinstraße stops on lines 4 and 14 were renamed Windausweg and Eiswiese in Badeparadies Eiswiese.
In October 2010 the GöVB procured another 3 articulated buses of the type Mercedes-Benz Citaro II G, in October 2011 and one year later, in November 2012, another 4 articulated buses of the same type followed.
At the beginning of 2011, dynamic passenger information systems were installed at all inner-city stops in cooperation with the City of Göttingen for 430,000 euros.
With the turn of the year 2014/2015, the city of Göttingen changed the group structure: Göttinger Verkehrsbetriebe GmbH was spun off from Stadtwerke Göttingen AG and is no longer its subsidiary. The Göttinger Versorgungs- und Verkehrsbetriebe GmbH (GöVV) was founded as a wholly owned subsidiary of the city of Göttingen. Since then, this holding company has been the sole and direct owner of the Göttinger Verkehrsbetriebe and also holds 50.1 percent of the shares in Stadtwerke Göttingen AG. (The remaining shares in Stadtwerke Göttingen remain with EAM (EAM Beteiligungen GmbH) and Gelsenwasser .)
From October 2015, the GöVB will again take over all services in regular services (except regular taxi) itself.
Line network
The Göttingen line network is a star-shaped network (radial network), which mainly consists of diameter lines . Since 1972, the center of the line star has been the city center with the so-called bus ring and the central stops Weender Strasse, Markt, Kornmarkt and Jüdenstrasse, which are used in a one-way system parallel to the main shopping street, Weender Strasse. Around 70 percent of passengers go to the city center.
Development of the route network until 1998
The first route network from 1927 consisted of three lines. Some of the lines that were used at that time are still used today:
- Line 1: barracks ↔ center ↔ train station
- Line 2: Rohns ↔ Kliniken ↔ Center ↔ Grone
- Line 3: Weende ↔ Center ↔ Geismar
From 1952 , 16 vehicles were already used on six lines. After the incorporation of (among others) Weende, Nikolausberg , Grone and Geismar, further lines were set up. So was z. B. on September 27, 1964 inaugurated line 18 to Nikolausberg.
The structure of this network remained largely unchanged until the changeover in 1998, even though it was expanded numerous times with the development of the Klinikum and Norduni. At the beginning of the 1990s, line 26 (later roughly line 12) was added, the first tangential line that does not touch the city center.
The line network until 1998 consisted of 29 lines, 25 of which were regular bus lines including line A (excursion line) to the Kehr, as well as Park + Ride traffic on Saturdays and the two night lines 28/29 (night from Saturday to Sunday).
The disadvantage of this network was that over the decades, new additions or extensions of lines and incorporations of the suburbs resulted in quite a wild growth. The route network map at that time, which was unfortunately only shown in one color and stylistically very distorted, was very confusing even for those familiar with the area. Many residential areas were served by several lines, so four lines ran from Holtenser Berg alone (1, 7, 15 and 26), nine lines even had the district Geismar as their destination (2, 4, 5, 6, 11, 12, 13 , 14 and 26, compare later 1, 2, 4, 12 and 13).
This led to unnecessary parallel journeys and overlapping of many lines; Some lines partly ran together on half of their route, but only every hour, such as lines 5 and 6 in the southern part, so that for reasons of operational optimization and clarity, a new line network was required with fewer lines gets by. The increasing traffic calming measures also made it necessary to re-plan as the travel times could no longer be adhered to.
The following lines were served in Göttingen until November 1998:
| line | Route | HVZ cycle |
|---|---|---|
| 1 | Holtenser Berg ↔ Königsallee ↔ City Center ↔ Eichendorffplatz ↔ Herzberger Landstr. (Rohns) | 30 min |
| 2 | Weende-Nord ↔ Center ↔ Keplerstrasse ↔ Geismarlandstrasse ↔ Geismar-Süd ↔ Geismar-Charlottenburger Str. | 30 min |
| 3 | Weende-Nord ↔ Center ↔ Stadtfriedhof ↔ Grone (evening: Grone-Süd) | 30 min |
| 4th | Leineberg ↔ Train station ↔ Center ↔ Schillerstraße ↔ Mittelberg ↔ Geismar-Schöneberger Str. | 30 min |
| 5 | Zietenkaserne ↔ City Hall ↔ Center ↔ Treuenhagen ↔ Geismar-Schöneberger Str | 60 min |
| 6th | Klausberg ↔ City Center ↔ Treuenhagen ↔ Geismar-Schöneberger Str. | 60 min |
| 7th | Lohberg-Himmelsruh ↔ Center ↔ Güterbahnhofstr. ↔ Holtenser Berg ↔ Holtensen | 30 min |
| 8th | Weende-Ost ↔ Klinikum ↔ Waldweg ↔ Theaterplatz ↔ Center ↔ Railway Station ↔ Grone-Nord (depot) (evening: Elliehausen / Esebeck) | 20 min |
| 9 | Grone-Süd ↔ Stadtfriedhof ↔ Center ↔ Nikolausberger Weg ↔ Klausberg | 30 min |
| 10 | Train station ↔ city center ↔ Goßlerstraße ↔ Klinikum ↔ Herberhausen | 30 min |
| 11 | Geismar-Schöneberger Str. ↔ City Hall ↔ Center ↔ Train Station | 60 min |
| 12 | Klinikum-West ↔ Center ↔ Stadthalle ↔ Geismar-Charlottenburger Str. | 30 min |
| 13 | Industrial area ↔ Godehardstr. ↔ Center ↔ Treuenhagen ↔ Geismar-Süd | 30 min |
| 14th | Leineberg ↔ Railway Station ↔ Center ↔ Lotzestraße ↔ Geismar-Süd | 30 min |
| 15th | Lohberg-Himmelruh ↔ Stadthalle ↔ Center ↔ Railway Station ↔ Königsallee ↔ Holtenser Berg | 60 min |
| 16 | Universität-Nord ↔ Klinikum ↔ Waldweg ↔ Center ↔ Lohberg-Himmelsruh | 30 min |
| 17th | Weende ↔ Center ↔ Stadtfriedhof ↔ Grone-Süd | 30 min |
| 18th | Nikolausberg ↔ Goßlerstraße ↔ Auditorium ↔ Railway Station | 30 min |
| 19th | Göttingen train station ↔ Rosdorf (shared public transport / RBB) | - |
| 20th | Göttingen train station ↔ Bovenden (public transport / RBB) | - |
| 21st | Train station ↔ Elliehäuser Weg ↔ Holtensen (regional transport) | - |
| 22nd | Train station ↔ Elliehausen ↔ Esebeck (regional traffic) | - |
| 23 | Train station ↔ Stadtfriedhof ↔ Groß Ellershausen ↔ Hetjershausen ↔ Knutbühren (regional transport) | - |
| 24 | Train station ↔ Weende Hospital ↔ Roringen (regional transport) | - |
| 26th | Geismar Schöneberger Str. ↔ Lohberg ↔ Theaterplatz ↔ Klinikum ↔ Uni-Nord ↔ Weende ↔ Holtensen ↔ Holtenser Berg | 30 min |
| A. | Center ↔ City Hall ↔ Herzberger Landstr. ↔ Hainholzhof / Kehr (excursion line, internal line 25) | - |
| P + R | Maschpark → Center → Maschpark (only Sat.) | 10 min |
| 28 | Geismar-Schöneberger Str. ↔ Grone-Nord (night bus line, only from Saturday to Sunday) | 2 trips |
| 29 | Holtenser Berg ↔ Weende-Nord (night bus line, only from Saturday to Sunday) | 2 trips |
Most of the lines were offered at half-hourly intervals during rush hour (peak hours, on school days Mon-Fri 6 am-8pm), only route 8 had a higher density of trips with a 20-minute interval. Lines 5 and 6 ran every hour, with each being offset by half an hour in the Geismar / Treuenhagen area, which meant that at least there were half-hourly trips between Geismar and the city center. The lines in overland and excursion traffic were not integrated into a clock cycle and were also served by other intercity bus lines in joint traffic. In school and commuter traffic, emergency vehicles were also provided, which initially operated as a booster for the regular bus lines and then targeted certain schools or the industrial area.
Some of the lines (e.g. 11, 12, 13, and 26) only ran on weekdays during rush hour, with the canceled trips being taken over in the evenings or on public holidays by changing the courses of other lines, unless there was an alternative bus connection in the area. There were also severe restrictions in the timetable during the summer holidays. During this time it was also possible to dispense with the use of articulated buses.
Lines 19 and 20 were operated in joint transport between the railway bus (from 1989: Regionalbus Braunschweig GmbH -RBB-) and the municipal utilities. There was a special tariff for trips to the areas of Bovenden and Rosdorf.
Lines 21 to 24 were mainly served by regional buses of the Bahnbus or RBB as part of their own scheduled trips. For example, line 2642 (today 210) Göttingen - Holzminden to Holtensen served city traffic as line 21 or line 2554 (today 120) Göttingen - Hann. Münden to Hetjershausen / Knutbühren with line 23. In the context of this transport community, the tickets of the municipal utilities were valid, which were also sold in the RBB buses instead of the otherwise used printer tickets in order to be able to separate the income. The RBB drove in the city area as a kind of sub-contractor on behalf of the municipal utilities. The use of city buses on these lines was rather the exception. City buses drove when there was no regional transport service, for example in the evening hours. Outside these lines (in the direction of Reinhausen / Gleichen ), regional transport companies, which also included private concession holders, were prohibited from transporting passengers within the urban area. This practice only changed with the introduction of the Verkehrsverbund Süd-Niedersachsen (VSN) on April 1, 1999.
The modernized network from 1998
In the mid-1990s, representatives of the municipal utilities, city council and a Hanoverian planning company began planning the new route network under the working title of “Göttingen Nahverkehr 2000”. The reasons for a new route network were complex: due to the many changes and expansions in the previous years, it was exhausted to its limits and no longer navigable according to plan, so that even with normal traffic there were constant delays and connections could not be held . There was also a desire to better connect the train station, clinic and new town hall to the bus network. In addition, in the future city bus network, the places outside the built-up city center should be connected to the center, as the lines 18 to 24, some of which are jointly operated, run by RBB or municipal utilities without a connection to the center. For the most part, during the re-planning of the route sections used in the directional band, loop journeys were also avoided, where buses only serve stops in one direction. With a few exceptions in the area of the endpoints, the lines in both directional courses run on the same route.
Newly developed residential and commercial areas such as the then modernized Zietenterrassen (created from the previously abandoned Zieten barracks of the German armed forces ), the Kiessee-Carrée (Pastor-Sander-Bogen) or the Kaufpark (then known as a specialist market center) should also be integrated into the network become. In the Kiessee-Carrée, however, no road layout suitable for buses was taken into account, so that it was and is impossible to drive into this area with buses due to the meandering streets.
The result of the planning was a significantly streamlined network from 26 to twelve bus routes, which reduced the number of direct journeys considerably, but increased the operating frequency to a quarter of an hour. In some cases, lines were split in the planning and designated with two-digit numbers to differentiate between the courses, such as B. the course of line 3 from Grone to Weende as line 31 and Bovenden as line 32. The same applies to line 13, which changed as line 71/72 between the destination station and Esebeck in the first planning draft. As already mentioned, the surrounding districts of Nikolausberg, Roringen, Herberhausen, Groß Ellershausen, Hetjershausen, Knutbühren, Elliehausen and Esebeck were connected to the city center. The same was true for Bovenden and Rosdorf. The new route network was also better adapted to regional traffic. Transfer points were already offered on the main roads so that unnecessary trips to the central bus station could be avoided.
For the first time, the plans envisaged, in addition to regular bus service, as the main form of operation, on-demand traffic using a shared call taxi (AST) , as in one case it was not possible to continue the bus from Hetjershausen to Knutbühren due to the low passenger demand and necessary break times at the terminal stops . Due to massive problems caused by the commissioned taxi company and the resulting passenger protests, this form of operation was converted into a regular taxi. Other regular taxi services followed, and in the evenings the towns of Holtensen and Roringen were also served by a regular taxi.
| line | Route |
|---|---|
| 1 | Holtenser Berg ↔ Godehardstr. ↔ Center ↔ Treuenhagen ↔ Geismar / Vor dem Walde |
| 2 | Weende-Nord ↔ Center ↔ Geismarlandstr. ↔ Geismar-Charlottenburger Str. |
| 3 | Weende-Nord ↔ Center ↔ Stadtfriedhof ↔ Grone-Süd |
| 4th | Geismar-Schöneberger Str. ↔ Lohberg ↔ Eiswiese ↔ Center ↔ Railway Station ↔ Grone-Süd ↔ Kauf Park |
| 5 | (Knutbühren AST-) Hetjershausen / Groß Ellershausen ↔ Stadtfriedhof ↔ Center ↔ Goßlerstraße ↔ Uni North ↔ Nikolausberg |
| 6th | Klausberg ↔ Albaniplatz ↔ City Center ↔ Stadtfriedhof ↔ Grone |
| 7th | Geismar-Schöneberger Str. ↔ Albaniplatz ↔ Center ↔ Railway Station (West) ↔ Maschmühlenweg ↔ Holtensen |
| 8th | Weende-Ost ↔ Klinikum ↔ Theaterplatz ↔ Center ↔ Railway Station ↔ Grone-Nord |
| 9 | Leineberg ↔ City Center ↔ Nikolausberger Weg ↔ Ostviertel (Rohns) |
| 10 | Herberhausen / Roringen ↔ Weender Hospital ↔ Train Station |
| 11 | Papenberg ↔ Zietenterrassen |
| 12 | Holtenser Berg ↔ Weende ↔ Klinikum ↔ Train station ↔ Lohberg ↔ Zietenterrassen |
| 13 | Geismar-Süd ↔ Friedländer Weg ↔ Center ↔ Railway Station ↔ Industrial Area ↔ Elliehausen / Esebeck (alternating) |
| 14th | Bovenden ↔ Weende-Freibad ↔ Center ↔ Eiswiese ↔ Rosdorf |
| A. | Hainholzhof ↔ Herzberger Landstr. ↔ Albaniplatz ↔ city center ↔ train station |
The route network from 1998 to 2014
Increasing cost pressure and passenger numbers, which remained below the assumptions and have continued to decline in recent years, meant that the route network and timetable offer had to be adapted to the weak demand in some places. The closing time has been brought forward by about half an hour, so that the scheduled trips on weekdays usually end before midnight, which is unusual for a city of this size. Individual lines were also affected by supply cuts. Line 6, which initially ran every quarter of an hour, was suspended on half the line between the center and Grone and only ran every half hour from Klausberg to the train station. Line 5 took over their operation in Grone. Line 11 was completely discontinued, instead line 8 ran alternately via Papenberg and Weende-Ost. Line A to the Hainholzhof and the P + R traffic on Saturdays through specially designed line trips have also been discontinued. This is now served daily by the regular lines between the Schützenplatz stop and the city center. Compared to the previous situation, this represents a considerable improvement, since in addition to the daily service during rush hour, ten trips per hour are offered. In addition to retail customers, this is now also of benefit to those employed in the city center due to the very limited parking available there. In the run-up to Christmas, an Advent shuttle runs every ten minutes from Schützenplatz to the city center on Saturdays. Financing is provided by the city of Göttingen and use is free of charge for passengers.
The Regionalbus Braunschweig GmbH (RBB) operated the journeys between Bovenden or Rosdorf and the Göttingen train station within this area from 1999 to 2001 as route 15.
In order to save on articulated vehicles on certain routes, which cause higher operating costs, a move was made in 2008 for some solo vehicles by removing individual bench seats to increase the standing capacity for the peaks in school and commuter traffic.
After the 2010 summer vacation, the route of line 9 was changed. On the outward and return journey, it leads through the Asklepios specialist clinic in Göttingen . Their stop was called "Asklepios". This change was adopted to better connect the specialist clinic on the one hand, but also the southern part of the Leineberg to the city bus network.
From August 2013, the timetable will be further thinned out for financial reasons. Line 7 is canceled in the evening on the Holtensen – Bahnhof section; their stops are now served by lines 1 and 13. The final stops of lines 6/9 were exchanged for the SVZ; the 6 then runs between Klausberg – Leineberg and the 9 between Rohns – Bahnhof. The double approach to Herberhausen is avoided on line 10.
| line | Route | holding place |
Length km |
HVZ cycle |
|---|---|---|---|---|
| 1 | Holtenser Berg ↔ Godehardstr. ↔ City Center ↔ Treuenhagen ↔ Kiesseestr. ↔ Ziet terraces | 30th | 10.9 | 15 minutes |
| 2 | Weende-Nord ↔ Center ↔ Geismarlandstr. ↔ Geismar-Charlottenburger Str. | 29 | 10.3 | 30 min |
| 3 | Weende-Nord ↔ Center ↔ Stadtfriedhof ↔ Grone-Süd ↔ Grone | 31 | 10.4 | 30 min |
| 4th | Geismar-Schöneberger Str. ↔ Lohberg ↔ Eiswiese ↔ Center ↔ Railway Station ↔ Grone-Süd ↔ Kauf Park | 37 | 12.3 | 30 min |
| 5 | (Knutbühren-) Hetjershausen / Groß Ellershausen ↔ Grone ↔ Center ↔ Goßlerstr. ↔ Uni North ↔ Nikolausberg | 40 | 16.2 | 30 min |
| 6th | Klausberg ↔ Albaniplatz ↔ city center ↔ train station | 16 | 5.2 | 30 min |
| 7th | Zietenterrassen ↔ Albaniplatz ↔ Center ↔ Railway Station (West) ↔ Maschmühlenweg ↔ Holtensen | 28 | 11.4 | 30 min |
| 8th | Weende-Ost / Papenberg ( alternating ) ↔ Clinic ↔ Theaterplatz ↔ Center ↔ Railway Station ↔ Grone-Nord | 29 | 10.8 | 15 minutes |
| 9 | Leineberg ↔ Asklepios ↔ Center ↔ Nikolausberger Weg ↔ Ostviertel (Rohns) | 20th | 6.8 | 30 min |
| 10 | Herberhausen / Roringen ↔ Weender Hospital ↔ Train Station | 24 | 12.8 | 30 min |
| 12 | Holtenser Berg ↔ Weende ↔ Klinikum ↔ Train station ↔ Lohberg ↔ Geismar Schöneberger Str. | 32 | 14.1 | 30 min |
| 13 | Geismar-Süd ↔ Friedländer Weg ↔ Center ↔ Railway Station ↔ Industrial Area ↔ Elliehausen ↔ Kauf-Park / Esebeck (alternating) | 39 | 17.3 | 30 min |
| 14th | Bovenden ↔ Weende-Freibad ↔ Center ↔ Eiswiese ↔ Rosdorf | 34 | 15.8 | 60 min |
Campus line
The campus-line inverted first trial Monday to Friday from 1 October 2010 to 1 April 2011 as the so-called express bus line S 5.
Since the winter semester 2011/2012 wrong line as a campus-line 51 on.
| line | Route | Stops | HVZ cycle |
|---|---|---|---|
| 51 | Campus line train station ↔ campus ↔ Uni-Nord ↔ Faßberg | 9 | 30 min |
Night bus routes
The two night bus lines only ran on the nights from Friday to Saturday and from Saturday to Sunday between 1:00 and 3:30 a.m., and on Sunday morning (6:00 to 9:00 a.m.) before the regular lines started operating. With the conversion of the route network, the offer was expanded to include early journeys.
| line | Route | Stops |
|---|---|---|
| 28 | Grone → Center → Himelsruh → Zietenterrassen | 34 (26) |
| Zietenterrassen → Center → Leineberg → Grone / South → Grone | 34 (37) | |
| 29 | Weende-Nord → Center → Holtensen → Holtenser Berg | 30 (34) |
| Holtenser Berg → Center → Robert-Koch-Strasse → Weende-Nord | 32 (23) |
The network from 2014
A revised route network was introduced on November 1, 2014. The main changes include better connections to the train station for commuters and schoolchildren in the morning, better connections to the northern area of the university and the introduction of new night buses through the introduction of the semester ticket, more connections to the Kauf Park and the Zietenterrassen area. In addition, the transfer options are to be systematized and new, more logical line numbers introduced. In April 2015 the new line network was optimized, i. H. Departure times have been changed, and the route from line 11 has been lengthened (relocation of the terminus from Schöneberger Strasse in Geismar to Grete-Henry-Strasse on Zietenterrassen) and the route from route 33 shortened (relocation of the terminus from Lenglerner Strasse in Holtensen to Europaallee in Holtenser Berg).
Since June 2017, the Hainholzhof has been served again on a trial basis until October 2017 on weekends by extending bus route 73.
The lines are as follows:
| line | Route | Replaces |
|---|---|---|
| 11 | Holtenser Berg ↔ Hagenberg ↔ Weststadt ↔ Schützenplatz ↔ Center ↔ Treuenhagen ↔ Geismar (final stop until April 2015) ↔ Zietenterrassen | 1, 7 |
| 12 | Holtensen ↔ Weststadt ↔ Schützenplatz ↔ Center ↔ Treuenhagen ↔ Geismar-Süd | 1, 7, 12, 13 |
| 21st | Nikolausberg ↔ Uni-Nord ↔ Klinikum ↔ Train station ↔ Zietenterrassen | 1, 5 |
| 22nd | Nikolausberg ↔ Uni-Nord ↔ Klinikum ↔ Center ↔ Geismar-Süd | 2, 5 |
| 23 | Faßberg ↔ Uni-Nord ↔ Klinikum ↔ train station | 51 |
| 31 | Weende-Nord ↔ Center ↔ Grone-Altdorf ↔ Kauf Park | 3, 5 |
| 32 | Weende-Nord ↔ Center ↔ Grone-Süd ↔ Kauf Park | 2, 3, 4 |
| 33 | Klinikum ↔ Lutteranger ↔ Holtenser Berg (↔ Holtensen, until April 2015) | 12 |
| 41 | Weende-Ost ↔ Klinikum ↔ Center ↔ Railway Station ↔ Grone-Nord ↔ Depot | 8th |
| 42 | Papenberg ↔ Klinikum ↔ Waldweg ↔ Center ↔ Railway Station ↔ Grone Nord ↔ Depot | 8th |
| 50 | Rohns ↔ city center ↔ train station | 6, 9 |
| 61 | Rosdorf ↔ Eiswiese ↔ Center ↔ Railway Station ↔ Grone-Süd ↔ Kauf Park ↔ Groß Ellershausen ↔ Hetjershausen | 4, 5, 14 |
| 62 | Bovenden ↔ Weende ↔ Center ↔ Grone-Süd ↔ Kauf Park ↔ Groß Ellershausen | 4, 5, 14 |
| 63 | Purchase Park ↔ Gr. Ellershausen ↔ Hetjershausen ↔ Knutbühren ↔ Ossenfeld ↔ Dransfeld | 5, LT5 |
| 71 | Esebeck ↔ Elliehausen ↔ industrial area ↔ train station ↔ city center ↔ Zietenterrassen | 7, 13 |
| 72 | Kauf Park ↔ Elliehausen ↔ industrial area ↔ train station ↔ city center ↔ Zietenterrassen | 7, 13 |
| 73 | Weststadt ↔ Maschmühlenweg ↔ Center ↔ Zietenterrassen (↔ Sat./Sun. To Hainholzhof / Kehr) | 7th |
| 80 | Klausberg ↔ Center ↔ Leineberg | 6, 9 |
| 91 | Roringen ↔ Herberhausen ↔ Nordstadt ↔ Center ↔ Südstadt ↔ Lohberg ↔ Geismar | 4, 5, 10 |
| E91 | Universität-Nord (Tammannstraße) ↔ train station | 5 |
| 92 | Herberhausen ↔ Nordstadt ↔ Center ↔ Südstadt ↔ Lohberg ↔ Geismar | 4, 5, 10 |
The night buses run from Friday to Saturday and from Saturday to Sunday (under the new name “Nachtliesel”) and on Sunday morning from the center (Weender Straße-West or East) to the end points and back. They travel as an express bus and do not stop at all stops.
| line | target | Replaces |
|---|---|---|
| N1 | Holtenser Berg ↔ Weststadt ↔ Center | 29 |
| N2 | Weende-North ↔ Center | 29 |
| N3 | Weende-Ost ↔ Clinic ↔ Center | 29 |
| N4 | Nikolausberg ↔ Uni-Nord ↔ Klinikum ↔ Center | 29 |
| N5 | Center ↔ Zietenterrassen | 28 |
| N6 | Center ↔ Treuenhagen ↔ Geismar | 28 |
| N7 | Center ↔ Südstadt | 28 |
| N8 | Center ↔ Grone | 28 |
Today's vehicle fleet
As of October 2016, the fleet of the Göttinger Verkehrsbetriebe comprised 94 of its own regular buses, around half of which were articulated trains.
The two MAN NG 312 articulated trains, which were purchased at the end of the 1990s and were the last remaining, were canceled in October 2016. At the turn of the millennium, smaller numbers of solo vehicles and articulated trains of the type MB O 530 Citaro and MAN NL 263 (NG 313) followed. In 2005, buses from the Belgian bodywork manufacturer VanHool of the “new A320” type were purchased for the first time, and in 2007 another 14 “new A 330” vehicles followed. Since then, further Mercedes Citaro have been successively procured in smaller series both as solo and articulated versions.
On the morning of October 9, 2014, the articulated bus No. 304 (MB O 530 G Citaro) burned out due to a technical defect in the Nikolausberg district before the regular service began.
In order to meet the increased demand for vehicles due to the new route network, a used Mercedes-Benz CapaCity (in standard version, without design package) was procured shortly afterwards , which served as a Mercedes demonstration vehicle for a long time and was previously employed by KVG in Kiel . At the same time, the GöVB tested the hybrid drive with a Volvo 7900A hybrid articulated bus for the first time . Both vehicles are no longer in stock. The purchase of used vehicles in February 2015 was supplemented by 3 Citaro articulated trains (built in 2003) from Bogestra .
Already in autumn 2008 the GöVB received a CapaCity demonstration car (in the design package), which was only tested briefly and not in regular service.
After the outsourcing of line services to the subcontractor NVG ended, some of the (newer) vehicles were taken over by GöVB, including the four Setra 415 NF.
In February 2018, three Volvo 7900 EH plug-in hybrid buses were purchased for the first time. In addition to four other Solaris Urbino 12 (IV) solo cars, four Urbino 18 (IV) articulated buses followed for the first time. In return, the Citaro and MAN A21 procured in 2002/2003 were withdrawn from the inventory.
| Vehicle type | procurement | number |
|---|---|---|
| MB O 530 G Citaro | 2003, 2007, 2009–2012, 2013–2014, 2015 | 25 vehicles |
| MAN NG 313 (A 23) | 2004 | 2 vehicles |
| MB O 530 Citaro | 2002, 2008, 2009, 2011 | 6 vehicles |
| VanHool New A 320 | 2005 | 1 vehicle |
| VanHool New A 330 | 2007 | 14 vehicles |
| Setra S 415 NF | 2008, 2010 | 4 vehicles |
| Mercedes-Benz Citaro C2 | 2014 | 7 vehicles |
| Mercedes-Benz O 530 Citaro C2G | 2015, 2016 | 15 vehicles |
| Solaris New Urbino 12 (IV) | 2016, 2018 | 9 vehicles |
| Nissan e-NV200 K-Bus Remodel | 2018 | 1 vehicle |
| Solaris Urbino 18 (IV) | 2018 | 4 vehicles |
| Volvo 7900 EH (plug-in hybrid) | 2018 | 3 vehicles |
As of March 27, 2018
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The company's fleet also includes a British classic double-decker bus of the type Bristol Lodekka FLF, built in 1960, which was baptized “ Miss Marple ” and is available for sightseeing or charter trips. On June 27, 2011, this vehicle was damaged in an accident and could therefore no longer be used in 2011. However, the vehicle was extensively repaired for the 2012 season and has been operational again since July 2012. The accident damage was put at € 28,000.
This bus is also incorrectly referred to by the authorities as the "Londonbus". However, buses of this type were not used in London , where the AEC Routemaster specially developed for London were used, which are structurally greater due to the greater height (4.50 compared to 4 .00 meters), aluminum body and the characteristic, open rear entrance. The Göttingen bus was initially used in green-beige paint for the Western National Bus Company in Taunton (south-west England), was sold to Switzerland in 1983 and was only painted red there until it was brought to Göttingen in January 1999.
The last remaining O 305 from 1985 was also used for special and traditional trips until August 2009. This has meanwhile been sold to IG Traditionsbus Südniedersachsen, which continues to use the vehicle for special and traditional trips in the Göttingen area.
NahVerkehr Göttingen GmbH
The N ah V ransport G Öttingen GmbH (NVG) was a resident of Göttingen subsidiary of Brundig Travel from Witzenhausen / Hessen carried out which city scheduled services in Göttingen as subcontractors exclusively for Goettingen transport companies.
With the reorganization of the route network in 1998, routes were handed over to private contractors for the first time. Initially, line 13 was operated with midibuses by another Göttingen travel company during the off-peak period between the train station and Elliehausen / Esebeck. When the new contract was awarded, this company was eliminated, the NVG was founded, bought some of the Stadtwerke's O 405s, which were now old and ready for retirement, and initially only served line 6. Furthermore, further trips during the off-peak times such as lines 5 or 10 were made to the NVG transfer. In 2010 the NVG could be found on all lines.
The company's vehicle fleet in 2011 included 17 vehicles, including 1 O 405 N ex GöVB, 2 O 405N², a total of 3 newly purchased VanHool A 320 or 360 in low-entry version, 4 Setra S 415 NF and 3 MB Citaro, the originally were intended for a regional bus company of DB AG in southern Germany. In addition, an MB O 405 GN² was procured in 2010. In 2011, another 2 Citaro and another MB O 405 GN² purchased second-hand were added.
On September 30, 2015, the NVG ceased operations, as the GöVB manages all services on its own.
literature
- 70 years of city buses. Festschrift of Stadtwerke Göttingen AG, published by Klaus Plaisir, Karl-Wilhelm Michel
- Göttingen - The 60s . Wartberg Verlag, ISBN 3-86134-705-9 .
- Göttingen - The 50s . Wartberg Verlag, ISBN 3-86134-304-5 .
- Specialist statistics service of the city of Göttingen, information about the Göttingen transport company
Web links
- Official GöVB website
- Website about public transport in Göttingen and Kassel
- IG traditional bus south Lower Saxony
- GöBUS The omnibus portal
Individual evidence
- ↑ New lines for a year: passengers storm city buses in Göttingen (article of October 30, 2015). In: www.hna.de. Retrieved August 3, 2017 .
- ↑ GöBus omnibus Portal - Stock list Goettingen Verkehrsbetriebe GmbH. In: www.goebus.de. Retrieved August 1, 2017 .
- ^ Lines - Göttinger Verkehrsbetriebe GmbH. (No longer available online.) In: www.goevb.de. Archived from the original on April 13, 2016 ; accessed on April 13, 2016 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ↑ 22.8 million trips. Göttinger Verkehrsbetriebe present balance sheet. In: goettinger-tageblatt.de. Retrieved September 17, 2017 .
- ↑ New lines for a year: passengers storm city buses in Göttingen (article of October 30, 2015). In: www.hna.de. Retrieved August 3, 2017 .
- ↑ GöVB tariff information on single tickets
- ↑ Bus routes changed
- ↑ Ulrich Schubert: Talking boards and glass bus shelters. In: Göttinger Tageblatt. March 2, 2011.
- ^ Stadtwerke Göttingen AG - company. In: www.stadtwerke-goettingen.de. Retrieved April 13, 2016 .
- ^ History - Göttinger Verkehrsbetriebe GmbH. (No longer available online.) In: www.goevb.de. Archived from the original on April 13, 2016 ; accessed on April 13, 2016 . Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice.
- ^ E. Fey: Optimization of the Göttingen line network. Thesis . University of Göttingen, 1997.
- ↑ Further development of the urban bus network. City of Göttingen, accessed on September 18, 2013 .
- ↑ goevb.goebus-omnibusportal.de GöBus Omnibusportal - vehicle list of the Göttingen transport company
- ↑ http://mmeldung.goebus-omnibusportal.de/ GöBus-Omnibusportal messages
- ↑ http://www.volvobuses.de/de-de/news/2017/sept/gottingen-entscheidet-sich-elektro-hybridbusse.html
- ↑ Ulrich Schubert: Göttingen's double-decker bus is running again. In: Göttinger Tageblatt. July 12, 2012.
- ↑ Illustrated History for 465FTT. Western National Lodekka Survivors, accessed on July 26, 2015 (English stock page about the Göttingen Bus).
- ↑ Overview of the Göttingen buses at www.bus-tram.de . Retrieved October 20, 2011.
