Tariff system (public transport)

from Wikipedia, the free encyclopedia

A tariff system is used in public transport to determine the rules according to which the price for a journey between the start and destination stops is determined. A tariff system consists of a tariff structure and an assortment of ticket types based on it .

Ticket, punched for departure on Saturday between 6 and 7 p.m., July 1949 on line 53 of the Vienna public transport company

history

Originally there were separate tariff systems for all modes of transport, with railway companies often developing more comprehensive systems with areas of application for entire national territories. Each passenger bought a ticket that was validated by a conductor . Every time the mode of transport changed and often every change, a new ticket had to be purchased, which was valid from the point of entry to the end of a line . This system persisted in many Eastern European countries until the 1990s, as highly subsidized tickets were issued here, but they were only valid for one journey on a line without transfer authorization. For professionals and schoolchildren, there were also route-related weekly and monthly tickets.

Today's local public transport (ÖPNV) has also given rise to other tariff systems. First, transfer tickets were introduced, which had to be validated again when changing trains. In order to rule out that these can be used for a return trip, a punch was used instead of the cancellation by simply tearing it. The direction of travel could now be read from the position of the perforation on the ticket. In the 1950s, the TIM printer was increasingly used, with which the tickets could be printed with the line number, direction of travel and time and thus validated.

The " economic miracle " in the early 1960s led to a labor shortage and high wage costs in West Germany. Therefore, many local transport companies replaced their conductors by having the tickets sold by the drivers. Later, tickets were increasingly sold through ticket machines . The sale of tickets should also be restricted by multi-trip and day tickets, which is why many companies installed printing validators . In Eastern Europe, too, there were no more conductors due to the labor shortage. Here, however, tickets were sold in sales outlets or from payment boxes . Inspectors took over the random checks of the passengers.

The passengers now had to find out about the applicable tariffs for their route themselves, and the inspectors had to acquire more and more specialist knowledge as the range of tickets became increasingly complex. However, the change between the modes of transport should now also be made easier, which is why transport communities and associations increasingly emerged. This had an impact on the tariff systems by developing area and zone tariffs or introducing uniform tariffs for large urban areas such as Berlin . Special short-haul tickets were intended to counteract the tariffs designed for long journeys and thus for short journeys over only a few stops at high tariffs.

Ticket assortments

A basic range of tickets usually consists of single tickets , multi-journey tickets at reduced prices and season tickets such as daily, weekly and monthly tickets. Discounted return tickets for a return trip are also possible. This basic range can be supplemented by

  • Surcharge tickets (for example for the use of the first class of car or for transports that are subject to a surcharge, such as express buses or collective call taxis ),
  • Supplementary tickets (including connection tickets when a season ticket area of ​​validity is exceeded) and
  • Additional tickets such as for the transport of luggage, animals or bicycles .

Single tickets are valid for one trip in the direction of the destination within a period of validity, return trips and round trips are excluded. Alternatively, there are sometimes short-term tariffs where the fare is determined solely by how long a means of transport is used. Any number of breaks in the journey, transfers, and return and round trips are permitted here. Short-term tariffs are quite easy to use because they do not have to take into account any distances, number of stops or tariff zones.

More detailed descriptions of the individual ticket types can be found in the tariff regulations . There are special provisions and conditions, among other things, for the transport of severely disabled people .

Tariff structures

Tariff structures of the German transport and tariff associations

Free local transport

There is no fare to be paid for the journey. In many cities there are also partial implementations of free local transport, i. H. this only applies to certain types of transport, lines, operating times or groups of people, such as severely disabled people, pensioners, veterans or children. This is feasible because ticket revenues only reflect a part of the actual costs, as well as with the willingness to give greater weight to the benefit effects of society as a whole . Even car traffic does not cover costs and, according to Verkehrsclub Deutschland, has to be subsidized from general funds with around 150 euros per person per year.

history

The idea of ​​free local transport was first formulated in the 1970s. The writer Josef Reding demanded as early as 1971: “A large-scale transport association with a uniform low or zero tariff would be the solution to the urban transport problem. People in the metropolitan areas must be granted affordable transport as a basic right. "

Udo Becker , professor of traffic ecology at the Technical University of Dresden, is certain that nowadays “every professor in Germany theoretically thinks the zero tariff is a good idea”.

advantages

Economic aspects result from a direct saving on complex ticket and tariff system infrastructures and the groups of people entrusted with them (conception, sales, maintenance, control). Due to the degressive marginal costs , an improved utilization of traffic capacity leads to more efficient operation and lower transport costs per passenger. More urban visitors with consequently increasing retail sales can generate additional municipal income.

Environmental aspects result from the decline in motorized individual traffic: traffic calming, CO₂ climate balance (traffic is the only sector that has not been able to reduce its emissions since 1990), traffic accident balance , compliance with limit values ​​for nitrogen oxides and fine dust .

Social aspects are a gain in quality of life and a more flexible and broader mobility participation.

Risks

  • Increasing passenger numbers can make investments in line expansion necessary.
  • The change of drivers does not always take place in the forecast amount. Conversely, too much support can lead to co-financing via e.g. B. undermine city tolls or parking fees.
  • Increasing number of short-haul passengers
  • Changeover effects from the desirable group of pedestrians and cyclists
  • A free public transport cannot shift the time of traffic from the peak load time to the low load time.

financing

Local public transport that is subject to fares normally does not cover costs and must for the most part be cross-subsidized. In small, less frequented cities, for example in Lübben and the extensive Templin , the subsidy share can be over 80%, in metropolises like Berlin around 50%. Overall, the subsidy rate in 2008 was 63%, while 37% of the total was user-financed (ticket revenue) - this corresponds to 9 of the 25 billion euros in total costs.

The free local transport is 100% pay-as-you-go . According to the Association of German Transport Companies, nationwide implementation would require at least 12 billion euros.

Taking a holistic view, there are financial benefits that cannot always be directly quantified, such as location quality, attractiveness and image gain. An improved public transport connection, for example, leads to an increase in the value of the properties. In contrast, in Berlin alone the economic damage caused by traffic accidents adds up to 1.1 billion euros a year.

City examples

  • Hasselt , Belgium, 70,000 inhabitants, since 1997. Free of charge was restricted to children and senior citizens after 17 years. Adults pay a small fee (50 cents). A multiplication of the number of passengers or a change of government are cited as the reason for the modification.
  • Templin , Germany, 16,000 inhabitants, 1998–2003. Increase in passenger numbers from 41,000 to 350,000. Due to the increase in passengers in 2003, conversion to a voluntary citizen ticket system. Co-financing through spa guests.
  • Tórshavn , Faroe Islands, 20,000 inhabitants, in urban buses since 2007, but not in intercity buses.
  • Aubagne , France, 45,000 inhabitants, since 2009. Increase in passenger numbers from 1.9 million (2008) to 4.9 million (2012). Financing mainly through an employer levy, the versement transport .
  • Vitré , France, 17,500 inhabitants. Since the establishment in 2001, the number of passengers increased sevenfold by 2010.
  • Tallinn , Estonia, 420,000 inhabitants, since 2013: After a referendum with a three-quarters majority, the Estonian capital introduced free local transport for Tallinn residents. Co-financing through influx of people. The offer has now been expanded to include regional trains. All pupils and all persons aged 65 and over can use Tallinn's public transport for free, provided they live in Estonia. (see also: Tallinn Transport Company # Introduction of free transport )
  • Tscherjomuschki , Russia, 8,300 inhabitants, probably since the opening in 1991: a single line that connects the village with the power plant on the Sayano-Shushensk reservoir .
  • Pau funicular , France, 77,300 inhabitants: free since 1978
  • Melbourne , Australia, 4,725,000 inhabitants: City Circle tram
  • Dunkerque , France, 88,000 inhabitants: Since September 2018, public transport has been free there.
  • Świnoujście , Poland, 41,000 inhabitants: both of the city's ferries, which connect Usedom to Wolin , can be used free of charge.
  • Catania , Italy, 312,000 inhabitants: The city's metro and buses can be used free of charge by students at the University of Catania since October 2018 .
  • Commerce, California , USA, population 12,500: Free transportation for everyone.
  • Amsterdam , Netherlands, 864,000 inhabitants: Free ferries across the IJ .
  • New York City , USA, 8,538,000 residents: Staten Island Ferry

Situation in Germany

In the state of Hesse , the "LandesTicket Hessen" has been available since the beginning of 2018, with which state employees can use regional trains, S-Bahn, trams, underground trains and buses as well as collective call taxis in Hesse free of charge. It includes the possibility of taking one adult and all children up to the age of 14 with you free of charge from Monday to Friday from 7:00 p.m. and on weekends and public holidays all day. At the beginning of 2019, around 135,000 civil servants, collective bargaining employees and trainees were entitled to use the ticket.

The city ​​of Pfaffenhofen an der Ilm decided in September 2018 that the city bus system, which will then consist of eight lines, will be expanded as of December 10, 2018, compressed to a 30-minute cycle as far as possible and offered free of charge to all users. At the same time, previously undeveloped urban areas are covered and in the on- call bus system that serves the districts in the area, the price is reduced from 3.60 euros to 1.50 euros per single journey. Together with the strengthening of the cycling infrastructure , a changed parking space management and further traffic control measures , the city expects a significant strengthening of the environmental network. Pfaffenhofen an der Ilm currently has one of the highest vehicle densities in Germany. The response is therefore rather mixed.

The city bus from Viechtach in Lower Bavaria can be used free of charge since November 2018.

The same applies to the Bocholt city bus , only on Saturdays, for one year since November 2, 2019.

On April 1, 2020, the city ​​of Monheim am Rhein introduced free public transport for its residents for an initial period of 3 years. These can use all buses and trains in Monheim and Langenfeld (Rhineland) free of charge with the Monheim ticket, which every inhabitant of Monheim receives. Citizens of Monheim who have a season ticket to commute to Düsseldorf or Cologne , for example , receive a subsidy of 40 euros per month.

Tübingen has been offering the "ticket-free Saturday" since February 10, 2018, which means that all city buses and the Ammertalbahn to Unterjesingen can be used free of charge and without a ticket every Saturday (including Sunday until 5 a.m.) .

In November 2018 it became known that the “ticket-free Saturday”, starting on December 1, 2018, will also be introduced in Aschaffenburg's local public transport system. It applies to city buses and rail traffic between Aschaffenburg main station and Obernau .

The neighboring cities of Ulm and Neu-Ulm have also been offering free local transport on Saturdays from April 2019 until the end of 2019. In December 2019, this offer was extended until the end of 2022.

Excerpt from the public transport network plan for the free city zone in Augsburg from January 1, 2020 with the two central stops Königsplatz and Moritzplatz and the directly adjacent (+1) tram and bus stops, such as the main train station, which is only one stop from the Kö away.
with central stops at
Königsplatz and Moritzplatz + one station each
Excerpt from the public transport network plan for the free city zone in Augsburg from January 1, 2020 with the two central stops Königsplatz and Moritzplatz and the directly adjacent (+1) tram and bus stops, such as the main train station, which is only one stop from the Kö away.
Free city zone in Augsburg (tram stops) from January 1, 2020

In Augsburg , local transport in the city center has been offered free of charge to all passengers since January 1, 2020. A so-called “City Zone” was introduced, which extends one stop each from Königsplatz / Moritzplatz . Thus, the Augsburg main train station will also be a station in the city zone.

Senftenberg's city ​​council decided in September 2019 that city buses should be free in the future. However, no specific date has yet been set for implementation.

The Lord Mayor of Halle / Saale , Bernd Wiegand , announced in October 2018 that free travel for schoolchildren would be introduced in Halle from 2020. This is a step towards free local public transport, said Wiegand. However, the proposal did not find a majority in the city's planning committee and will therefore probably not be implemented.

The majority of Rostock's citizens decided in October 2018 to introduce free travel for schoolchildren. This was implemented at the beginning of the 2019/20 school year - all pupils with their main residence in Rostock are entitled to this without age limit, but trainees are not.

The SPD Berlin decided at its state convention in November 2018 to introduce the free ride for children up to 16 years. The coalition partners agreed. In May 2019 it became known that the specific regulation grants every student with the Berlin student ID card I (i.e. all students from general schools and vocational schools with full-time instruction, but not students in second education) the free "fahrCard" without age limit. The new regulation came into force on August 1, 2019.

The city council of Magdeburg decided in October 2019 that from 2021 children and young people (up to 18 years of age) with their main residence in Magdeburg can use buses and trams free of charge.

In Penzberg in Upper Bavaria, all pupils in Penzberg schools have been able to use the city bus for free since the beginning of 2019, including on weekends and holidays. At the end of May 2019, the city council decided to extend the free ride until July 2020.

The city buses in nearby Weilheim will be free for two years from January 2020.

In the Anhalt-Bitterfeld district , students in grades 1 to 10 can travel free of charge by bus from 2020, but not by other means of transport. The project is initially scheduled to run until July 2023.

Carsten Sieling , the mayor of the Free Hanseatic City of Bremen , announced that if the SPD won the city elections in Bremen in 2019, free local transport for children and young adults up to the age of 18 would be introduced. The CDU Bremen also announced in its election program for the citizenship election that it wanted to "provide a free monthly ticket to all pupils from grade five at general and vocational schools up to the age of 21 as part of a state project". In the coalition negotiations after the election, however, free travel for minors was not implemented. However, it was decided to make student monthly cards significantly cheaper. In July 2020 it was announced that children and adolescents living on social benefits will be able to use local public transport free of charge from 2021.

Peter Tschentscher , Mayor of Hamburg , announced in August 2019 that it would gradually make public transport free of charge for schoolchildren over the course of the next legislative period (2020 to 2025). This should be included in the SPD Hamburg's program for the Hamburg city elections in 2020 . This was also included in the coalition agreement agreed in June 2020, in which, however, no specific dates are given.

The City Council of Wolfratshausen decided in December 2019 that local seniors (aged 65 and over) may use the city bus free of charge from January 1, 2020. They also receive single tickets paid for by the city.

From 2020, seniors aged 65 and over living in Bad Wiessee will be able to travel free of charge in the "Oberland" tariff zone of the Upper Bavaria regional traffic. For this purpose, a corresponding "Silver Ager Card" is issued.

Soldiers of the Bundeswehr in uniform can free use the second class on trains of Deutsche Bahn from 2020 onwards.

Situation in Estonia

As of July 1, 2018, it was announced that in 11 out of 15 counties in Estonia the use of public buses by residents of the respective counties will be free of charge, after this was previously the case in the capital Tallinn.

Situation in Luxembourg

Mobilité gratuite to be introduced at the end of February 2020

After the 2018 chamber election , Prime Minister Xavier Bettel announced the introduction of free public transport in Luxembourg at the end of November 2018. This was finally implemented on February 29, 2020 - since then, public transport, including the newly expanded Stater Tram and the 2nd class railway, has been free throughout the state as the first in the world (1st class remains chargeable). The costs of 41 million euros per year are financed as a social project for the traffic turnaround from tax revenues, in addition to further investments to increase the attractiveness of Luxembourg.

Situation in Austria

The Graz tram can be used free of charge in the city center. Children and young people up to their 15th birthday travel for free during the summer holidays in Graz (tariff zone 101).

With Wiener Linien , children and young people up to their 15th birthday travel free of charge during the Vienna school holidays and on Sundays and public holidays. For pupils in Austrian schools, this rule applies up to their 24th birthday.

Solidarity tariff / citizen ticket / local transport tax

A certain group of people - for example all citizens of a city, all students of a university or all guests of a health resort - pay a flat-rate local transport tax annually (as a citizen ticket), per semester (as a semester ticket ) or per overnight stay (via local tax ) or by using your own vehicle to make public transport more attractive. According to the principle of solidarity, this allows them unlimited use of public transport in the respective area without having to purchase another ticket. The model is based on a mixed calculation , that is, those payers who do not use the offer subsidize the actual passengers without the expenditure being driven solely from tax revenues. In addition to the semester ticket and the public transport component of the visitor's tax, other season tickets, such as the BahnCard 100, can be viewed as flat-rate models for public transport and as a precursor to citizen tickets; However, there is no obligation to purchase these season tickets. Individual municipalities are currently examining whether the introduction of the concept of citizens' tickets or (more generally) a local transport tax is feasible. These include, for example, Erfurt Tübingen , Leipzig and Berlin . Such plans were discontinued in Osnabrück in March 2015. Various models have been named for the implementation of a local transport tax , the definition of which consists of the fact that the group of those affected is obliged to pay and the funds are earmarked as an incentive tax for public transport, including:

  • a keeper's tax, with which every keeper of a motor vehicle has to pay a tax (in addition to the motor vehicle tax), whereby the amount for the first motor vehicle can be higher or lower than for the second and further motor vehicles;
  • a road usage tax ( inner city toll , also known as “inner city access tax” or “city toll”. This is known as the Trängselskatt in Stockholm and the London Congestion Charge in London ); *
  • an allocation of costs to all residents or households, possibly with credit the amount paid on the purchase of travel tickets ;
  • a corporate commuter tax; In Vienna around 1970, the employer tax (also known as the subway tax ) was created, whereby the employer has to pay a tax to help finance the Vienna subway for every person under 55 who works for him for more than 10 hours a week . In France, a transport tax ( versement transport ) has been introduced: companies with more than nine employees have to pay between 0.55 and 1.75% of the wage bill to promote public transport. In 2010, versement transport covered 44.2% of urban transport spending, making it the most important financial instrument in French public transport.
  • a major event tax, for example in the form of combined tickets ;
  • a local transport tax on the trade; In New York, a surcharge of 0.375% is levied on the purchase of goods for the local public transport MTA .
  • a citizen ticket similar to the semester ticket for students.

Other measures such as an increase in parking fees for the purpose of controlling traffic behavior are also considered in connection with local transport taxes. The question of the extent to which the collection of a local transport tax is legally permissible is assessed differently by transport science in Germany. So far it has not been conclusively clarified whether a local transport tax can be levied in Germany, for example as a contribution , fee , special charge or tax .

So far, no local transport tax has been levied in Germany; only semester tickets and individual examples of a public transport contribution as part of the visitor's tax are mentioned as comparable in this context. The discussion about a (general) local transport tax, which in Germany was largely regarded as an environmental tax , largely came to a standstill at the end of the 1990s. The reasons given include the discussion about “ Germany as a business location ” and the Federal Constitutional Court ruling on the coal penny . Occasionally, it has been suggested that local authorities should be empowered by state law to levy a local transport tax as a locally or regionally applicable financing instrument . In recent years, local politics in individual cities have brought up the possibility of introducing a local transport tax in the form of a citizen's ticket. Occasionally, it was considered to apply for an exemption from the federal government by means of an “experimental clause” .

The Baden-Württemberg Ministry of Transport published a basic study on “third-party user financing” in 2016 and intends to publish an expert report in 2019 to clarify whether a local transport tax is a suitable means. As the second federal state, Berlin wants to examine the introduction of a citizen ticket by 2023.

Uniform tariff

The fare is always the same within the tariff area, that is, it is independent of the relation covered . Example: uniform city tariff within an entire city area.

Entry tariff / transfer tariff

There is a fixed fare for the use of the means of transport regardless of the distance covered. Often there is also an additional transfer tariff with this tariff system , which entitles you to change to another means of transport of the transport company for a surcharge. This tariff system is still widespread to this day, especially in the United States (“pay-per-ride” with “transfer ticket”) and in Eastern Europe.

Short term tariff

The fare is determined by how long the passenger is allowed to use a transport company's means of transport. These tariffs are part of the season tickets , they are therefore also valid for return and round trips and allow any change or interruption of the journey. In Bratislava and Ostrava , for example, tickets for 15 and 60 minutes are offered, which replace short-haul and single tickets in combination with a standard tariff for the respective city area. On the Liepāja tram , which consists of only one line, tickets are issued that are valid for 24 minutes. This is exactly enough to be able to drive from end station to end station.

Relative tariff

The fare is set separately for each pair of stops (i.e. for each combination of start and destination stop) in the tariff area.

Kilometer tariff

The fare is calculated based on the distance covered between the start and destination stops. The basis for this calculation is the so-called tariff kilometer . One example of this is the South Tyrol Pass .

Stop tariff

The fare is calculated based on the number of stops that are covered between the start and destination stops. For the sake of clarity, such tariffs are often used for short-haul tickets over one to five stations, often without transfer authorization.

Tariff edge tariff

Individual sections of the route are traveled between the start and destination stops. A certain number of tariff units is assigned to each of these route sections. The fare is then calculated based on the total of the tariff units assigned to the individual route sections (example: ZVON tariff system ).

Partial route tariff

The fare is calculated based on the number of sections traveled. Sections divide a traffic line into several sections, which are separated from each other by section points (number limits). The partial route points typically coincide with certain stops on the route traveled through. However, it is also possible that one or more partial route points lie between two stops on an open route.

Area tariff

The fare is calculated based on the number of tariff zones traveled between the start and destination stops . There are very different ways in which tariff zones can be set up: ring zones (especially in monocentric tariff areas), honeycombs (especially in polycentric tariff areas) or tariff areas that are based on administrative boundaries, for example. In a broader sense, overall network cards from transport or tariff associations and regional tickets also count among the tariffs based on area zones.

Area zones can overlap or be arranged next to one another - even exclusively. If these are based on municipal administrative boundaries, then the tariff limits are very often between the stops or train stations. This makes it more difficult to buy connecting tickets for onward travel across the respective area of ​​validity of the season ticket if the last stop in the respective tariff area is the tariff limit. In this case, there will be double tariffs without an offer of special connection cards, since additional tickets must be purchased at the latest at the tariff limit. Some tariff systems based on communal borders avoid all overlaps and even the fact that individual stops belong to more than one tariff area (for example in Ostwestfalen-Lippe ).

Short haul tariff

In connection with area zone tariffs, a short-haul tariff is often offered, which is intended to compensate for otherwise excessive fares for short trips across a tariff zone border. A short distance is usually defined on the basis of a fixed number of stops, whereby fewer stops are usually allowed to be covered in means of transport with large distances between stops such as S-Bahn or U-Bahn. In other cases, a kilometer limit is set and the passenger can then use a notice at the stop to see which stops he can reach with a short-distance ticket. In addition, short-distance tickets are often not allowed to change trains.

Mixed tariffs

Several tariff systems are combined with one another, for example a standard tariff for city ​​traffic with a kilometer tariff for regional routes or a zone tariff.

Mountain and valley tariffs

In the case of mountain railways , it is customary to offer the descent more cheaply than the ascent. This model was also found occasionally on trams that overcame greater differences in height. For example with the Esslingen – Nellingen – Denkendorf tram between 1926 and 1952.

Local tariff

In the case of tourist railways, locals are often given a cheaper tariff. For example with the former St. Moritz tram , where locals only had to pay half the fare.

Special tariff for trolleybuses

Lochentwerter TRAVEL MAPS with staggered by transport fare from the Romanian capital Bucharest , issued in the 1980s

It was typical for the real socialist states of the Council for Mutual Economic Aid (RGW) to assign the trolleybus its own tariff . This was then cheaper than the bus, but more expensive than the tram, or on a par with the latter.

See also

literature

Web links

Individual evidence

  1. ↑ Gabler Wirtschaftslexikon , accessed on May 9, 2011
  2. ↑ a b Boris Palmer: Offer public transport free of charge - no more driving in the black. In: Manager Magazin online. June 26, 2015, accessed December 12, 2015 .
  3. ↑ a b c d Agnes Steinbauer: Vision local traffic - ideas against the sheet avalanche. (PDF; 427 kB; 27 S. / MP3; 42 MB, 44 min.) Deutschlandfunk, December 4, 2015, accessed on December 12, 2015 .
  4. ^ Hans-Heinrich Bass: Transport policy under the pressure of the street, in: Werkstatt Geschichte , ed. from the Association for Critical Historiography eV, No. 61: "geschichte und kritik", 2013, pp. 49–64.
  5. ↑ Josef Reding, “'Red Point' and the local traffic”, in: Welt der Arbeit, No. 15, April 9, 1971, p. 9, quoted in: Hans-Heinrich Bass: Verkehrsppolitik unter den Druck der Straße, in: Workshop history , ed. from the Association for Critical Historiography eV, No. 61: "geschichte und kritik", 2013, p. 53.
  6. ^ Anna Kistner: Local transport: Chocolate for everyone . In: Der Spiegel . No. 16 , 2012, p. 32 ( online - April 16, 2012 ).
  7. ↑ Public transport financing - more courage to succeed. In: fairkehr. Verkehrsclub Deutschland, February 2005, accessed December 12, 2015 .
  8. ↑ Myth: Making public transport free will encourage use. PTUA - Public Transport Users Association, Australia, October 10, 2013, accessed December 12, 2015 .
  9. ↑ What are the advantages and disadvantages of free public transport? Are drivers really encouraged to use public transport? Future mobility. Retrieved February 13, 2018 .
  10. ↑ a b c Stefan Jacobs: Discussion about free rides in Berlin. Free local transport has failed in other cities. In: Der Tagesspiegel. December 3, 2013, accessed December 12, 2015 .
  11. ^ A b René Bormann, Tilman Bracher, Oliver Dümmler and others: Reorganization of the financing of local public transport. Bundling, subsidiarity and incentives for a sustainable offer . Ed .: Friedrich-Ebert-Stiftung (=  WISO Discourse: Expertise and Documentation on Economic and Social Policy ). Bonn 2010, ISBN 978-3-86872-550-6 , pp. 11–12 (60 pp., Fes.de [PDF]).
  12. ↑ https://www.torshavn.fo/get.file?ID=3075
  13. ↑ Boris Palmer: Free public transport in Tübingen. (PDF; 82 kB; 21 pages) City of Tübingen, July 24, 2015, accessed on December 12, 2015 . P. 9.
  14. ↑ Free buses and trains - Tallinn relies on free travel in local transport. In: FAZ.net. January 19, 2013, accessed December 12, 2015 .
  15. ↑ https://www.bundestag.de/blob/498742/16d9e8640a56fe4f7b2f98ed8d109933/wd-5-126-16-pdf-data.pdf
  16. ↑ Mikhail Denschik: Атлас городского электротранспорта Российской федерации - Atlas of urban electric transport in the Russian Federation . Издательство "Традиция" (Isdatel'stvo "Traditsija") , Krasnodar 2016, ISBN 978-5-91883-245-5 , p. 333 (Russian, English).
  17. ↑ In Dunkirk everyone can travel by bus for free. In: Spiegel Online. June 29, 2018, accessed May 4, 2019 .
  18. ↑ http://www.swinoujscie.pl/de/contents/content/67/12
  19. ↑ a.mobilita.org/2018/10/05/metro-e-bus-gratis-per-gli-studenti-dalluniversita-di-catania-servizio-gia-attivo-sui-mezzi-amt/
  20. ↑ http://www.ci.commerce.ca.us/index.aspx?NID=90
  21. ↑ https://en.gvb.nl/veerpont-over-het-ij
  22. ↑ https://innen.hessen.de/buerger-staat/personalwesen/landesticket
  23. ↑ a b City of Pfaffenhofen - Citizen Information System: Decision of the City Council on free public transport. (PDF) In: www.pfaffenhofen.de. City of Pfaffenhofen, September 13, 2018, accessed December 5, 2018 .
  24. ↑ Vanessa Materla: Verkehrswende: Bus for free - and everyone drives a car. In: zeit.de . November 19, 2019, accessed May 15, 2020 .
  25. ↑ Timetable for the free city bus. In: pnp.de. October 22, 2017, accessed May 15, 2020 .
  26. ↑ https://www.stadtbusbocholt.de/die-stadtbus-gesellschaft/aktuelles/meldung/artikel/kostenlos-an-samstagen-seit-02112019.html
  27. ↑ https://www.bahnen-monheim.de/tickets/monheim-ticket
  28. ↑ https://www.swtue.de/oepnv/fahrgastinformationen/ticketfreier-samstag-im-tuebus.html
  29. ↑ Aschaffenburg introduces zero euro tickets for buses and trains. In: Süddeutsche Zeitung. November 20, 2018, accessed May 4, 2019 .
  30. ↑ https://www.b4bschwaben.de/b4b-nachrichten/ulm-neu-ulm_artikel,-oepnv-in-neuulm-und-ulm-ist-samstag-kostenlos-_arid,257248.html
  31. ↑ https://www.ulm.de/aktuelle-meldung/z%C3%B6a/dezember-2019/oepnv-im-ulm-bis-ende-2022-jeden-samstag-kostenlos
  32. ↑ https://www.sw-augsburg.de/magazin/detail/gratis-durch-die-city-zone/
  33. ↑ https://www.lr-online.de/lausitz/senftenberg/klimaschutz-in-senftenberg-soll-busfahren-kostenlos-haben_aid-46026181
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  35. ↑ No free student ticket for Halle. In: Mitteldeutsche Zeitung. November 6, 2018, accessed May 4, 2019 .
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