Standardized evaluation

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The standardized assessment (full name: standardized assessment of investment in public transport routes ) is a procedure for the overall economic cost-benefit analysis of public transport projects in Germany.

According to an agreement between the Federal Ministry of Transport and the federal states' transport ministries, a standardized assessment must be carried out for the expansion of railways that are to be funded in accordance with the federal program of the Municipal Transport Financing Act, provided that the eligible costs exceed 50 million euros. This provides evidence of an economic advantage according to § 3 GVFG .

The federal government provides municipalities with around 330 million euros per year as part of the funding program, with which up to 60 percent of the costs are funded.

history

The standardized assessment was developed by the Transport Science Institute of the University of Stuttgart under the direction of Gerhard Heimerl and the Munich company Intraplan Consult GmbH since the early 1980s. The current version 2016 was introduced in March 2017 and replaces the previous version from 2006.

aims

All external effects of a project should flow into the result of the standardized assessment . The procedure is intended to provide a comparable evaluation of various projects according to uniform standards in order to distribute public funding, especially from the federal government, according to eligibility. Not only the economic effects of a measure, but also the economic, social and environmental effects are presented in the form of a cost-benefit analysis .

Procedure

The procedure consists of a “multi-level evaluation”: All the effects of a project are first subdivided according to whether they are cardinally measurable (expressed in numbers) or not. Impacts that cannot be measured cardinally can be recognized in a supplementary presentation. The effects that can be expressed in numbers are subdivided according to whether they

  • monetary (available in monetary terms, e.g. income, investments, running costs),
  • monetizable (can be converted into monetary quantities using established procedures, e.g. gain in travel time, air pollution ) or
  • not monetizable

are. This results in:

  • Benefit-cost indicator E1 ("sub-indicators whose original measured values ​​are either monetary or can be monetized through conventionally secured conversions"),
  • Utility value analytical indicator E2 ("In E1 considered sub-indicators and additional indicators that are cardinally measurable"),
  • The so-called “follow-up cost calculation” is intended to show the financial effects for investors and operators.

The E1 indicator is decisive for funding under the GVFG. Its value indicates the benefit-cost ratio, for example “1.4” means. B. that the benefit is 1.4 times the cost. Only projects with a value greater than 1 (i.e. the benefits are greater than the costs) meet the requirement of economic efficiency under Section 7 of the Federal Budget Code and may be funded.

See also

literature

  • Standardized evaluation of investment in public transport routes and consequential cost accounting. Version 2006. Procedure manual , 2006.

Individual evidence

  1. ↑ a b c d Germany-Bonn: Research and development services and related advice . Document 2014 / S 122-217679 of June 28, 2014 in the supplement to the Electronic Official Journal of the European Union .
  2. ↑ Printed matter 13/4228 of the German Bundestag from March 26, 1996 (PDF; 295 kB)
  3. ↑ Standardized evaluation of investments in transport routes in rail-bound public transport - Version 2016 project dossier, Intraplan Consult GmbH, March 7, 2017
  4. ↑ Standardized evaluation of investments in public transport routes and follow-up costs, version 2006 . Created on behalf of the Federal Minister for Transport, Building and Urban Development. Munich, Stuttgart, without a year.