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The Practice with Different Institutional Models Within the Framework

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Competition for Public Transport Services

Part of the book series: Contributions to Economics ((CE))

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Abstract

As already explained in the essay presented in Chap. 4 the regulatory environment for all sectors of public transport in Germany was changed during market reforms at federal and state level in the mid-1990s. The political objectives at the national level were to introduce competition and thus enhance quality and efficiency. One of the main amendments of the market reforms concerning the German Passenger Transport Act (Personenbeförderungsgesetz – PBefG, which covers all non-railway services, i.e. light rail and bus, was the introduction of a definition of non-commercial services (see § 13a of the PBefG) in addition to the existing framework for commercial services. Unlike commercial services which are based on market initiative, non-commercial services are characterized by authority initiative and an obligation to tender them. Despite the new definition, most market participants continued to classify their services as commercial.

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Notes

  1. 1.

    In eastern Germany since reunification.

  2. 2.

    This Chap. 5 is based on Beck (2009c) which presents the results of an analysis completed in spring 2007.

  3. 3.

    In fact, the first documents on transport regulation date back to the year 1230.

  4. 4.

    See e.g., Hermans and Stoelinga (2005, p. 293) confirming the same for The Netherlands.

  5. 5.

    An outline of the current financing structure for public transport services by bus, which has not experienced major changes compared to the situation prior to market reform with respect to complexity, is presented in Sect. 4.3.1.

  6. 6.

    According to experts interviewed (e.g., Engelbert Recker, expert formerly responsible for public transport at the German Rural District Association – Deutscher Landkreistag).

  7. 7.

    According to experts interviewed.

  8. 8.

    This section is based, inter alia, on BMVBS (2005, pp. 275–305), also called the FoPS study.

  9. 9.

    See MVV (1996).

  10. 10.

    See MVV (2010).

  11. 11.

    See BMVBS (2005, p. 276).

  12. 12.

    See MVV (2005a, p. 1), MVV (2005b) and BMVBS (2005, pp. 275–276).

  13. 13.

    See Landkreise im MVV (1999).

  14. 14.

    See Arbeitsgruppe Verkehrsverträge und Qualitätsmanagement (2002).

  15. 15.

    See BMVBS (2005, p. 296).

  16. 16.

    See BMVBS (2005, p. 292).

  17. 17.

    See BMVBS (2005, p. 302).

  18. 18.

    Own calculation on the basis of the publications of the MVV in the Supplement of the Official Journal of the European Union up to June 30, 2006. A more recent analysis, including more recent data, appears in Part III.

  19. 19.

    The HVV was established in 1965 and is the oldest public transport association (Verkehrsverbund) of its kind.

  20. 20.

    See HVV (2003).

  21. 21.

    See HVV (2004).

  22. 22.

    See Werner et al. (2004).

  23. 23.

    For more details see van de Velde (2005, pp. 491–493).

  24. 24.

    See press note of the European Court of Justice (2003) and Ronellenfitsch (2004).

  25. 25.

    See Altmark Trans judgment of the European Court of Justice, ruling C-280/00, July 24, 2003, and Werner (2004).

  26. 26.

    See the press note of the VDV (2004), the Association of German Transport Undertakings.

  27. 27.

    See Landsberg (2003).

  28. 28.

    See the judgment of the Federal Administrative Court of Germany (Bundesverwaltungsgericht), ruling BVerwG 3 C 33.05, October 19, 2006.

  29. 29.

    An additional quantitative analysis of entry barriers for CCL procedures appears in Part IV.

  30. 30.

    Nordhessischer VerkehrsVerbund – Verkehrsverbund und Fördergesellschaft Nordhessen mbH (NVV).

  31. 31.

    See Law for the Advancement of Public Transport Services in Hesse (Gesetz zur Weiterentwicklung des öffentlichen Personennahverkehrs in Hessen).

  32. 32.

    See Rhiel (2005).

  33. 33.

    See HMWVL (2002).

  34. 34.

    The steps are described for regional public transport services by bus. Urban public transport was allowed to follow later and is not described here.

  35. 35.

    See HMWVL (2004).

  36. 36.

    See Official German Contracting Terms for Award of Service Performance Contracts, Part A (Verdingungsordnung für Leistungen, Teil A—VOL/A).

  37. 37.

    See Rausch (2004).

  38. 38.

    See Law for Public Transport in Hesse (Gesetz über den öffentlichen Personennahverkehr in Hessen – ÖPNVG).

  39. 39.

    This was accomplished by means of a decree as described below.

  40. 40.

    See HMWVL (2005).

  41. 41.

    See Beuven et al. (2005).

  42. 42.

    See HMWVL (2006a).

  43. 43.

    For example, the average volume of all 23 lots tendered up to June 30, 2006 by the RMV was 797,413 vehicle kilometers per year, with some lots of up to 1.8 million vehicle kilometers (source: own calculation based on public announcements by RMV in the Official Journal of the European Union).

  44. 44.

    See Sterzenbach (2006).

  45. 45.

    Note that the procedures conducted in Hesse show similarities to those conducted in Sweden and Denmark (e.g., use of gross-cost contracts).

  46. 46.

    For details, see see van de Velde et al. (2008b, pp. 25–27).

  47. 47.

    See HMWVL (2006b) and HMWVL (2006c).

  48. 48.

    See Beck (2006, p. 29).

  49. 49.

    See Burmeister (2006, p. 8).

  50. 50.

    Winner’s curse results in below normal or even negative average profits for the winning bidder due to the failure to account for the adverse selection problem inherent in winning a tendering procedure. A detailed explanation appears in Sect. 7.4.

  51. 51.

    See MBV ST (2005, p. 17).

  52. 52.

    See Law for Public Transport in Saxony-Anhalt (Gesetz über den öffentlichen Personennahverkehr im Land Sachsen-Anhalt – ÖPNVG LSA).

  53. 53.

    See MBV ST (2005, pp. 9–10) and § 8 to § 9 of the ÖPNVG LSA.

  54. 54.

    See § 45a of the Passenger Transport Act.

  55. 55.

    MBV ST (2005, pp. 4–7, p. 34 and pp. 81–82).

  56. 56.

    See MBV ST (2006).

  57. 57.

    See http://www.sachsen-anhalt.de/LPSA/index.php?id=oepnv, retrieved November 11, 2006.

  58. 58.

    For more details on the regulatory framework, see Sect. 4.3.2.

  59. 59.

    See Landkreis Wittenberg (2005a, pp. 23–36) and Landkreis Wittenberg (2005b).

  60. 60.

    See § 13 PBefG and Sect. 4.3.

  61. 61.

    See Landkreis Wittenberg (2005a, p. 15).

  62. 62.

    See Landkreis Wittenberg (2005c, p. 1).

  63. 63.

    See Landkreis Wittenberg (2005b).

  64. 64.

    See Landkreis Wittenberg (2006).

  65. 65.

    See European Commission (2006).

  66. 66.

    See Landkreis Wittenberg (2005a, p. 10).

  67. 67.

    See European Commission (2006).

  68. 68.

    See MBV ST (2006).

  69. 69.

    See Burmeister (2005, p. 16).

  70. 70.

    Such recent developments and their effects on the market for commercial services are evaluated in Part IV.

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    Arne Beck

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Beck, A. (2012). The Practice with Different Institutional Models Within the Framework. In: Competition for Public Transport Services. Contributions to Economics. Physica-Verlag HD. https://doi.org/10.1007/978-3-7908-2802-3_5

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