, Alter Markt An integrated schedule is a clock-face schedule that covers not individual lines but all public transport services in a given area. A characteristic of integrated clock-face timetables is that there is more than one central hub. A
hub-and-spoke approach is then applied to the whole transport network. Having several services meet at hubs where all of them arrive and leave at the same time is the most effective way of connecting multiple routes and modes. The goal is to reduce transfer times to a few minutes, with a default time of no more than five minutes. In actual operation, the time span can be longer because of services running early or late, high passenger volume (such as
rush hour), or the need to assist passengers with disabilities. Efficient operation is even more essential than normal with integrated clock-face timetabling. If the policy is to hold connecting services to ensure a connection with a late-running service, waiting times at interchange stops can become unattractive, and other services will run late as a consequence. Examples of such networks are often night and city bus networks. The connections might be optimized only within the network but not for transfers to rail or intercity bus lines. Such concepts need purpose-built stations, which can handle high passenger volumes. The space constraints within cities can be a reason to use other concepts. An integrated regular timetable with half-hourly or hourly headways requires routes on which a service ideally takes a little less than 30, 60 or 90 minutes to make it from one hub to another (accounting for a few minutes of changing, recovery, and waiting time at the hub). A service that takes 40 minutes would be bad because passengers and vehicles have to wait uselessly for their connections (unless the timetables at the different hubs are offset from each other to compensate, which is only practical for networks with very few hubs), and it generates nearly the same cost as a route that takes 54 minutes because vehicles and personnel cannot be used during the remaining 20 minutes. Therefore, when an integrated timetable is introduced running times might be cut or extended to meet the ideal duration.
Emergence of integrated timetables The first integrated regular timetables were developed for railways. After the successful introduction of a line-bound regular timetable on one line in Switzerland in 1968, the development continued in the Netherlands. In 1970 and 1971, the
Dutch Railways introduced a regular timetable with multiple hubs. In Germany, the first large-scale use of regular timetables was the InterCity network of 1979, which provided hourly long-distance services between cities. In 1982, a nationwide integrated regular timetable was introduced in Switzerland, which covered all but a few railway and bus lines. The base frequency was once an hour. The system was improved every two years and resulted in the
Rail 2000 project of
Swiss Federal Railways. (Switzerland) train station
Switzerland Services on the
Swiss railway network are integrated with one another and with other forms of public transport. Unlike its larger European neighbors, compact Switzerland has not developed a comprehensive high-speed rail network, with the running speed on its few stretches of relatively high-speed line being . Instead, the priority is not so much the speeding up of trains between cities but the reduction of connection times throughout the nodal system. Swiss Federal Railways have adapted their infrastructure in such a way that journey times on main lines between hubs are multiples of 30 minutes so that on the hour or half-hour, all trains stand in the main stations at the same time, thus minimising connection times. Indeed, the Mattstetten–Rothrist line reduces journey times from Bern to Zurich from 72 minutes to 56 minutes in keeping with the clock-face scheduling. The Swiss approach is sometimes called "as fast as necessary" with a schedule being written mandating specific travel times and infrastructure later upgraded in line with the proposed schedule. This was the main idea behind the
Bahn 2000 project and has also been used for the passenger travel through the
NRLA tunnels. However, on some single tracked lines the timetables may be 30/30 or 60/60 minutes, with the actual timetables being asymmetrical (such as 20/40 minutes), because
passing loops are not positioned ideally, or alternate connections at either ends have to be reached.
Germany Since the mid-1990s, the
states of Germany are responsible for Regional Rail Provision and have introduced integrated timetables, running hourly or every two hours, such as Allgäu-Schwaben-Takt (commencing in 1993), Rheinland-Pfalz-Takt (1994) and NRW-Takt (1998). Local
transport associations have introduced regular timetables with base frequencies of 20 or 30 minutes, which are partially changed to 10 or 5 or even 15 or 7.5 minutes when locations are served by overlapping multiple lines. In some areas, local buses are also integrated, such as RegioTakt in
North Rhine-Westphalia and in parts of
Lower Saxony. These developments have led to "integrated timetable islands", which all adhere to the Germany-wide
symmetry minute (58½), which is used also in Switzerland and in other European countries, while local public transport in (mostly rural) areas in between still adheres to an irregular, demand-driven timetable. Major problems exist in regions where transport associations of different states interact (like in Osnabrück). In order to introduce a Germany-wide integrated regular timetable, the alliance "Deutschland-Takt" was founded in 2008. In 2015, the
Federal Ministry of Transport had a feasibility study conducted for a Germany-wide integrated timetable ("
Deutschlandtakt") == References ==