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Item type:Publication, Access status: with files , Tarif-Erreichbarkeit: ein Verfahren zur preisbasierten Messung der Erreichbarkeit im Öffentlichen Personennahverkehr unter besonderer Berücksichtigung einkommensarmer Fahrgäste(2026); Public transport fares are an important cost factor for low-income earners. Although people with low economic status have increased their travel more than other groups since the 2000s, they have had to spend proportionately more out of their household budgets as fares had risen well above inflation until the introduction of the 9 Euro Ticket and the Deutschlandticket. Everyday destinations became less and less accessible, which increased the vulnerability to transport poverty and indirectly threatened the inclusion of those affected. Many have coped with the financial hardship by not travelling at all or by carefully spreading their journeys between single and day tickets to reduce their mobility costs. This study addresses this practice by systematically measuring, for the first time, the accessibility that pay-as-you-go fares facilitate. The fare accessibility indicator was developed for this purpose. Using the Hamburg and Berlin-Brandenburg transport associations HVV and VBB as examples, the indicator quantifies how many destinations a passenger can reach for 2.30 EUR. The indicator is examined in relation to eight variables for urbanity and analysed separately for urban and rural areas using one linear and three spatial multivariate regression models. The dissertation also examines whether the model sensitivity to transport equity increases with the spatial resolution. For this purpose, all statistical analyses are described at three spatial levels (municipality / stop / 500 m grid). Overall, the VBB offers greater fare accessibility. With a budget of 2.30 EUR, passengers in Berlin/Brandenburg can reach a median of 91 stops, compared to only 74 stops in the HVV. The distribution of fare accessibility is also different. In the HVV it clearly follows centrality, whereas in the VBB, with several district-wide social and special fares, financial accessibility extends far into the area. This is also reflected in the different regression parameters for two variables. In the HVV, high fare accessibility is associated with low purchasing power and low car availability, while in the VBB the opposite is true. The other estimators are largely similar, with positive correlations with rent and the public transport index, and negative correlations with travel time, dwelling area and distance to the city centre. Population density plays a smaller role in the multivariate model than expected. Overall, the models confirm that the level of spatial analysis has an influence on sensitivity. The stop level offers a compromise between the need for precision and the available computational capacity. With the newly developed fare accessibility, the study extends the established indicators by the aspect of financial costs. From a large-scale perspective, the indicator is quite similar to existing measures of urbanity. However, especially in the local transport and social planning, it can help to identify deficits in order to ameliorate transport poverty. A synopsis in English can be found in this JTranGeo Paper: DOI 10.1016/j.jtrangeo.2025.104348Publicationtype: Doctoral Thesis171 320