Tourism

2.3.4

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Tourism

[12] [13]

Tourism in Munich has impressive numbers, remaining the German city which receives the highest proportion of foreign tourists.

For the sixth year in a row, Bavarian tourism posted record figures in 2017. Munich tourism continued to grow significantly as well. The domestic tourism market showed stable growth with the number of domestic overnight stays rising from 7.3 million in 2016 to a total of 8 million in 2017. Guests from abroad generated 7.7 million overnight stays. Altogether this accounted for a rise of more than 8 per cent year on year.

US Americans accounted for the most significant number of overnight stays in Munich by foreign nationals (around 995,000), followed by the Gulf states (around 647,000) and UK nationals (around 550,000), accounting around 3.5 million guests travelling in the city and generating

7.7 million overnight stays. 56 per cent of the total overnight stays is coming from the German market.

Munich’s attractiveness is rooted in its easy accessibility, enviable public safety, excellent shopping facilities and a broad spectrum of sights to see, things to do and nearby venues for excursions. The average of nights spent in touristic accommodation as hotels and B&B is estimated being two nights with the most extended length of stay for Indian tourist of around 3,4 nights.

The city is investing in several new hotel projects every year, in order to raise its accommodation capacity, and keeping high the willingness in investing in this industry sector. Last year rose of around 2% the number of hotels, estimated to be now of 430 activities and 75,000 beds. These numbers do not take in consideration nights booked in private accommodations as Airbnb or Couchsurfing service.

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On the street - Frauenkirche towerbell view

The city has undoubtedly a wide range of touristic attraction. Its landmark par excellence the distinctive Frauenkirche, with the twin tower bells, visible from far and wide. It was erected in the 15th century except for the two tower bells who required little longer. For a long time has been under restoration because of the numerous raids occurred during WW2 that damaged it profoundly.

There’s always something going on in this world-famous square – whether it is the Christmas market, the city’s anniversary celebrations, the Glockenspiel, championship celebrations for FC Bayern or public gatherings for a variety of occasions. Marienplatz (St. Mary’s Square) has been at the centre of the city since Munich was founded by Henry the Lion in 1158. It is in the shadows of both Neue and Alte Rathaus (New and Old Town Halls) and starting point for a nice walk to shopping venues or typical cuisine in Viktualienmarkt.

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76 More than 100 museums are also spread around the territory and with two zones to be visited as the Kunstreal with the Pinakotheken and Königsplatz and the Musem Island with Deutsche Museum.

Munich offers to its inhabitants the famous Englischer Garten that can be considered more than just a city park. It is a green oasis right in the middle of Munich: the English Garden is one of the world’s largest inner city parks.

Moreover, it is offered an incredible amount of sports centres with Olympiapark always in mind and gathering huge amount people and open since 1972 for the Olympic Games. It stands in the north of Munich and shows a great example of how to reuse an Olympic venue becoming a cultural and sports spot. One of Munich’s top attractions for sports fans and tourists alike. The Eisbachwelle is the most significant, best and most consistent city centre location for river

Culture example - Alte Pinakothek 77

Sommenachtstraum

Dreams night - Olympiapark Sommenachtstraum

80 surfing.

The city is also attractive for whom decide to spend more time here and exploring or enjoying the wide choice of lakes around, at not more than 45 minutes or even practising hiking activities or winter sports at one hour distance, because of the closeness to the Alps.

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Hiking - Tegernsee

Sunset Alps view - Starnberg Lake

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2.4 Territory approach [14] City structure and mobility

Characteristic for the development of the city arrangement and its structural composition are the natural elements, albeit sometimes strongly shaped, such as the topography and the watercourses, the cultural and settlement structures and technical infrastructures. Looking at the city from above, Munich has a catchy articulation motif. The Isar and the Würm and the Hachinger Bach flow from south to north through the city, dividing the city. Extensive railway areas cut into the city’s body from the east and west and divide the city into a north and a south section. The primary road system, consisting of rings and radials, represents another element of the structure. The rings mark the Old Town and the transition from the Inner to the Outer City.

The parks and the Isar accompanying the free space, divide the city. While the settlement area in the south is contoured and bordered by the forest, the northern edge of the settlement

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86 is somewhat dilated. The town centre, with the old town of Munich and the dense and compact inner city quarters, which is contoured by the ring of the city, have a clearly legible drawing.

The city considers some permanence necessary for the preservation of individual structures over the development stages of the city. There are three different types of structures: • some of which were created very early, but have already been reshaped after a short time and are thus no longer of decisive importance for Munich’s present spatial appearance • of relevance, which is still preserved today, but more or less changed, has to be checked on a case-by-case basis or • which have been preserved almost unchanged.

City elements with a high permanence and with a long history of the city and minor overshadowing, make an essential

contribution to the conciseness and identity of the present-day cityscape, so they have a great significance for the spatial and creative appearance of the city. The persistence of individual urban structures and their readability in today’s urban layout has great continuities in the inner city. Typical structures of high permanence include, for example, water courses, terrain formations, village centers, old communication routes or park facilities, as well as historic buildings and ensembles. Alone through the historical dimension, they enjoy a special meaning as witnesses of the urban development.

The persistence of individual urban structures and their readability in today’s urban layout has great continuities in the inner city. The Isar with its accompanying green and park corridor allows only limited direct contact between city and river.

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The ideal profile of the city was described and planned by The-

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[15] odor Fischer with the heights of the buildings and city pattern margins leading to the drawing that can still be experienced. However, in an update of 1995 a definite change is evident. “The evaluation of the elevation profile of the city clearly shows the idea of the city crown flattening outwards on the idea of a scale building order. The more recent evaluations make it clear that the city profile is levelled uniformly in height and continues to be interrupted only by accidentally higher buildings. “ [15]

The city of Munich has a mainly closed perimeter block development in the inner city, usually four to six storeys high. The inner city is thus very compact and where built mostly densely populated. Exceptions are traditionally open plies, such as the Kunstareal or the Villengebiete in Bogenhausen and Nymphenburg, as well as extensive, self-contained areas of use, such as along the Dachauer Straße or southeast of the

Ostbahnhof and in the vicinity of the Grossmarktmarkt.

The height profile of the city in its basic structure still shows a compact inner city with a height of usually four to six storeys and a mostly one- or two-storey development in the outer city. Exceptions are the large housing estates and individual skyscrapers in the outer city. High-rise buildings or buildings with more than 20 floors are located on the Mittlerer Ring, mostly outside. The high-rise buildings along the central railway lines also lie within the ring.

Since the mid-1970s, there has also been a noticeable interest in keeping tradition-conscious the citizens of Munich. While the inner city has largely retained its city silhouette, which is characterised by the steeples - apart from individual profile-dominating buildings - the Mittlerer Ring with the BMW and O2 skyscrapers

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Something not to give up - Munich heights

92 and the Arabella Park skyscraper and later with the Hypo-Bank headquarters. Besides, height minimum has been found within the large housing estates, such as in Neuperlach, or within company locations, such as the Siemens skyscraper. The height development in the city is very controversial. As part of a referendum in 2004, a majority voted against buildings that exceed a height of 100 m and thus tower above the towers of the Frauenkirche. Within this 100 m limit, some high points have emerged, especially in the last ten years, for example, the high-light towers or the skyscraper of the Süddeutsche Zeitung. In the course of the restructuring of the central railway areas, height dominants are also set within the Mittlerer Ring. Many replanning plans are already approved or in preparation.

The fields of action imposed by the administration point to: • Preserve the city skyline of the

city centre, securing the view of the Alps • Define the height of the city profile by location • Inspect urban spaces for a higher compression

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Munich has an almost continuous ring of lively and popular inner-city residential areas around the old town and city. The river valley of the Isar, as well as the expansive railways that lead into the city centre as well as the Mittlerer Ring, are not only characteristic features and landmarks but also breaks in the urban fabric. While the river, as well as the railway facilities, have essentially determined the history of settlements, some elements did not retrospectively intervene in already existing urban structures or, due to their function, received a separating character, such as some main street trains. The Mittlerer Ring mainly leads through residential areas, it touches or cuts higher-ranking park and green areas such as the We-

94 stpark, the Olympiapark and the Englischer Garten and has a sometimes strong barrier effect. In much of his course, he defines the boundary of the Inner to the Outer City.

In the Outer City, which is also predominantly residential, the linear caesuras are underlined by the northern railway-accompanying industrial belts and the radial highways and expressways that hit the Mittlerer Ring so to divide the territory into individual segments. Closed and mono-structured locations form further small-scale barriers in the urban fabric. These are large companies and institutions, but also sports fields or allotment gardens. Traditionally, the trade settled along the railway lines in the north, the southeast and southwest, the latter trade band is rather weak, always extending along connection infrastructure. A changing point in the commercial structure is visible nowadays in the profoundly new develo-

Infrastructure system 95

96 ped areas adjacent Ostbahnhof.

The Munich Transport Network is divided into the railway systems of the long-distance train and public transport as well as the road network. The railway facilities are particularly dominant in the east-west direction and divide the city by their passable only at selected locations band-like structures in a north and a south part. The northern part is divided again by the railways parallel to the Frankfurter Ring and forms a noticeable barrier in the urban space. The main road system is divided into three rings and a good dozen radial arterial roads. The Old Town Ring, the Mittlerer Ring and the motorway ring each mark the transition between different urban areas: from the Old Town to the Inner City, from the Inner to the Outer City, as well as from the Outer City to the landscape and the surrounding villages. Here, the cityscape is subdivided and separated into several pie-sha-

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Betwen the lines - Tram

100 ped segments by the traffic halls, which are mostly dominated by individual traffic.

Around 2330 km of road network and bout 1.25 Mio commuters by individual motor car traffic contribute to high traffic volume, ca. 150.000 cars/24h of cars approaching the city of Munich via three main motorways. The car system is anyway juxtapose to the bike one. Over 80% of the population owns at least 1 bicycle. The Munich cycling network is currently 1,200 km long. The entire network is planned to be extended up to 1,400 km (500 km of bicycle main routes, 500 km of bicycle routes and 400 km distribution network). More than 28.000 bicycle parking infrastructures are present in Munich. Moreover, it is offerend a wide bike sharing system: MVG Rad introduced in 2015. 46.000 subscribers and 307.000 rented bicycles by then. With nearly 1,200 bicycles at 125 stations (planned by 2017), the bike sha-

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Futuristic links - Marienplatz underground stop

Passing - Westfriedhof underground stop

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[16] ring system “MVG Rad” offers an optimal complement to subway, bus and tram.

Those two last two systems are deeply interconnected. The tram infrastrucure has 119 million passengers per year, divided in 13 tram lines plus 4 night lines. 95 vehicles are usually in service linking 166 stops. The average distance between the stops is about 474 metres along the 79 kilometres network length.

Instead, the buses account around 193 million passengers per year on 71 daily routes and 14-night lines. Are offered to the city a maximum number of 454 vehicles in service to connect the 974 stops. Those have a usual distance between each other of 495 metres spread on 482 kilometres network. [16]

Rapid-transit railway / S-Bahn 107

From A to B - S-Bahn

Long Perspectives - Metropolitan trains

112 The Munich subway is next to the S-Bahn the most important means of public transport in the Bavarian capital Munich. Since the opening of the first route on October 19, 1971, a network with 103.1 km track length and 100 stations was built. The Munich Underground is operated by the Munich Transport Company (MVG) and is integrated into the Munich Transport and Tariff Association (MVV). In 2017, it carried 410 million passengers, with an average of 1,123,287 daily ridership. Unlike other networks, there is no continuous night operation, except on the night of New Year’s Eve on New Year’s Day and the Faschingstagen; It rests from 1 to 4 o’clock, on the nights from Friday to Saturday and from Saturday to Sunday from 2 to 4 o’clock. On all lines, the trains usually run in 10-minute intervals, at rush hour also in 5-minute intervals, but sometimes not on the entire line run. At the beginning of the operation and in late traffic after midnight, the trains usually run only in 20-minute intervals or

less often.

The system is based on eight lines intersecting in multiple stations between each other, raising so the possible travel options. Moreover, in the city centre, it overlaps with the S-Bahn Stammstrecke. There are three main routes through the city center, which are used by two lines each. On the common sections of the lines, the timetables are tuned so that the overlapping changes usually results in a uniform sequence of trains. The service is empowered by the tram service as well as the bus one. The 80-kilometer tram route network is located in the Munich urban area except for a section of the line 25 in Grünwald. On 13 lines, a maximum of 91 out of 108 vehicles will be used at the same time. In 2013, 105 million out of a total of 544 million MVG passengers were transported by tram. This corresponds to a share of 19 percent. Four overnight lines serve 108 of the total of 172 stops around the clock. With the

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114 58 bus lines the transport system is deeply rooted in the city life giving eeasy access at less then 400m. The rapid-transit railway net or S-Bahn was originated for the Olympic summer games in 1972 connecting several already existing suburbs. The S-Bahn Munich is used by an average of 780,000 passengers daily. On weekdays, it transports more than 800,000 passengers; the main traffic is thereby commuter flows from the Munich area to the city of Munich in the morning rush hour and back in the afternoon rush hour. At the heart of the S-Bahn network is the trunk line or Stammstrecke with the connecting tunnel that passes underneath Munich city centre. On the West of the tunnel, the network branches into seven trunk branches, instead of on the East side it divides into eight. The primary clock of the Munich rapid-transit railway (lines S 1 to S 8) is all day 20 minutes, whereby on partial distances of individual branches in the rush hour by amplifier trains a 10-Mi-

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Meeting - Munich Central Station

118 nuten-Takt is applied. Many controversial project are occuring nowadays about several options on the S-Bah extension with secondary lines.

Munich Central Station is the central station in the Bavarian capital Munich. With daily about 450,000 travellers, he is together with the Frankfurt Central Station after the Hamburg Central Station, the second busiest frequented long-distance station of the Deutsche Bahn. Of all the German train stations, it has the highest and world’s second highest number with 32 uppers and two underground platform tracks (after the Grand Central Terminal in New York City). The total area of the buildings and the tracks is approximately 760,000 square meters. It also includes two MVG underground stations of the same name and is the S-Bahn station. In front of the station are the switch to the inner-city through traf-

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120 fic lines on buses or tram. The first Munich railway station was built in 1839 west of the present-day railway station. In 1848, the first provisional parts went into operation today. This was followed by several conversions and extensions, as the station got in the course of its existence an ever greater importance in the Bavarian railway network. After WW2 has been rebuild the main hall because of seriuos damages. Under the title, Munich 21, Deutsche Bahn and the City of Munich developed a concept in the 1990s for the (at least partial) conversion of the central station into an underground transit station. Due to the lack of economic efficiency and lack of funds, this project deferred until further notice. Plans for a new Munich central station were presented to the City Council in April 2015. These include a 75-meter-high skyscraper on Arnulfstrasse. Besides, a far-reaching redesign of the station forecourts is planned. Completion is not expected until 2025.

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Munich Airport “Franz Josef Strauß” (code: MUC) is the commercial airport of the Bavarian state capital Munich and with 44.6 million passengers (2017) is one of the largest aviation hubs in Europe. Around 100 airlines connect it to 266 destinations in 70 countries. Regarding the number of travellers, in 2017 he took second place in Germany (after Frankfurt am Main). By international comparison, Munich Airport ranks 9th in Europe and 38th in the world concerning passenger numbers (2017). Munich Airport was voted the best European airport in 2018, ranking sixth in a global comparison. Munich Airport was put into operation on 17 May 1992 and replaced the old Munich Riem Airport, which could not be extended because of its location near the city centre. The airport is located about 28.5 km northeast of Munich in

122 Erdinger Moos in the immediate vicinity of the city of Freising. The journey time from Munich city center to the airport by car or one of the two line of suburban train takes about 45 minutes.

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Under the tent - Munich Airport T1

2.5

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City in transition

[17]

“A city that grows dynamically faces enormous pressure for change. Mobility, housing space, architecture, nature, social aspects...” (Dieter Reiter, Mayor of the Bavarian State Capital of Munich)

The city is booming. In the next 15 years, about half a million more people will live in Munich than in 1958. Nevertheless, Munich has been able to preserve its unique charm and to retain its unique atmosphere for future generations, but still being open to change.

During an intensive joint process, the city updated its development concept, adapting it to changing framework conditions.

Munich is known for being a tolerant and pleasant city. This sense of solidarity is also applied to city development issues. Despite all worries about the rental price trend, increasing traffic and climate change, we should

not forget that changes represent great opportunities as well.

Referring to Albert Einstein who – as known – spent his childhood in Munich’s Lindwurmstrasse:

“Life is like riding a bicycle. To keep your balance, you must keep on moving.”

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Through a constantly growing population, growing numbers of passengers, rising pollution and the lack of urban and public space the need for alternatives in urban mobility and asset is significant. At the same time the demand for mobility is changing and costumers are looking for a seamless door to door architectonich dinamicity. Depending on specific needs offerings should be simple, fast and flexible.

The northern area of Munich will grow twice as fast as the overall

128 city. Several former barrack sites, being converted into new housing developments to accommodate the tremendous increase in population.

Both in new housing developments as well as in existing residential areas these growing pains can only be mitigated through the integration of residential development, planning of infrastructure and balancing of mobility offerings with demand by means of new innovative products, services and procedures.

There is a strong existing conflict between providing an attractive public space and providing the accessibility which is needed for deliveries and commercial traffic.

Under construction 129