CentrO Oberhausen - Eltis

TRANSLAND in-depth case study CentrO Oberhausen 6
Altogether the CentrO contains 10,500 free parking spaces. Originally a system with paid
parking was planned, but later dropped. No reasonable possibility to reach the CentrO without
using different modes of transport exists for pedestrians and cyclists.
Despite the general car-orientation of the CentrO, efforts were made to link the CentrO to the
public transport network of the city (Figure 3). A former freight railway line was converted to
an exclusive right of way for buses and light rail leading from Oberhausen’s main railway and
bus stations via the CentrO to northern suburbs. Modern low-floor buses and trams operated
on the new line first in 90-second intervals, but the frequency has now been reduced because
of sufficient lack of demand (Appel, 1991; Retzko & Topp, 1991; Strotmann, 1997).
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Figure 3. The CentrO in the public transport network of Oberhausen
It is very doubtful whether CentrO is a model to follow, even though it might be preferable to
peripheral greenfield shopping centres.
Three years after its opening, the CentrO has proved to be a dangerous competition to retail
and services in the city centre of Oberhausen and the other two townships of Oberhausen. A
study revealed that 58% of all residents of Oberhausen prefer to shop in the CentrO instead in
the traditional centres. Losses of customers to the CentrO are even observed in the neighbouring
cities of Essen, Mülheim and Bottrop (Wachowiak and Quack, 1999).