On the basis of the information provided, the Presidential Board has decided to introduce a car park management system with parking charges at the University of Oldenburg. This means that the use of the car park spaces will be regulated by a technical system. In future, users of the car park spaces will be required to pay parking charges.

In December 2024, the Presidential Board commissioned a review of the requirements for implementing a car park management scheme. The decision-making framework developed as part of this review includes a technical best-practice model, a fee proposal developed through a participatory process, and a public engagement process. In doing so, the Presidential Board is responding to the increasing pressure on the university’s parking spaces and the rise in greenhouse gas emissions. Furthermore, the management system is intended to enable the precise management and control of parking spaces as a scarce resource.

Yes, in principle, parking charges will be levied in future. The indicative rate for parking charges has initially been set at an average of €1 per day. However, the details of the pricing structure will only be finalised as part of the further implementation planning. This also applies to the definition of further exemptions. Parking will remain free of charge for holders of a severe disability card. In addition, a daily grace period and hardship provisions – the details of which are yet to be defined – are planned.

No. First, there will be a planning phase lasting approximately two years; parking charges are not expected to be introduced until 2028 at the earliest. Prior to that, a trial phase without charges is planned, during which the registration system will be tested. As soon as the changes to operational procedures are finalised, you will, of course, be informed about their implementation.

People with severe disabilities should be able to park free of charge; provisions for cases of hardship are also planned. These will be drawn up as implementation planning progresses, in consultation with the various stakeholder groups.

Important: The measure is not intended as an additional source of revenue: initially, the revenue is intended to cover ongoing operating costs and capital expenditure. Any revenue in excess of this could, for example, be channelled into climate-friendly infrastructure projects. However, this has yet to be finalised.

During the development of the basis for decision-making, students and staff had various opportunities to find out about the initiative. The latest information was posted on this website. In addition, they were able to find out about the plans at two information sessions and provide their feedback directly to the project team and the Presidential Board. At the Mobility Forum, there was an opportunity to discuss potential fare models in detail.

The critical stance taken by many participants (in particular the fundamental opposition to parking charges for staff and students expressed at the Mobility Forum) was documented and presented transparently to the Presidential Board as part of the basis for decision-making. University President Prof. Dr Ralph Bruder and Jörg Stahlmann, Full-time Vice-President for Administration and Finance, responded to the criticism of the measure at the online events and in person.

Parking charges are now largely the norm at major German universities. By introducing them, the UOL is following the mainstream rather than leading the way:

• University of Bremen (since the 1990s): mixed system, €1.00–1.50 per day for all groups at the same rate.
• Technical University of Darmstadt (2013): Mixed system; students €105 per term, staff €250 per year (including compulsory purchase of a Landesticket), visitors €2.50 per day. Following introduction: −35 per cent utilisation rate, increased use of public transport.
• TU Braunschweig (January 2026): Camera-based free-flow system (UOL’s reference system), €10 per month for staff and students, €3.50 per day for visitors.
• University of Cologne (2015): income-based tiered rates of €10.00–32.50 per month for staff – the model favoured at the UOL.
• Goethe University Frankfurt (2009): €35.70 per month for staff;
•  University of Ulm: €2 per 24 hours; in Baden-Württemberg, all state universities have been gradually required to implement a fee system since 2018 following a state resolution.

The UOL’s fee structure (on average approx. €1 per day, socially tiered) is therefore at the lower end of the comparison range.

The introduction of a parking space management scheme involving parking charges is not an isolated decision, but the result of a multi-stage review process addressing three interrelated issues:

1. Parking pressure and land use: The parking spaces at both sites are fully utilised at peak times – partly because people from outside the university also use them. In view of the forthcoming loss of parking spaces due to the refurbishment of the underground car park at Haarentor or behind Building V03, we will have fewer parking options available.
2. Climate action commitment: With the Integrated Climate Action Concept 2022, the university has set itself the goal of achieving climate neutrality by 2030. The day-to-day travel of university members accounts for 28.74 per cent of total emissions, making it one of the largest sources of emissions; furthermore, emissions in this area have risen significantly in recent years.
3. Modern space management: To date, the University of Oldenburg has had little control over the use of parking spaces. Usage patterns can neither be monitored nor managed. A parking space management system that is self-funding through charges is therefore a modern management tool for managing the scarce resource of ‘space’.
4. Fiscal responsibility: The provision and maintenance of parking spaces costs the University money every year. Financial resources must therefore be allocated that cannot be used for other purposes. 

The utilisation survey conducted in January 2025 revealed that parking spaces at both sites were fully utilised, with particularly high demand for parking between 11.00 and 15.00. 

The problem is this: without a technical system, the university can neither identify who is using its parking spaces nor manage their use. The current system is therefore ‘blind’ in two senses: it generates high costs without any means of control, and it treats all users equally, regardless of whether they could travel to campus by alternative means. The refurbishment of the underground car park, due to begin in 2027, will exacerbate this situation. 

The management system is intended to help the university reserve parking spaces for those who are genuinely dependent on a car, whilst providing an incentive for others to switch to cycling, public transport or park-and-ride facilities.

Even though charges may initially be seen as a burden, the system offers tangible benefits:

• More parking spaces available for authorised users: those who rely on their cars will find it easier to find a space in future. Non-university parkers will be discouraged from using the spaces or will contribute to the system’s funding through higher daily rates.
• Shorter search times and greater reliability: Pressure during peak times (previously mainly between 11 am and 3 pm) is reduced.
• Convenient process: No parking disc, no ticket, no waiting at the barrier – number plate recognition handles entry and exit fully automatically in seconds.
• Transparency and reinvestment: The revenue is initially used to cover the system’s costs; any surplus can be transparently invested in climate-friendly infrastructure (cycling, public transport) or other measures that benefit all members of the university community.
• Data foundation for better management: Anonymised data collection enables, for the first time, well-informed, fact-based planning of parking spaces. This is helpful, for example, in connection with the refurbishment of the underground car park and the expansion of charging points.

In 2024, everyday travel accounted for a total of 6,226.64 tonnes of CO₂e, representing 28.74 per cent of the University’s total GHG emissions. This represents an increase of 37.5 per cent compared with the 2019 baseline, or 8.79 per cent since 2022. The main source is private cars, accounting for 4,072 t CO₂e (65.4% of emissions from everyday transport). 

To put this into perspective: according to the Federal Environment Agency’s ‘Social Cost of Carbon’, these emissions alone caused social damage of around €1.4 to 4 million in 2024, which is borne by the general public. As the transport sector is the only sector whose emissions have not fallen nationwide since 1990 (having instead risen from 13.1 per cent to 22.3 per cent), and given that passenger cars account for the lion’s share of these emissions, everyday mobility is the logical starting point for the university’s efforts towards effective climate protection.

Unlike building-related measures, the impact of parking charges cannot be quantified precisely, as commuter mobility depends on many factors. However, there are reliable indicators:

• Potential savings: The scenario in which car commuters within a 6 km radius switch to cycling yields a potential saving of approximately 600 t CO₂e/year – an effect on a par with installing solar panels on all available roofs at the university.
• Practical experience at other universities: Following the introduction of parking charges at TU Darmstadt in 2013, car park utilisation fell immediately by 35 per cent. Other universities report similar reductions in car use.
• Scientific context: Studies (including Thema et al. 2024, Hans Böckler Foundation) show that car use is entrenched by ownership, habit and the social environment, and does not change of its own accord. This remains true even when the availability of public transport improves as a contextual factor. Effective measures therefore require a combination of ‘pull’ measures (better alternatives) and ‘push’ incentives (rising parking costs). The university combines both approaches: supporting cycling and public transport on the one hand, and introducing parking charges on the other.

Yes, parking charges will generally be introduced, regardless of where students and staff live. This is because classifying different places of residence in terms of the availability of alternative modes of transport would be virtually impossible to implement in practice. Nevertheless, in order to take account of the different circumstances of staff members, the charges are to be tiered according to gross salary. In addition, a hardship scheme is to be developed as part of the implementation planning.

The technical assessment carried out to inform the decision has shown that a camera-based free-flow system is best suited to the university. LPR (Licence Plate Recognition) cameras, fitted with specialised lighting and automatic text recognition, capture the number plate as vehicles pass by; the system compares this with the stored authorisations within seconds. The parking process itself therefore remains unchanged. As the payment details are stored in the self-service tool linked to the technical infrastructure, the processing of parking fees should also take place without any further effort.

Important: As the cameras are technically and programmatically designed to capture only number plates, people and other areas of the image are not recorded. 

Nothing changes for you when entering or leaving. You drive into the parking space at walking pace without stopping. The camera captures your number plate, the system checks your authorisation, and payment is processed automatically via your registered payment account. There is no parking disc, no ticket, no barrier and no parking attendant.

The aim is to have a fare at the time of introduction that averages around €1 per day, but is tiered according to gross weekly earnings. Plans include day tickets, a daily grace period and provisions for cases of hardship, although the details of these still need to be finalised. Billing will be handled entirely digitally via the system. The exact fare structure will be determined as part of the implementation planning.

 By way of comparison: at TU Darmstadt, staff pay €250 per year; at Goethe University Frankfurt, just under €430 per year; and at Oldenburg University Hospital, around €420 per year.  At the time of introduction, the UOL is therefore deliberately positioning itself at the lower, socially acceptable end of the benchmark. 

Yes, the aim is to introduce a differentiated fee structure based on employees’ gross wages or students’ status. The rationale behind this is a balance between practical administrative considerations, social equity (fees should not place a disproportionate burden on lower-income staff) and the intended climate mitigation effect.

Practical example: The University of Cologne also charges parking fees, the amount of which for staff depends on their gross salary.

The camera-based Free-Flow system records the number plate on every entry and exit and automatically checks it against the authorised records. For individuals without registration or authorisation, the university has several measures at its disposal that can be combined:

1. Charged use via daily rates: External visitors may be permitted access but charged (higher) daily rates – this creates a financial incentive to park elsewhere (on the street or in municipal car parks) in future. These rates are higher than the staff rate.
2. Subsequent enforcement: Vehicles without any authorisation are recorded by the system; the university can issue fines itself or commission an external debt collection agency. Crucially, the university retains full control over procedures, communication and the level of fines in all cases; this rules out the ‘harsh business practices’ of some private parking enforcement operators, which have recently been the subject of public criticism.
3. Physical barrier (optional): For heavily used parking areas, barriers can be installed that open only for recognised, authorised vehicles. Unauthorised vehicles are prevented from entering at the entrance, and fines and debt collection procedures are completely eliminated in these areas. The University may also retrofit individual car parks with this system – though higher investment and maintenance costs, as well as potential traffic congestion at the entrances and exits, must be taken into account.

The exact procedure will be finalised during the implementation planning phase.

The University makes a clear distinction between ‘genuine’ visitor groups and non-university parkers. 

Guests are visitors with a connection to the university, e.g. participants in university sports or public events. For this group, the use of parking spaces should remain possible through an authorisation system or guest rates. In any case, usage rights can be granted on a case-by-case basis as required. Above all, however, people with no connection whatsoever to the university are regarded as non-university parkers.

The daily rate billing system is in line with the policy objective of the measure: the charge is intended to apply only when a car is actually used, rather than being levied as a flat rate for a month or even a term. This also has the advantage for you, as a user, that you only have to pay when you actually use the parking space. So, on any day that you opt for a different mode of transport, you benefit directly.

The system records your number plate and detects that you do not have authorisation. There are two ways of dealing with unauthorised parkers: through increased daily rates (which provide an incentive to park elsewhere in future) or through fines issued by the university or an external debt collection process. The key point is this: in every case, the university retains control over procedures, communication and the level of fines, thereby ruling out the aggressive business practices of some private providers. The specific procedure to be followed at the UOL will be set out in the implementation plan.

UOL’s data protection management team was involved throughout the entire processing procedure. The technical conditions are favourable: the cameras capture only number plates, not individuals or other areas of the image; data processing is carried out in the cloud in accordance with European data protection standards; and integration with the university’s identity management system is possible. Consequently, the Data Protection Management team considers compliance with data protection standards in relation to the model described to be unproblematic. Depending on the tariff model, staff must give their consent to the use of their data. The specific, formal data protection assessment will only take place as part of the detailed implementation planning or the tender process. 

Based on experience at other universities, the planning phase takes approximately two years. This is followed by the installation of the technical system and the campus infrastructure; it is then recommended that there be an introductory phase without charges, during which the registration system is tested in practice. It is estimated that parking charges will not be introduced before 2028. The system is expected to be rolled out in stages. This simplifies the installation process and allows users to get used to the new system.

You can keep up to date with the project’s progress on the existing project page. As soon as significant milestones in the project’s implementation are reached, further information sessions may be organised for university staff and students. Once the implementation plans have been finalised and the system is due to go live, you will, of course, be notified by email. However, this is not expected to happen before 2028.

During the implementation planning phase, you can contact the project team via the functional email address . Once the system has been installed and commissioned, there will be a designated contact person in Department 4, Facility Management.

The University of Oldenburg is implementing a range of measures to encourage cycling. The Facility Management department is constantly expanding the infrastructure on campus to provide you with secure parking spaces for your bikes. This includes a charging network for e-bikes and repair stations at the Haarentor and Wechloy sites. In 2025, the University of Oldenburg was recognised by the ADFC as a ‘cycle-friendly employer’ for its commitment. In cooperation with the City of Oldenburg, the University Executive Board is committed to ensuring the university is optimally connected to the cycle network. The Executive Board regularly follows up with the State of Lower Saxony, as an employer, regarding cycle leasing and emphasises the urgency of the matter. 

Further information on cycling initiatives at the University of Oldenburg

Across Germany, students are already automatically issued with the Deutschlandticket and can therefore use public transport at no extra cost. The Executive Board of the University of Oldenburg regularly follows up with the state government to enquire about progress regarding a discounted Deutschlandticket for staff. The University is in regular dialogue with the City of Oldenburg regarding transport links to the university campuses. Together, the University and the City have already lobbied the State of Lower Saxony for more frequent train services at Wechloy station, providing better connections to rural areas.

At the same time, it is currently the case that, due to rising costs and a lack of funding, many transport operators are actually having to scale back public transport services. In these circumstances, simply maintaining the existing service must already be regarded as a success.

More information on public transport

The Presidential Board of the University of Oldenburg deeply regrets that the promised bicycle leasing scheme for staff has not yet been introduced. It is very unfortunate that the launch date has been postponed yet again and is now not due until spring 2027. Together with the other universities in Lower Saxony, the Presidential Board is continuously pressing the state for an update on when staff will finally be able to access the bicycle leasing scheme. It is to be hoped that the spring 2027 deadline can finally be met.

You can find out about the current status of the scheme on this state government website: Link.

As part of the state administration, the university has no autonomy over its staff’s collective agreements and therefore no say in the negotiation of these benefits and concessions. Fortunately, the state has already indicated its intention to offer such a concession. The Presidential Board of the University of Oldenburg regularly enquires about the current status of these plans. However, the process involved in setting up the bicycle leasing scheme gives rise to concerns that, regrettably, such a benefit will not be introduced in the foreseeable future.

Improving connections at Wechloy railway station is a frequently mentioned request aimed at encouraging the use of public transport for commuting. The University and the City of Oldenburg had already written a joint letter to the State of Lower Saxony back in 2024, calling for an extension of the RS 30 to East Frisia. 

Unfortunately, the state has replied that extending the regional railway line is not possible, as the line is single-track and its capacity therefore does not allow for additional services. Due to a lack of funding and the federal government’s low prioritisation of the project, the line is not expected to be upgraded to double track in the coming years. 

An additional stop for the Regional Express from Norddeich (Mole) in Wechloy cannot be implemented either. This is due to Deutsche Bahn’s rule that Regional Express trains, except in major cities such as Cologne, only stop at the city’s main station. Otherwise, the journey time for the entire route would be delayed too much, which would again reduce the attractiveness of the service.

However, the Executive Board of the University of Oldenburg continues to advocate for a more attractive rail service at the Wechloy stop.

As part of the official partnership between the University and the City of Oldenburg, regular meetings are held to discuss climate neutrality. A key focus is the promotion of climate-friendly mobility. The University of Oldenburg regularly raises the issue of improving bus services in the vicinity of the university. One welcome outcome of this collaboration is the project to transform the section of Uhlhornsweg near the university into a traffic-calmed university square. To this end, the City of Oldenburg submitted an application for federal funding in June 2026. A response to this application is still pending.