The Federal Government has not shown any interest in traffic policy design in recent years – it will therefore be the highest time for a turn from below
The Ministry of Transport, as well as the Ministry of Agriculture, is based on the specialist departments with the large designing clearance not only for everyday life of the current population, but also for the future. Undodontally, as heavyweights or shine items, but rather the AUBEN, Economic or the Ministry of Finance. And so the transport department is a playground for well-dressed CSU-Youngsters that favor the title as a tattener of the year.
The covenant could succeed: he could import a CO2 prize, finally finance the lane sufficiently and deleted subsidies such as the diesel. The federal government also had to worry for Tempolimits and thus ensure the free and safe ride of the burger, which are not in the car, but to FUB or by bike.
But currently the following patterns of action shows: The Federal Government will build the companies as long as possible cars with internal combustion engines as long as possible, renounces both fast exit data for gasoline and diesel as well as an ambitious taxation of carbon dioxide. Controlling the corporations with power on electromobility for the Chinese market, so that they can maintain their current successful business model – high profit margins with powerful cars – even in the battery age. Transport policy does not take place under these signs. The train is scrapsed, cyclists and fubgangers are further dependent on dedicated municipalities. The concept of "New mobility culture" The research troupe from Baden-Wurttemberg was able to serve as a mission statement and provide very concrete specifications for the municipal transport policy of today.
But the municipalities can move a lot, showing citys like Berlin or Vienna. In the Easter-Rich capital, the well-developed strain and subways attract with the 365 Euro ticket. For converted one euro a day, the Viennese can use the public transport. Result: Meanwhile there are more 365 euro subscriptions than cars in Vienna. The city can look at first prizes in different city activities, for example with that of the "liveable city" The British magazine Economist. The fact that they could squeeze one of the world’s 2018 Melbourne compared to one of Germany, including their good public infrastructure.
Berlin also made his way up: First around 100 000 Berliners started and gave the "Volkenscheid bike" her voice. The Red-Grune Senate made his demands on his own and poured them in "Mobilitate law". Now the capital develops according to your traffic senator to one "Bicycle city".
Currently cycling there is still awesome and potentially life-worthy life. Also the activists of the association "Changing Cities", which had totled the folk decision and the mobility law, a bicycle city is Berlin so far mainly in the Berlin city marketing brochures. Many bike paths stuck in the planning jam, and the financing of new strain path or even subway routes is completely unclear. But there are little progress: bike paths are laid out with bollards in front of cars; Fubgangs should get long-fashioned traffic light phases.
And the Berlin example has made school now. Cyclists demand more space and safety on the strain of the city. Nationwide network in burger initiatives who want to focus on bicycle traffic in their bicycles. From Neustadt at the wine strip Uber Koln and Hamburg to Eberswalde and Esslingen are rough and small municipalities below. In some municipalities, they take Berlin to the model and initiate popular decision on bicycle traffic.
The activists behind "Departure bicycle" want to enforce that in North Rhine-Westphalia 2025, after all, 20 percent of the traffic routes are resumed with the wheel instead of eight percent so far. Registered by a bicycle club in Koln and the ADFC NRW, the decision still takes until the summer of 2019. The Rostockers also met in the summer of 2018 to use a better radiographicfrastructure. Children and seniors should drive safely and relaxed bike, is one of their demands. The goals of a bicycle-friendly city want to enforce them by Radenscheid.
Last example: Munchen. At the end of 2018, on three hundred burgers and about twenty institutions and parties "Rapeskid Munchen", because they have the "Years of wheel capital promises" satt. By burger you want the situation for cyclists "massively improve" and you one "Right place in the distribution of traffic flats" procure. "Elegant past the traffic jam and do something for your own health – good reason for the bike there are many", Formulates the ratchet decision on his website, but also calls the ground to leave the bike in the basement. The already lucky bicycle infrastructure Munchens has a significant lack of: bike paths ending in nothing or in the middle of car traffic. Bicycle strips are too tight and often parked, unuctionless intersections provide for danger situations. There are also bad or missing storage options for borrower."
This text is an excerpt from the book "Us stinks!" What to do now for a second ecological turn is from Heike Holdinghausen. It concludes with the March of Germany’s pioneering role in climate protection, puts the facts open and draws a refreshing balance: Germany produces and consumes as if there was no tomorrow. It becomes the highest time for a second ecological turn!
The righteous place in the distribution of traffic flats – that’s why it works. Motorists have too much room, all others too little. Even this is evident in the European bicycle city in terms of bicycle traffic, in Danemark’s capital Copenhagen. The Suddeutsche Zeitung reported on the traffic jams on the countless cycling fast bums, brood and trace. For rush hour the cyclists pushed "Tires on tires" through the city center, as on the highway. On some intersections hours the cyclists snake.
The bicycle traffic Copenhagens suffers from his success, on particularly popular cycling routes are daily 48.800 raders paid. Therefore, the Danische Cyclist Association now challenges more and still wider bike paths. In addition, the traffic light phases had to be adapted to the needs of the cyclists, because the cyclists are now just in the majority.
The self-confident demands of the cyclists are immensely important and can develop a tremendous impact on the municipal level. As soon as the cycling reaches a critical mass, the cars have to soft. The goods then the road to the road from below.
If you spin a bit further, then this road turned out of far-reaching consequences. More OPNV, more cyclists and fubgangers, fewer cars and trucks: If the school does in many of the city, not only in Europe, but worldwide in the metropolises, then it forces the autoconzerns to re-think. They were shrinked, they had to look for new business models. They were given people less work, and they were less influential. That would be good. These healthy recorded car companies were part of an economy that is less dependent on the global market, and, sometime, even less dependent on growth.
It is too risky to trust the well-being of the domestic economy cool guys who traumes from PS-strong boxes in wild landscapes – whether with or without snack. The last guy who spreads through a wild landscape to the sunset on the horizon, sab on a horse and was the Marlboro man. You know how the story has amed? Smoking is now completely out of fashion. And the man is dead, he died of lung cancer.