On arrest, the Berlin first court ruled in favor of far-right politicians from the AfD party, ruling that eight of the city’s thirteen newly introduced cycle lanes are illegal. According to the court, the city has not sufficiently proved that the streets on which red and white weapons have appeared since the pandemic arrest, separating the lane from the cycle lane, are dangerous for cyclists.
In June, the court ruled that the new bicycle lanes in the city would remain until their fate was decided definitively. According to the court, the Berlin transport authority did not take into account the statistics of the local traffic and the number of accidents in these cities when the bicycle lanes were insufficient.
The Berlin public is currently turning to the side of a group of cyclists. According to a recent survey by Berlin Radio, 52 percent were in favor of maintaining three new lanes and 43 percent were against.
However, cycling lanes are only a negligible measure given what all the city-ruling coalitions of social democrats, green and post-communist parties of the left are doing in the future. If the problem is the erection of the pillar and the painting of the lanes on the road, it is a question of how much the Berlin public will be divided on the introduction of car-free signs.
Restructuring the mobility system means redistributing privileges. And that brings with it resistance, says Ragnhild Soerensen, an activist at the Changing Cities cycling organization. According to him, tension is inevitable and the cycling lanes in Berlin are just a small taste of what to go in the future.
Approved by Peter Fuchs from the PowerShift ecologist group. Within the framework of politicians in Berlin, it is still a mixture of old strategies, ie the city will be replaced by cars, and a new ecological myth, says Fuchs. If it were up to us, in the future, passenger cars would play a role in Berlin only in exceptional cases, you need an ecologist for people with limited mobility and orientation.
COMMENT: Watch out for traffic bombs, just represent a raft
The Berlin opposition to the changes in the Berlin transport disagreement. FDP chairman Sebastian Czaja accuses the incumbent coalition of confirming motorists and cyclists against each other. It does not benefit anyone, because in the end the law is not even the first. At the same time, it also poses a risk to cyclists, says Czaja. This is probably due to the fact that the overall safety of Berlin’s streets is not demonstrably influenced by the bottom pillars. What’s more, traffic on the roads this year in Berlin went by a dead cyclist not last year.
The battle for space in transport resonates in Germany also due to the fact that for some cars the industry is important, if not the longest economic sector. There is a network of German identities, such as Bloomberg. I don’t expect cars to disappear forever. And why should she? pt se Czaja. The car is a bite of culture, and as is always the case with culture, it will continue to evolve to suit new needs.
The Association of the Automotive Industry (VDA) does not even criticize the new situation. Street blocking and the introduction of other speed limits according to them are not a place for cities with heavy traffic. We support innovation instead of destruction, in the press spokesman VDA Nikolaus Doll. He called on the coalition to reflect on the interests of residents and people. According to Dolla, restricting the car in some parts of the city could be beneficial. According to him, the city has a combination of car, public transport, shared vehicles and electric mobility.
Pandemics as baldness
Pensions from the EU fund belong to digitization and transport, economists agree
The Berlin Coalition has been working on the transformation of transport in the city since 2017, when it began to take over Berlin. In addition to the new bicycle lanes, it proposes to be car-free, investing 28 billion euros in the subway, electric bus and tram by the end of 2035. The coalition used the coronavirus pandemic to create stamps on some major arteries. In the section of Friedrichstrasse, which is lined with shops, it even banned cars.
The city administration believed that even during the pandemic, there would be less traffic on the streets of Berlin, or the people would stay at home in the home office. However, the situation is not much better, because those who still have to work, would rather take a car for fear of contagion in public transport.
Berlin is not the only city that sees plight for a radical five-day urban space during a pandemic. For example, Mayor Pae Anne Hidalgov introduced the coronavirus cycling lanes and promotes the idea of a 15-minute city, with the aim of placing basic services at a short distance from the cycling home of each of Paan’s homes. And, for example, in London, some streets were closed to those who did not live in them.