Car-free city center: "Cities are made for people!"

Hanover wants to ban private transport from the city by 2030, as does Bremen. Even a metropolis like Paris is working on it. Is the car-free city the city of the future?

Dr. Philine Gaffron: In the inner city areas, yes. Although I always find it better to speak of "autoarm". The term "car-free" often arouses a reflexive attitude of resistance or expectations that cannot then be met. Even the classic pedestrian zone is not completely car-free, because there are delivery traffic and other exceptions.

Why is the desire for inner-city traffic change so big right now?

Among other things, we simply have a space problem. The big German cities are growing more and more. More people commute and traffic generally increases. Cars that drive, and even more so that they stand – which they do on average 23 hours a day – take up space. In addition, the vehicles are getting bigger, keyword SUV. However, public space is extremely important for social life. Cities are made for people. If you want to make them healthy and attractive, you have to reduce noise and improve air quality.

Is it mostly the cities themselves or their politicians who want car-free zones, or are they more popular initiatives?

That is quite different. For example, there were two such projects here in Hamburg last year. One came out of a civil society initiative, the other was the result of a political decision.

In other countries you are much further ahead than with us. Is there a showcase city for you?

No, but many interesting examples. For bicycle traffic, of course, this is above all Copenhagen with structurally separate bike lanes, cycle paths and bridges only for pedestrian and bike traffic. In Oslo, in the auto-poor city center, there is increasing focus on rental options for e-bikes and the promotion of cargo bikes, as well as corresponding parking spaces. And in Ghent there are electric buses that travel at walking speed through the pedestrian zone and take people with reduced mobility for free.

Would that be realistic anywhere?

There is not one package of measures that makes sense for everyone. And it is also clear that just exchanging a few signs is not enough. You have to discuss with each other, people get involved.

Is there particular resistance to such projects in Autoland Germany?

Yes. For many, the car is the most expensive purchase they make. For years it was suggested that we should continue to buy some – there was the scrappage bonus and now the purchase bonus for the electric car – and above all that we can continue with other technologies as before. That's not true. But it is understandable that it will lead to uncertainty if the call for fewer cars in the city becomes louder.

Is this resistance temporary?

In my experience yes. In Munich, an experiment with a pedestrian zone was initially carried out for a limited period of time; after the evaluation, 70 percent were in favor of maintaining it. In Vienna, the calming down of the main shopping street had the same approval rate after one year. I am not aware of any comparable project that has failed.

There is loud protest in one of the Hamburg projects, namely in the Ottensen district. Some stores complain about a drop in sales.

This is an important topic, although retail is currently undergoing a structural change that is completely independent of car traffic. But of course there are businesses that deal with things that people do not transport on foot or by bike, and not everyone has a cargo bike at home. Sharing models, also for handcarts, are an option, together with loading zones at a reasonable distance. Cycle rickshaws could exist for older people. Most of it can be solved; this requires intelligent exemptions. But we also have to question our habits.

What do you mean by that?

We assume that we have the right to park our car free of charge in public spaces. But this is not the case. And the claim of being able to drive up to the car at any shop at any time is inconsistent with the restructuring of the cities.

The fronts in Ottensen seem to be quite hardened. The supporters also react extremely, allegedly motorists have already been insulted.

Unfortunately, this is probably a general phenomenon. The aggressiveness in road traffic increases and this manifests itself in this context. Mobility is a very emotional topic. But fronts are also often built up in reporting: pedestrians against cars, cars against bicycles, bicycles against trucks. Much is easier when we treat one another with benevolence.

And how are you traveling yourself?

On foot, by touring bike or folding bike or by public transport. I haven't had a car in a long time. I find driving in the city an imposition and a waste of time. And it is not compatible with the city either.

Dr. Philine Gaffron, 49, is a senior engineer at the TU Hamburg. She conducts research on topics such as environmental justice, sustainable mobility and ecological urban development. She is currently leading the evaluation of the traffic test "Ottensen makes space" in Hamburg.

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