Cycling and traffic turnaround

A new publication by the German Institute of Urban Affairs states that the time has never been better for cycling. Read here what the Difu says is necessary for a successful transport transition.

The publication “Radwege und Verkehrswende. A history of headwinds and tailwinds” by the German Institute of Urban Affairs looks at cycling – from the past to the present. It shows the transport policy potential of cycling. The publication also outlines what is needed for a successful transport transition.

The pandemic and, above all, the associated lockdowns have changed people. They have developed new habits for moving around their neighborhoods, cities and surroundings. As a result, there were suddenly more pedestrians than ever before. Bicycles also appeared in unexpected numbers. Cycling was particularly attractive because the lockdown had reduced car traffic. Pop-up cycle paths appeared in some cities. In many places, these were intended to be temporary, but they are now indispensable. The bicycle hype can now be seen in many cities around the world.

Bottlenecks despite the bike hype

Although the signs are pointing to cycle paths and a turnaround in traffic, progress is slow. Many local authorities do not yet have any feasible projects. Or they lack the staff or the necessary funds. In addition, road traffic law or other standards often block changes. The priority given to car traffic is often a major brake on the necessary change. This is also reflected in the title of a new publication by the German Institute of Urban Affairs. With “Cycling and traffic turnaround. A story of headwinds and tailwinds”, the dilemma is already outlined in the title. The publication draws attention to the current road traffic regulations and makes it clear how the strong focus on the car came about. However, it also shows that the signs are currently good for cycling and the traffic turnaround.

Many people associate the car with prosperity and mobility. But the enormous increase in automobility is increasingly limiting our living space and our health. Cars have become a disruptive factor in many urban structures. This was not always the case. When the bicycle became affordable around 1900, bicycles soon became a means of mass transportation. Cycling got its first tailwind. Riding streetcars, on the other hand, was expensive. And the mass distribution of private cars was initially unthinkable. That only came after the Second World War. The first and early cycle paths were built on and at the side of roadways. This allowed cyclists to ride alongside the dirt roads that had been soiled by horses and carts. It was only later that cycle paths moved to the side of the road, often separated by a raised kerb.

The first headwinds arose in the 1930s. During the Nazi era, motor vehicles became a national symbol of progress. Hitler announced a major road construction plan. From then on, road planning was primarily concerned with getting disruptive bicycles out of the way. The flow of car traffic was given top priority. The Reich Road Traffic Regulations from 1934 literally pushed cyclists to the sidelines. They also had to ride one behind the other. The federal states and provinces were encouraged to build cycle paths to get unwanted bicycles off the road. But the time until the Second World War was too short for this.

Traffic turnaround started in 1973

In the years after the war, the number of cars multiplied. At the same time, cycling fell to a historically low level. Many cycle paths fell into disrepair and were dismantled or repurposed. Only cycle paths were built along federal highways in order to reduce traffic congestion and facilitate the flow of car traffic. The first turnaround in traffic came in the 1970s. After the Club of Rome warned of the limits to growth in 1972 and the oil crisis in 1973 led to driving bans on Sundays, there was a kind of turning point. The modern environmental movement emerged and brought about a rethink.

The return of cycling

The bicycle slowly returned to the transport policy agenda. In 1983, the first program for environmental relief through bicycle traffic was published. In addition, research initiatives for model projects for bicycle-friendly cities flourished. A concept for the transport transition emerged after the UN Conference on Environment and Development in Rio in 1992. This was followed by various resolutions that had an impact on cycling. In 1997, there was even an amendment to the road traffic regulations for bicycles. In 2002, 2012 and 2021, the German government adopted a National Cycling Plan.

The renewed tailwind for cycle paths and the traffic turnaround initiated various funding programs. Since 2013, the Federal Ministry for the Environment has also been funding municipal cycling investments. Since 2018, the federal government has been supporting the construction of high-speed cycle paths. And thanks to the pressure to act on climate protection, the Federal Ministry of Transport currently has over 1.4 billion euros in various funding programs. However, innovative technologies, electric-assisted bicycles and bicycle-based logistics and delivery services are also gaining in importance and conquering the market and the streetscape.

Despite positive developments, cycling and the traffic turnaround are not making rapid progress. According to Difu, many local authorities lack projects that can be implemented or the will to do so. This is because road traffic law and other standards are still making change difficult. Any change that could affect the convenience of car traffic or cost parking spaces has a hard time. In addition, local authorities lack the staff to apply for funding and to plan and implement investments in cycle paths. In many places, municipal finances are also insufficient to raise the necessary funds.

Nevertheless, the long-standing head of the mobility research department at the German Institute of Urban Affairs has never found the time to be as favorable for cycling as it is at the moment. In addition to great pressure to act, there is a change in values and numerous innovations. More and more resolutions and concepts are supporting cycling. And there is more funding than ever before. This gives us reason to continue to believe in cycling and the traffic turnaround and to push ahead with their implementation.

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