"Ottensen makes room" - this is the motto on which a street party in Hamburg-Ottensen is celebrated this Sunday, with which a project that has received much attention in the city begins: an existing pedestrian zone is being expanded and extended into the adjacent streets. Cars have to stay out there from then on.
Largely at least, because for taxis or delivery vehicles there are exceptions, from 23 to 11 clock they may enter the zone. The aim is to create more space for pedestrians and cyclists and to make the public space more attractive, informs the responsible district office Altona in a leaflet. The chances are good, because there are at least 163 cars, which so far as a tinny wall line the narrow streets of the neighborhood - so many parking spaces fall away.
"Re-parking in the head", that was once a publicity slogan by Opel, but the formula also fits to many urban transport projects of recent times, with which everywhere in Europe local politicians want to reorganize the public space. So far, the car - ie roads, parking lots, green wave - in the center of the planning, man now puts more focus again.
"No project known that failed"
On the other hand, there is almost always resistance: traders worry about the accessibility of their businesses, residents are concerned about the night's sleep due to noisy street parties, commuters are calling for the popular shortcut. Almost always, however, it is like this: Concerns dissipate in the air, in shops sales increase, people use the new open spaces.
"I am not aware of any project of this kind that has failed," says Philine Gaffron, Senior Engineer for Transport Planning and Logistics at TU Harburg. When the pedestrian precinct on Sendlinger Straße in Munich was initially extended to a one-year trial, skepticism was also great at first. After the test phase, however, a large majority of those affected said that the new pedestrian zone should remain. So it was.
Example Vienna, Mariahilfer Straße. Since a "shared space" concept was introduced to the sample. At the same time, cars share the traffic space with buses, bicycles and pedestrians at walking pace. When the probationary period was over, 71 percent of respondents said they would be retained - today the 1.8 kilometers in the center of Vienna are considered exemplary for modern urban mobility.
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Car-Free Neighborhood: Happiness is on the road"Of course, there are worries and concerns when things change in the immediate area, and that change also affects one's personal behavior and mobility habits," says Gaffron. "That's why it makes sense to plan projects such as 'Ottensen macht Platz' for a limited time, so that they can either correct, change or, in any case, make qualified decisions." This is planned in Hamburg, the project will be accompanied scientifically, there will be surveys and several counts. It also reviews the impact of the new low-traffic zone on the streets immediately adjacent to it.
Six months will now be tried. What happens after February 29, 2020 - dismantling or deconstruction - is decided when local residents, tradespeople and all other stakeholders have experience with the new car-freedom. Many locals - in Ottensen only 27 percent of households have their own car - welcome the project, some are not far enough, and some voices criticism. Is complained about inadequate communication, on the limited accessibility of some shops or doctors for handicapped customers or urgent deliveries.
So there will be exemptions for cars. In addition, the District Office for residents with private car in two surrounding parking garages have long-term parking spaces reserve, which cost between 75 and 85 euros per month - are usual in Ottensen otherwise pitch rents of 100 € or more. Johannes Gerdelmann, as head of the district of Altona with the implementation of "Ottensen macht Platz", met with six critics of the project at the invitation of the "Hamburger Abendblatt" - describing the reality as follows: "We do not realize that we live in Ottensen for years in a pilot project in an attempt in which a coveted district around the clock is everywhere accessible by car. "
The will to change these states is recognizable not only in Ottensen but in many places in Europe. Here is a selection of projects that make cities clogged with cars a little more humane:
Bremen, Germany, 570,000 inhabitants: The new governing coalition of SPD, Greens and Left plans to make the center of the Hanseatic city gradually car-free by the year 2030. At the same time, public transport should become cheaper and more user-friendly due to higher timing and new bus routes. Likewise three new bicycle bridges over the Weser belong to the new traffic concept.
Ghent, Belgium, 260,000 inhabitants: On 3 April 2017, a new traffic plan came into force in Ghent, with which the through traffic from the city center is locked out and redirected to a ring road. Only residents are allowed to drive in certain streets until 11 clock are also vans and craftsmen cars allowed there. Special rules also apply to ambulances, nursing services, buses and taxis. After just over a year, car traffic had dropped significantly, but cycling had increased. And: At 22 out of 29 measuring stations, the air quality had improved.
Paris, France, 12.5 million inhabitants (in the greater area): Mayor Anne Hidalgo plans to make the four central inner city arrondissements of Paris largely car-free by 2020. The model for this is the right bank of the Seine between the Place de la Concorde and the City Hall of Paris, which is already car-free for three kilometers. People in the city can also familiarize themselves with the new traffic concept on one Sunday each month, when certain streets - including the splendid boulevard Champs d'Elysées - are closed to traffic. When the car-free center of Paris arrives, electric shuttles will provide additional mobility.
Oslo, Norway, 634,000 inhabitants: Actually, the Norwegian capital wanted to create a car-free center by this year. Because companies resisted, put the city government back. However, on some roads cars are no longer allowed to drive and in other areas traffic is redesigned in favor of pedestrians and cyclists. In addition, parking was located in the city center. Oslo plans to cut emissions by 95 percent by 2030. The city administration of the Norwegian capital has even introduced its own climate budget.
Madrid, Spain, population of 3.2 million : In the center of Madrid, only residents and drivers of hybrid, electric and gas vehicles have been allowed to drive since last year. Old diesel cars, petrol and motorcycles are no longer allowed in the city center. The left city government of Madrid is trying to combat the massive smog problems. Many sidewalks have been widened and single-lane Tempo 30 zones have been set up. The worries of many businesspeople about lost sales proved unfounded. The opposite happened: during the Christmas business, the numbers even rose in the car-free zones. In turn, nitrogen oxide emissions were cut by 38 percent.
Pontevedra, Spain, 82,000 inhabitants : The center of the Spanish city of Pontevedra has been virtually car-free for 20 years. Only a few vehicles from local residents, public transport and delivery may enter. In the city there are no road markings. Sidewalk, bike path and road are indistinguishable, there are hardly any traffic signs. Pedestrians always have priority, followed by cyclists. Only then follow cars, they are allowed to drive a maximum of 30 km / h. Revenue in the city center increased and carbon dioxide emissions fell by 70 percent. For years, there were no more traffic deaths in the city center.
Houten, Netherlands, population: 50,000. The town is internationally regarded as a model for future transport concepts. It is completely geared towards cyclists. It was planned in the seventies by the urban planner Robert Derks, who planned new housing for nearby Utrecht. Cars are rare in the city, car traffic is handled by ring roads. The center is car-free zone. For 40 years there was no fatal bicycle accident in Houten. And: The retail industry benefited from the traffic change. The tariffs of the car parks on the outskirts (the first two hours are free) attracts customers from the surrounding area.
Brussels, Belgium, 174,000 inhabitants: Brussels doubled its car-free zone in the center a few years ago from 28 to 50 hectares. It is one of the largest car-free zones in Europe. After an eight-month test phase, the central axis of Brussels, the Anspach boulevard and its adjoining roads were completely closed to traffic. After initial losses, the local companies also benefited from the new traffic planning.